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San  Francisco,  California 
2007 


DISCARD 


Digitized  by  the  Internet  Archive 

in  2007  with  funding  from 

IVIicrosoft  Corporation 


http://www.archive.org/details/electricrailwayj612mcgrrich 


Graw-Hill  Co.,   Inc. 


March  3,  1923 


Twenty  Cents  Per  Cop; 


^^Msej      «>»»->      ry^^'^,      %        f      'i       /^■^'i      8*' 


^'-tW^  »««5054 


VULCiaaEl^N 


Here^s  Our  New  Home 

Floor  space  of  old  plant  130,000  square  feet.  Floor  space  of  new 
plant  375,000  square  feet  (and  ample  room  for  expansion).  Nearly 
200%  increase.  We  take  this  occasion  to  express  our  thanks  to  all 
our  friends  and  customers  who  by  demanding  Johns-Pratt  prod- 
ucts  in  ever-increasing  volume  have  made  the  acqusition  of  this 
plant  a  necessity.  With  the  added  facilities  it  affords,  we  pledge 
the  continued  maintenance  of  Johns-Pratt  standards  of  quality 
and  our  best  endeavors  for  still  better  service. 

THE  JOHNS-PRATT  COMPANY,  Hartford,  Connecticut 


NOARK 


BOSTON  (9) 
161  Summer  Street 

CHICAGO 
35  South  Desplaines  St. 

•  FUSES  AND  PRO- 
,  TECTIVE  DEVICES   . 


NEW  YORK 

41  East  42nd  Street 

CLEVELAND 
Engineers'  Building 


PHILADELPHIA 
Franklin  Trust  Building 

ST.  LOUIS 
Boatmen's  Bank  BIdg. 


VULCABESTON 


PACKING  AND 
INSULATION 


PITTSBURGH 
Bessemer  Building 

SAN  FRANCISCO 
Call  Building 

JOHNS-PRATT 


MOLDED 
PRODUCTS 


/////ir/Wafi  JS-3;. 


Electric    Railway    Journal 


March  3,  1923 


New   ! 

Better! 
Safer  ! 


The*5^pe  OD  SafetjHFirst  Fuse  Box  for 
circuits  up  to  7500  volts:— Ideal  for  protecting 
outdoor  distribution  transformers. 


Here  are  10  Reasons  Why: 

i .  Compact,  substantial  box  with  through  bolts  to 
prevent  warping. 

2.  One-piece  metal  top  keeps  moisture  out  of  box 
and  forms  the  mounting  bracket  and  part  of 
simple  latching  device. 

3.  Mounting  bracket  at  top  puts  the  box  as  far  as 
possible  below  the  line  wire. 

4.  Bottom-opening  door,  swinging  through  1 80  ° 
allows  re-fusing  at  maximum  distance  from  live 
parts. 

5.  Fuse  tube  of  white  bone  fibre  substantially  held 
on  mounting  bloc,  yet  easily  removed  for 
re-fusing. 

6.  Fuse  link,  with  decreased  portion  at  upper  end, 
assures  blowing  at  that  point,  and  quick  open- 
ing of  the  circuit. 

7.  Barrier  in  box  prevents  arcing  between  upper 
and  lower  contacts. 

8.  One-piece  base  and  outlet  bushing 
of  moulded  insulation  material 
prevent  the  charring  of  base. 

9.  Projection  of  the  fuse  into  the 
outlet  bushing  causes  hot  gases  to 
expand  into  the  outer  atmosphere 
instead  of  into  the  box. 

10.  Very  high  interrupting  capacity  is 
obtained  because  of  features  (7) 
and  (9). 

During  periods  when  power  is  not  used 
such  as  in  grain  elevators  during 
winter  months,  the  fuse  tube  may  be 
removed  and  the  fuse  box  closed,  thus 
disconnecting  the  transformer  from 
the  line  and  preventing  no-load  losses. 


Catalogue  Supplement  l-B 
goes  into  details,  ask  for  it 

Westinghouse  Electric  8C  Manufacturing  Company 
East  Pittsburgh,  Pa. 


% 


Door  Dropped 


W^estinghouse 


Vol.  61,  No.  9 


New  York,  March  3,  1923 


Pages  357-394 


UABOU)  V.  BOtEU, 
CoainlUiv  Editor 

UElhlT  B.  NOBRIS 

Ikitlneerint  Editor 

C.  W.  8QUIEB 
Aai(wltt«  Editor 

CARL  W.  STOCKS 
AiiocUte  Editor 

O.  J.  MaoMUBRAY 
Nem  Editor 

JOHN  A.  MILLER,  Jn. 

Editorial  Assistant 


^H 


jimm. 


Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


N.  A.  BOWERS 
PtciAo  Coast  Editor 
Biaito  Bld(.,  San 

H.  S.  KNOWLTOM 
New  Endand  Editor 
Tromont  Bldi..  Boaton 

MERRILL  B.  KNOX 

Editorial  Assistant 

Old  Coloor  Bids.,  Chlewa 

PAUL  WOOTON 
Washincton  RepraaanUllT* 
Colorado  Bldg.     *' 


CONTENTS 

Editorials    357 

Automatic  Substation  Experience  in  Cleveland — 1 359 

Bv  L.  D.  Bale. 

In   this  first  section   are  given  the  general  considerations   leading 

up  to  the  trial  of  automatic  control  in  city  service,  the  main  design 

features  of  the  buildings,  and  a  brief  discussion  of  the  equipment 

employed. 

What  Accountants*  Association  Has  Done 365 

By  M.  W.  Glover. 

A  past-president  of  the  Accountants'  Association  lists  a  number 
of  the  important  achievements  of  the  association,  points  out  some 
of  the  problems  ahead  and  urges  all  accountants  to  take  an  active 
Interest  In  the  work. 

Good  Record  for  British  Single-Phase  Electrification. .  .  .367 

Merchandising  Transportation  Abroad 367 

By  J.  Kaffeyne. 

New  Safety  Devices  Developed  in  Tri-Cities 369 

Scheme  of  control  operates  electrically  instead  of  by  air  valves. 
Devices  are  claimed  to  be  simple  and  comparatively  inexpensive 
In  first  cost  and  maintenance. 

Would    "Sell"    Detroit    Municipal    Railway    to    Detroit 
People    371 

The  Readers'  Forum 372 

Americanization  Work  Proving  Success 373 

Association  News  and  Discussions- 374 

American  Association  News 376 

Maintenance  of  Equipment 377 

News  of  the  Industry 380 

Financial  and. Corporate 384 

Traffic  and  Transportation 388 

Personal  Mention 390 

Manufactures  and  the  Markets 393 


McGraw-Hill  Co.,  Inc.,  Tenth  Ave.  at  36th  St.,  New  York 

jAMEa  H.  MoOraw,  Prealdent  Cable  Addroti:    "Machinist.  N.  Y." 

Abthor  J.  Baldwin.  Vico-Pretldwrt  t>„Kn.h«,.  «f 

Malcolm  Mdir.  Vice-President  Publishers  of 

E.  J.  MBHBBN,  Vice-President 

Mason  Britton,  Vlce-Prealdent 

O.  D.  8TEDET,  Vlco-Pretldenl 

Jaheb  H.  MoGeaw,  Jb..  See.  and  Treas. 

Wasbinqtom: 

Colorad9  Bulldlnf 
Chioaoo: 

Old  Colony  Bulldlnc 
Philadelphia: 

Real  IlaUte  Trust  Buildinc 
Clrtbuand: 

Leader-Newt  Bulldini 
St.  Louis: 

Star  Bulldlnf 
San  ij^Noisoo; 

Rlalto  Bulldins 
London: 

6  Bouverle  Street,  London.  B.  C.  4 

Member  Associated  Bualness  Papers,  Inc. 

Member  Audit  Bureau  of  Circulations 
The  annual  Ruhscrlptlon  rate  is  $4  In  the  United  States,  Canada,  Mexico,  Alaska, 
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Uruguay.  Costa  Rica,  Ecuador,  Guatemala  and  Paraguay.  Extra  foreign  postage  la 
other  countrlei  $3  (total  $7.  or  29  shillings).  Subscriptions  may  be  sent  to  the 
New  York  offlce  or  to  the  London  office.  Single  copies,  postage  prepaid,  to  any  part 
of  the  world.    20   cents. 

Chance  at  Addrew — When  ^ange  of  address  is  ordered  the  new  and  the  old  addrati 
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Coi^rUht,    1'923,   Inr  MoGraw-Bill  Company,  Inc.    ' 

Published  weekly.  Entered  as  seoond-class  matter,  June  23,  1908,  at  the  Post  Offlce, 
at  New  Tort,   under  the  Act  of  Marob   3,    18Td.      Printed  in   V.    S.    A. 


©^3 


Engineming  Nmot-Reoord 

American  Maehiniat 

Power 

Chemical  and 

Metallwffical  Engineerino 

Coal  Age 

Engineering  and  Mining  JounuH-Prea* 

Ingenieria  Internacional 

But  Tran9iportati<m 
Electrio  liailwau  Journal 

Electrif^ai  World 

Electrical  Merohandiaing 

Journal  of  Electricity  and 

Western  Industrv 

iPubliehed  in  Ban  Frai%ciBCo) 

InduBtrial  Engineer 

(Publithed  in  Chicago) 

American  Machinitt — European 

Edition 

{Publiahed  {n  London) 


What  the  Subscribers  Read 

IN  THE  routine  circulation  work,  subscribers 
of  the  Journal  have  been  asked  what  articles 
or  classes  of  articles  they  found  interesting.  The 
replies  to  this  have  been  many  and  various.  Here 
are  a  few : 

M.  Cou6  Ought  to  Read  It 

Everything  —  although  personally  I  find  the 
equipment  details  and  the  construction  and  opera- 
ting columns  most  interesting,  being  an  engineer. 
The  Journal  is  getting  better  and  better  all  the 
time:  M.  Coue  ought  to  read  it  regularly  as  it  is 
a  paper  after  his  own  heart!  The  articles  arc 
admirably  written,  in  every  detail,  and  always 
clear  ahd  crisp. — A.  H.  B.,  Engineer. 

Appreciates  Practical  Service 

"What  and  Where  to  Buy."  This  page  is  of 
great  help  in  ordering,  odds  and  ends  which  are 
not  standard  goods.  ' 

"Alphabetical  Index  to  Advertisements." 
This  page  is  of  great  help  in  ordering  also,  be- 
cause you  have  the  address  of  the  company  before 
\ou  and  little  time  is  wasted  on  where  to  send 
your  order.  .■    '  \ 

Your  articles  on  one-man  cars  have  been  ver\' 
good  and  they  have  taken  and  given  the  points 
desired,  that  is,  good  and  bad,  and  in  that  way  a 
person  could  apply  the  conditions  to  his  own  ex- 
isting conditions.  I  believe  your  articles  on  main- 
tenance of  equipment  have  saved  us  a  great  deal 
and  hope  that  we  may  see  more  of  them. 

— N.  E.  .v.,  Manager. 


The  Back  End  of  the  Paper  Appeals 

"Manufactures  and  the  Markets.".  '  . 
"Personal  Items." 
"Searchlight  Section." 

The  above  especially,   the  JournSal  ftself   in- 
general. — /.  T.  McC,  Purchasing  3,(!ent:, 

Relative  Interest  Specified  ,        !   •>•.■,,. 

In  the  order  in  which  they' are  givein,,  the  items 
which  interest  the  w^ter  .most  in  tht  Electric 
Railway  Journal  are:  >i' 

1.  Those  articles  dealing  with  the  technical  or 
practical  details  covering  operation  of  rail- 
ways. 

2.  Editorials. 

3.  Advertisements. 

— ¥.  R.  P.,  Superintendent  of  Equipment. 


Circulation  of  this  issne,  6,075 


Advertising  Index — Alphabetical,  62;  Classified,  58,  60;  Searchlight  Section,  57 


Electric    Railway    Journal 


March  3,  1923 


Expert  Catenary  Construction  Service 

SomeVestinghouse  Insiallaiions 


Westinghouse  Electric  8C  Manufacturing  Co. 
East  Pittsburgh,  Pa. 
Sales  Offices  In  All  Principal  American  Cities.    . 


Westinghouse 


March  3,  1923 


Electric    Railway    journal 


NQ552-B.  50HP 

To  Improvelfour  Service 


Here  are  some  of  the  railway 
systems  that  are  using  the 
Standard  Westinghouse  No. 
532  Railway  Motor  with 
success: 

Androscoggin  &  Kennebec  R.  R. 
Cincinnati  Tractin  Coo. 
Conestoga  Traction  Co. 
Connecticut  Company,  The 
Massachusetts   North    Eastern   St. 

Ry.  Co. 
Mobile  Light  &  R.  R.  Co. 
Northern  Ohio  Traction  Co. 
Philadelphia  Rapid  Transit  Co. 
Pittsburgh  Railways  Co. 
United  Ry.  &  Electric  Co. 
Schuylkill  Railway  Co. 

Steubenville  &  E.  Liverpool  R.  & 
L.  Co. 

West  Penn  Traction  Co. 

Wheeling  Traction  Co. 

Wilkes-Barre  Ry.  Co. 


^^^$ 


Cars  now  equipped  with  obsolete  types 
of  50  h.p.  motors  can  be  brought  to 
the  greatest  degree  of  operating  ef- 
ficiency by  replacing  the  obsolete 
motors  with  Standard  Westinghouse, 
Box-Type  No.  532-B,  50  H.P.  Motors. 

This  type  of  motor  embraces  the 
following  improvements : 

Moisture  resisting  insulation. 

Improved  ventilation. 

Rugged  shaft  and  bearings. 

Long  Life  commutator  and  brushholders. 

Efficient  lubrication. 

Westinghouse  Electric  &  Manufacturini  Company 
East  PitUburgh,  Pa. 


Westinghouse 


Electric    Railway    Journal 


March  3,  192S 


ABCOj^ 


Brake 
Cylinder 
Packing 
Cups 

\  X  T^ABCO  is  the  new  brake  cvlin- 
'  "    der  packing  cup  material  which 
has   revolutionized    the   packing   cup 
industry. 

Until  Wabco  was  discovered  in  the 
Westinghouse  laboratories,  such  effi- 
cient and  economical  service  as  this 
product  has  since  been  giving  was 
unknown. 

Wabco  Packing  Cups  have  practi- 
cally banished  brake  cylinder  leakage, 
resulting  in  better  air  brake  perform- 
ance with  reduced  labor,  and  less 
wear,  on  the  part  of  the  compressor. 

Wabco  is  so  constructed  as  to  be 
virtually  indestructible  and  lasts  for 
years  under  average  conditions. 


WestinghouseTraction  Brakes 


Afore  A  3,  1923  Electric     RAILWAY    JOURNAL  "J  7 


The  Secret  of 

the  SAFETY  CAR 


Earns  More  by  Saving  More 

THE  great  earning  power  of  the  Safety  Car  is  based 
on  its  ability  to  save.    Among  the  chief  factors  in 
this  respect  is  the  reduction  in  platform  expense. 

The  saving  is  not  achieved  by  any  sacrifice  of  service. 
In  fact,  the  public  has  come  to  regard  "Safety  Car 
service"  as  distinctive  of  the  best  that  can  be  offered. 

You  can  enjoy  the  advantages  of  the  Safety  Car  either 
by  adopting  new  cars  of  the  standard  type  or  converting 
existing  "two-man"  cars,  and  in  either  case  you  will 
find  complete  satisfaction  in  the  use  of  our  Air  Brake 
and  Safety  Car  Control  Equipment. 


SafetyCar Devices  Col 

OF  St.  Louis,  Mo. 
Postal  and  9o/egraphic  Address: 

WilmerdincPa. 

CHICAGO     SAN  FRANCISCO    NEWYORK    VASHINGTON    PITTSBURGM 


It  it  not  a  safety  ear  unlemM  equipped  with  oar  etand- 
ard     Air     Brake     and     Safety     Car     Control     Device*. 


Electric    Railway    journal  March  3,  1923 


^  insurance  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 

\75  W.Jackson  Blvd.  Chicago, 111. 


Minneapolis 

Denver 

San  Francisco 

Winnipeg 

New  York 

Duluth 

Seattle 

Montreal 

Detroit 

Columbus 

Cleveland 

I/ondnn 

March  3,  1923 


Electric    Railway    Journal 


A  week's  copy 
for  the  papers 


or 


It's  easy  enough  for  a  car — bouncing 
across  a  rough  steam  road  crossing — to 
throw  the  trolley  wheel.  And  it  doesn't 
take  as  long  for  a  train  traveling — say 
thirty  miles  an  hour — to  cover  a  thou- 
sand feet  as  for  a  conductor  to  race  to  the 
rear  end,  fumble  with  the  rope  and  re- 
place wheel  on  wire.  And  if  train  and 
car  do  connect — 

Can't  you  see  the  big  black  headlines? 
And  the  columns  of  sob  stuff? 
And  the  letters  from  "Indignant  Citizens"? 
It's  good  first  page  stuff  for  a  week  at  least. 


Not  even  a  glance 
from  a  rider 

But  suppose  the  wheel  jumps  the  wire 
on  a  crossing  protected  with  National 
Trolley  Guard. 

The  wheel  runs  on  the  Guard — which 
is  live — and  the  car  travels  on  across  the 
tracks  and  out  of  danger. 

Probably  not  a  single  passenger  even 
looks  up  from  his  paper.  It  is  not  even 
an  incident.  Yet  National  Trolley 
Guard  has  paid  for  itself  a  hundred 
times  over. 


Side  View  Single  Trolley  (also  made  for  Double  Trolley) 


and,  at  the  left  an  end-on  view  of  Na- 
tional Guard.  At  the  right  is  a  crossing 
properly  protected  by  National  Trolley 
Guard. 


The  Ohio  (Qi  Brass  c^ 


Mansfield 


Ohio.  U.S.  A. 


New  York     Philadelphia     Pittsburgh     Charleston.  W.Va.     Chicago     Los  Angeles      San  Francisco      Paris,  France  ^ 
^ariucto:   Trolley  Material,    Rail  Bonds.    Electric  Railway  Car  Equipment.    High  Tension  Porcelain  Insulators.    Third  Rail  Inauli 


10 


Electric    Railway    Journal 


March  3,  1923 


CAREFUL  SURVEILLANCE 

from  Tree  to  Treating  Yard 


SUCCESSFUL   tie   preservation   demands   a   sound  tie 
to  start  with.    A  decayed  or  unsound  tie  cannot  give 
satisfactory  service  no  matter  how  well  it  is  treated. 

The  extreme  care  and  personal  supervision  of  ties  im- 
mediately after  they  are  cut  is  in  large  measure  responsible 
for  the  soundness  and  longevity  of  International  Ties. 

To  secure  sound  ties,  they  must  be  properly  cut  and  properly 
followed  from  the  tree  to  the  treating  yard.  The  important 
fact  to  be  remembered  is  that  they  must  be  Removed 
Quickly  From  the  Woods. 

This  period  in  the  production  of  International  Ties  is  given 
particular  attention  for  its  execution  has  a  direct  beating 
on  the  ultimate  life  of  the  tie. 

International  Ties  are  removed  quickly  from  the  decay 
producing  conditions  of  the  woods,  transported  to  the  right 
of  vay,  inspected,  graded  and  shipped  to  the  seasoning 
yard,  where  they  are  free  from  all  vegetation. 

Here  the  ties  are  carefully  stacked  to  allow  maximum 
circulation  of  air  and  promote  early  seasoning  with  mini- 
mum danger  of  decay. 


International  Ties  are  permanent- 
ly marked  with  the  I.  C.  C. 
Co.  Dating  Nail. 


International   Creosoting   and  Construction   Co. 


Plants: 


General  Office — Galveston,  Te". 
Texarkana,  Texas  Beaumont,  Texas 


Galveston,  Texas 


March  3,  1923  ElectricRailwayJoubnal  11 


High  Class  Construction 

Need  Not  Be  Expensive 

Less  Material  Excavation  and  Labor 
with  Steel  Twin  Ties 

Steel  Twin  Tie  Construction  has  lowered  the  first  and  final  cost  of 
paved  track. 

The  utilization  of  the  concrete  formerly  wasted  between  and  below 
wooden  ties  has  in  every  case  effected  a  large  saving  in  construction 
materials.  And  this  saving  is  at  no  sacrifice  in  quality  because  more 
efifective  bearing  is  provided,  both  on  the  concrete,  and  the  subgrade 
than  with  wooden  ties  while  the  steel  cross  members  serve  to  rein- 
force the  foundation  concrete. 

Write  for  the  folder  "Costs,  Methods  and 
Best  Practice  in  Steel  Tie  Construction"  and 
delivered  prices  at  your  material  yard. 

The  International  Steel  Tie  Company 

Cleveland 


12 


Electric    Railway    Journal 


March  3,  1923 


I 

I 

P 


f 


SEMAPHORE 


L  I   G 


PROCEED 


STOP 


m 

icAUTION 

i 
I 

I 

I' 

I  PROCEED 


FORDOUBLETRAa 

Merurban  RaiMays 

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  the  pro- 
per indication  at  all  times. 


PBOCEEO 


STOP 


■caution 


PROCEED 


* 


i 
I 


I 


I 


i 


an 


fi 


* 


On  the  W.  B.  y  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  wUI  do  for  your  line. 

rri  ^nton  ^Itittcti  ^  ^tsnal  Co.  m 

[jl  SWISS  VALE.  PA.  [|J 


S» 


I 


i^^S^M^r^i^i^i^^^^^l^^S^^^m^l^^^;^^ 


March  3,  1923 


Electric    Railway    Journal 


13 


ALsoluiely.  ^^      , 

"The  value  of  a  car  as  a  revenue  getter  is  in  direct  ratio  with  the 
efFectiveness  of  its  markings" — A.  C.  Colby,  Supt.  of  Equipment,  Dept. 
of  Street  Railways,  City  of  Detroit,  in   Electric  Traction,   Dec,    1922. 

Mr.  Colby  is  right,  absolutely!  And  his  opinion  is  concurred  in  by  hundreds  of 
Superintendents  in  this  country  and  abroad  who  are  using  Keystone  Hunter  Illuminated 
Signs  to  keep  the  destination  points  of  their  cars  conspicuously  displayed,  and  the 
length  and  breath  of  their  territory  constantly  advertised  to  residents  and  transients. 


Keystone  Hunter  Signs  and  Route 
Symbols  do  more  than  make  your  cars 
talk;  they  made  it  an  easy  matter  for 
the  superintendent  to  re-route  his  cars 
at  will.  This  flexibility  of  control  is  not 
readily  obtainable  when  cars  are  route- 
labelled  in  the  paint  shop  or  tagged  with 
clattering  metal  and  wooden  signs  that 
sometimes  are  and  sometimes  are  not  at 
hand.  All  your  destination  points  are  on 
the   Keystone   Hunter   roller  curtain. 

Write  for  the  data  sheet*. 


14 


Electric    Railway    Journal 


March  3,  1923 


Another  Installation 

Just  completed,  o  n  Washington 
Street,  Binghamton,  N.  Y.,  an  in- 
stallation of  combination  railway  and 
lighting  poles.  We  supplied  Elreco 
Poles  for  this  job.  Note  the  absence 
of  overhead  wires,  and  the  improved 
appearance  of  a  busy  city  street, 
gained  by  the  use  of  this  high  grade 
type  of  pole. 

ELRECO 
POLES 

Lowest  Cost 
Lowest  Maintenance 

Lightest  Weight 
Greatest  Adaptability 


Let  us  send  you  oar  pro- 
fusely illustrated  descrip- 
tive catalogue.  Write  for 
it  today. 


Electric  Railway  Equipment  Co. 

Cincinnati,   Ohio 
New  York  Office:  30  Church  St. 


March  3,  1923 


Electric    Railway    Journal 


15 


Only 
5 


men 


— where  9  were  used  before! 

Multiple  Unit  Door  Control 

makes  train  operation  still   more  economical 

OUITE  a  progressive  step,  it  was,  when  they 
first  began  coupling  cars  in  trains  of  two  or 
more  units,  and  thereby  eliminated  one  man  per 
car. 

But  Multiple  Unit  Door  Control  beats  that!  It 
concentrates  door  control  at  any  point  or  points 
you  wish,  and  eliminates  even  the  necessity  for 
one  man  on  every  car. 

Take  the  New  York  Interborough  Subway  trains 
as  a  conspicuous  example.  By  means  of  National 
Pneumatic  Multiple  Unit  Door  Control,  they  now 
have  five  platform  men  per  10-car  train,  instead 
of  9,  without  impairment  of  service,  or  conflict  of 
any  kind.  Passengers  caught  in  closing  doors  are 
never  hurt,  because  at  the  slightest  touch  the 
motion  is  instantly  and  automatically  reversed,  and 
the  door  repeats  the  cycle  automatically  until  it  is 
entirely  closed. 

It's  the  biggest  money  saver  in  train  operation 
you  can  find. 

IjCt  us  show  you  more! 

National  Pneumatic  Company,  Inc. 

Designers,  Builders  and  Installers 

Door  and  Step  Control  Door  and  Step  Operating  Mechanisms 

Motorman's  Signal  Lights  Safety  Interlocking  Door  Control 

Multiple   Unit  Door  Control 

50  Church  Street,  New  York  McCormick  Bldg.,  Chicago 

Colonial  Trust  Bldg.,  Philadelphia 

Works:  Rah  way,  N.  J. 

Manufactured  in  Canada  by 
Dominion  Wheel  &  Foundries,  Ltd.,  Toronto,  Ont. 


16 


Electric    Railway    Journal 


March  S,  192^ 


AJAX  Electric  Arc  Welder 


Do  More 

Welding  and  Grinding 

It  Adds  to  Life  of  Track  and  Cars 

Vibrations  and  shocks  cause  rapid  distintegration  of  track 
structures,  car  trucks  and  bodies.  By  a  little  constant  atten- 
tion 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 


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. 


Chas.  N.  Wood  Co. 

Boston 

Atlas  Railway  Supply  Co. 

Cbicafo 


AGENTS: 

Electrical  Engineering  &  Mfr.  Co. 

PittsbuTEh 

P.  W.  Wood 

New  Orleans 


RECIPROCATING  Track  Grinder 


Equipment  &  Engineering  Co. 
Ijondon,  En^. 


March  3,  1923 


Electric    Railway    Journal 


17 


Photo -micrograph   showing   sohd   structure   of   cop- 
per  bond    head    and    complete    union    to    steel    rail 


UNA 

Rail 
Bonds 


Una  Metal  Plays 
Important  Part^ 

Welding  all  copper  UNA  Bonds  direct  to  the  rails 
is  also  the  simplest  and  quickest  method  of  bonding. 
This  is  largely  due  to  the  action  of  UNA  Metal. 

In  the  UNA  Bonding  Process  it  is  not  necessary  to 
grind  the  rails.  The  Bond  is  simply  placed  in  a 
mold  against  the  rail.  Then  the  Bond  strands  are 
melted  together  in  the  mold  and  UNA  Metal  added. 
When  the  mold  is  full  the  bond  is  finished. 

In  this  welding  of  copper  to  steel,  UNA  Metal  plays 
an  important  part.  As  the  mold  is  gradually  filled 
the  molten  UNA  Metal  cleans  the  rail  of  scale  and 
oxides,  giving  clean  steel  to  which  the  copper  welds. 
It  also  elitnjnates  the  gases  formed,  produces  a  fus- 
able  slag  which  floats  ofl  and  thus  makes  the  copper 
in  the  finished  bond  head  solid  and  tough. 

Actual  tests  show  it  requires  25,000  to  32,000  pounds 
steady  force  to  shear  a  bond  head  from  the  rail — 
and  then  the  shear  takes  place  through  the  bond  head 
leaving  the  weld  of  copper  to  steel  intact.  These 
characteristics  assure  long  life  to  UNA  Bonds. 

With  UNA  Bonds,  a  continuous  path  of  copper 
from  rail  to  rail  is  formed.  Thus  copper  alone  car- 
ries the  current  which  results  in  maximum  power 
savings. 


Investigate  UNA  Bonds  now — they  save  money. 

Rail  Welding  &  Bonding  Company 

Cleveland,  Ohio 


18 


Electric    Railway    Journal 


March  3,  1923 


^Mx 


First! 


— first  to  brand  Butt-Treated 
poles  for  the  protection  of  the 
buyer. 

— first  to  use  a  butt-treating  pro- 
cess that  insures  a  deeper  penetration 
of  the  preservative  throughout  the 
ground-line  area. 

— first  to  give  a  written  guarantee  sp)eci- 
fying  a  definite  depth  of  penetration. 

qfieP&H 

Guaranteed 
TenetmtionPmcess 

is  the  original  and  strongest  Guaranteed 
Penetration  Process  of  butt-treatment. 
We  agree  to  refund,  without  quibbling, 
the  entire  butt-treating  price  on  every 
pole  that  does  not  show  the  specified 
half  inch  uniform  penetration. 

For  longest  pole  life — for  greatest  satis- 
faction and  economy—  insist  on  the 
"P  &  H"  —  the  original  Guaranteed 
Penetration  Process. 

We  produce  and  sell  butt-treated  and  untreated 
Northern  White  and  Western  Red  Cedar  Poles; 

—  we  can  give  you  any  form  of  butt-treatment; 

—  and  we  are  the  originators  of  the  Guaranteed 
Penetration  Process— the  "P  &  H". 

Prompt  Shipment  -  yards  convenient- 
ly located  throughout  the  North  Cent- 
ral and  Western  States. 

Get  the  facts  about  Butt-Treatment 
Write  for  illustrated  booklet. 
CopjTirlit  1922,  by  P.  &  H.  Co. 


I>A.GEA^^I>  HIL<Iv  CO 

K4iisrjsr]^A.F>OL/iB  ,  Jviijsrjsr. 


New  York,  N.  Y.  50  Church  St 
.  Chicago,  111.,  19  So.  LaSallcSt. 


Grand  Rapids.  Mich.,  Powers  BIdg. 
Kansas  City,  Mo.  717  Bryant  Bldg.  Houston,  Texas,  1 1 1 1   Carter  Bldg. 

Omaha,  Neb.,  513  Electric  BIdg.  Dallas.  Texas,  3 II  Sumpter  BIdg. 


Buffalo.  N.  Y.  950  Ellicott  Sq.  BIdg. 
Louisville.  Ky.  1416  Starks  BIdg. 


^g--g^g^VS^S^g-^N>="^^^>g^>^^g^S^^N5J^Vg;^^'>^ 


March  3,  1923 


Electric    Railway    Journal 


.19 


"Well  Jimmy,  you  have  ]had  about  a  year  to  watch  these  Helical  Gears,  what 
have  you  got  to  say  about  them?" 

"Well,  boss,  all  the  talk  about  end  thrust  and  other  troubles  that  never  came, 
had  me  up  in  the  air,  and  I  thought  I  was  in  for  a  bad  time  when  you  ordered  the  last 
new  equipments  to  have  Helical  Gears  and  Pinions,  but  I  must  say  that  I  have 
never  had  such  comfort  before  in  the  upkeep  of  cars.  The  Nuttall  people  say  cut- 
ting down  vibration  which  means  fewer  overhaulings  pays  good  interest  on  the 
investment,  and  we  have  proved  this  not  only  on  new  equipments,  but  also  on  the 
old  cars  we  have  equipped  with  Helicals.  I  am  sure  our  shop  expense  will  be  re- 
duced when  we  have  Helicals  on  all  cars." 

"All  right,  Jimmy,  I  have  decided  to  make  them  our  standards." 

"Don't  forget  boss,  the  Union  Standard  Trolleys  as  well." 


RDNUmLL  COMPANY 

PflTSBURGH^PENNSYLVm 


1923 


All  Westtnghouae  Electric  and 
Mfg.  Co.  DUtrict  OfHcca  arc 
Salem  RepreaentativcB  in  the 
United  State*  for  Nuttall  Elec- 
tric Railway  and  Mine  Haulage 
Product*. 

In  Canada:  Lyman  Tube  A 
Supply  Co.,  Ltd.,  Montreal  and 
Toronto. 


EVER  Y  GEAR  REGISTERED 


20 


Electric    Railway    Journal 


March  3,  1923 


Multiple  -  unit  -  control  double 
truck  passenger  car  for  tvio- 
man  operation. 


CITY  and  interurban  cars  and 
trucks,  safety  cars,  combination 
and  work  cars,  snow  plows,  sweepers, 
and  electric  locomotives. 

Twenty  years  of  specialization  in  the 
construction  of  all  classes  of  rolling 
stock  for  the  successful  operation  of 
electric  railways. 


McGuire  -  Cummings 
No.  62  Motor  Truck 
for  low  car  body  for 
city  service. 

Inside  hung  brake- 
equalizer  design,  26-in. 
wheels. 


McGuire-Cummings  Manufacturing  Co., 


General  Offices 
111  W.  Monroe  St.,  Chicago,  111. 


March  3,  1923 


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  lubrication 
— 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.  V^ith  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  will  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!" 


ipwrars^ 


s:>*>^  -tJ^^Ji^i^  ^ 


Galena-Signal  Oil  Gbmpanyi 

New  York  Franklin,  Pa.  .  Chicago 

»  and  offices  in  principal  cities  ^ 


22 


Electric    Railway    Journal 


March  3,  1923 


li^hinin 


may 


do  a  ye^r\ 


J)atn 


a 


■^           i 

X 

1 

;1       ' 

b 

^ 

Oxide  Film  Arrester  jar  generating  equipments  and 
targe  transformers 


Don't  you  want 

"The  average  consumer  will  re- 
member one  minute's  interruption 
longer  than  he  will  the  other 
525,999  minutes  of  good  service  in 
the  year."  This  is  damage  which 
requires  years  to  repair. 

A  lightning  stroke  may  shatter  a 
pole  or  insulator,  or  bum  off  a 
v/ire,  and  that  cannot  be  prevented. 
But  practical  immunity  from  dam- 
age to  apparatus,  and  the  conse- 
quent interruption  to  service,  can 
be  secured  by  protection  with  G-E 
Arresters. 

The  problem  of  lightning  protec- 
tion is  studied  in  the  G-E  organ- 
ization not  only  by  lightning 
arrester   engineers,    but    also    by 


Magnetic  Blowout    Arrester  for 
d-c.  electric  railwavs 


Combined  Fused 

Switch  and 
Arrester  for  tel' 
ephone  circuits 


Vacuum 

Arrester  for 

railway    signal 

cireuitt 


GENERAL 


March  3,  1923 


Electric    Railway    Journal 


23 


in 


a 


Millionth  part 


real  protection? 

transformer,  generator,  motor, 
insulation,  switchboard,  and  transmission 
engineers,  to  the  end  that  G-E  Light- 
ning Arresters  and  other  G-E  equipment 
must  work  together  to  maintain  electric 
service.  The  experience  of  thousands 
of  users,  gathered  from  all  parts  of  the 
world,  also  contributes  to  the  success  of 
G-E  Arresters. 

There  are  G-E  Lightning  Arresters  for 
every  need,  and  they're  all  tested  by 
years  of  service. 

It  is  no  longer  a  question  of  whether  you 
can  get  lightning  protection,  but  whether 
you  want  it. 

General  Electric  Company 
Schenectady,  N.  Y. 


of 


a 


^OCOnrT 


High  Frequency  Absorher  for  relieve 

ing  lines  of  high  frequency ,  loiv- 

voltage  disturbances 


Compression 

Chamber    Arrest' 

for  distributiot 

transformers 


D'C.  Aluminum  Arrester  for 
railway  apparatus 


Choke  Coil  for  o-c.  circuits 


E>  L/  E^  C  T  R I  C 


24 


Electeic    Railway    Journal 


March  3,  1923 


More  miles  per  dollar  from  gearing  is  assured  by  careful 
installation  as  well  as  by  high-quality  steel 


Preheating  the  pinion 
in  water  at  boiling  tem- 
perature expands  it 
enough  to  reduce  the 
force  required  to  drive 
it  on  the  shaft 


Using  a  4-lb.  hammer  for  seat- 
ing smalt  pinions  prevents  set- 
ting up  excessive  stresses  in 
the  metal 


HOW  does  your  shop  seat  motor  pinions — that  im- 
portant little  device  for  probably  the  hardest  job 
of  all?  Proper  care  in  this  operation  is  sure  to  be  re- 
flected in  longer  pinion  life.  Too  much  driving  force 
means  a  pinion  crippled  before  it  gets  in  service. 

The  small  pinions,  used  on  motors  for  Safety  and  other 
light  weight  cars,  necessitate  extra  care  in  mounting. 
On  account  of  the  thinness  of  the  metal  between  bore 
and  root  of  tooth  they  cannot  stand  sledge  hammer 
blows.  Preheating  for  expansion,  therefore,  is  desirable, 
and  then  using  a  rawhide  mallet,  an  ordinary  4-lb. 
hammer,  or  lead  hammer,  is  an  additional  safeguard. 

A  study  of  the  causes  of  long  life  or  premature  failures 
of  motor  pinions  under  various  conditions  offers  con- 
vincing proof  of  the  importance  of  careful  mounting. 

There  are  G-E  engineers  who  give  special  attention  to 
these  problems.     Can  they  be  of  service  to  you? 


General^Electric 


General  Office 
Schenecta^N-Y 


Company 


Sales  Offices  in 
all  large  cities 


( 


Electric  Railway  Journal 


) 


CoTisolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McOraw-Hill  Company,  Inc. 

Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


Volume  61 


New  York,  Saturday,  March  3,  1923 


Number  9 


Trying  to  Keep  Detroit 

Sold  on  Municipal  Ownership 

THE  first  report  of  Walter  Jackson  on  the  municipal 
system  in  Detroit  has  been  made  public  and  is  ab- 
stracted elsewhere  in  this  issue.  Called  in  as  a  consul- 
tant to  investigate  and  state  for  the  benefit  of  the 
public  with  what  degree  of  good  management  the  mu- 
nicipal railway  has  been  conducted  thus  far,  and  per- 
haps make  recommendations  for  improvement,  this  first 
section  seems  to  be  little  more  than  a  means  of  giving 
publicity  to  the  opinions  and  work  of  the  municipal 
railway  engineers.  Mr.  Jackson's  function  in  this  par- 
ticular report  seems  to  be  more  that  of  a  publicity  expert 
than  a  true  consultant,  for  there  is  little  of  his  own 
opinion  expressed  except  for  corroboration  of  the  state- 
ments of  the  system's  own  engineers.  Granting  that 
the  track  engineering  is  good,  to  which  fact  the  Elec- 
tric Railway  Journal  gave  credit  at  the  time  (issue  of 
July  23,  1921,  page  121),  good  engineering  does  not 
alone  make  municipal  ownership  a  success.  The  critical 
time  will  come  when  politics  begin  to  creep  into  the 
direction  of  the  property. 

But  withal,  credit  must  be  given  to  the  city  adminis- 
tration in  Detroit  for  realizing  that  there  is  an  element 
of  public  relations  in  the  public  utility  business  even 
though  municipally  owned,  and  that  in  particular  right 
now  there  is  need  to  keep  the  people  of  Detroit  "sold" 
on  their  decision  to  have  municipal  ownership.  If  Mr. 
Jackson's  future  installments  show  actual  facts  on  the 
financial  results  and  the  real  costs  of  car  rides,  including 
what  may  be  derived  from  taxes,  such  figures  and  facts 
will  be  of  much  more  interest  to  the  Detroit  public. 


Continuous  Progress  Is  Being  Made 
in  Electric  Railway  Accounting 

DURING  the  past  ten  years  the  science  of  electric 
railway  transportation  has  been  revolutionized  by 
the  development  of  the  one-man  car.  In  electric  rail- 
way engineering  there  have  been  almost,  if  not  quite, 
as  great  developments  through  the  use  of  higher  poten- 
tials in  transmission,  the  introduction  of  automatic  sub- 
stations, the  adoption  of  effective  motor  ventilation  and 
other  improvements.  Not  all  electric  railway  men 
realize,  however,  that  side  by  side  with  these  changes 
in  other  departments  there  have  been  equal  advances 
in  the  science  of  electric  railway  accounting.  To  under- 
stand it  one  has  only  to  recount  the  many  new  problems 
which  have  been  thrust  on  this  fundamental  branch 
of  the  industry  during  the  past  decade.  He  will  then 
appreciate  how  great  a  change  has  been  wrought  by 
our  associates,  the  accountants. 

Ten  years  ago,  for  instance,  little  was  known  of  such 
subjects  in  electric  railway  operating  as  accounting  for 
depreciation  on  a  scientific  basis,  of  cost  accounting 


and  of  budget  making.  A  knowledge  of  each  of  these 
now  may  be  considered  as  almost  essential  in  economical 
operation.  The  proper  methods  to  be  followed  in  valu- 
ation were  also  still  unsolved.  Many  problems  con- 
nected with  the  income  tax,  now  satisfactorily  settled, 
were  then  unknown.  These  matters  have  been  largely 
lost  sight  of  in  what  is  perhaps  the  more  spectacular 
development  of  other  branches  of  the  industry.  They 
are  brought  out,  however,  in  an  interesting  article  on 
another  page  of  this  issue,  contributed  by  M.  W.  Glover 
of  Pittsburgh.  Mr.  Glover  calls  attention  in  the  course 
of  the  article  to  the  need  of  active  co-operation  in  the 
Accountant's  Association  by  every  electric  railway 
accountant.  This  plea  could  well  be  enlarged  to  include 
those  in  every  department  of  an  electric  railway  be- 
cause, after  all,  every  department  must  be  closely  allied 
with  the  accounting  department  if  most  efficient  oper- 
ation is  to  be  expected. 


Rail  Joint  Test  Enthusiasts 
Are  Making  Progress 

THE  approaching  tests  on  welded  rail  joints  are 
rapidly  taking  on  tangible  form.  Attendants  at 
the  meeting  of  the  committee  on  this  subject,  held  in 
Washington  two  weeks  ago,  witnessed  the  sample  tests 
and  were  pleased  with  the  way  the  work  was  done. 
Obviously  if  sample  tests  can  be  performed  satisfac- 
torily, the  carrying  out  of  a  comprehensive  program  is 
simply  a  question  of  organization.  The  facilities  of  the 
laboratories  of  the  Bureau  of  Standards,  the  University 
of  Illinois  and  Purdue  University  will  be  drawn  upon 
for  the  routine  tests.  The  reputations  of  these  institu- 
tions are  a  guarantee  that  the  work  will  be  well  done. 

The  testing  program  divides  itself  into  two  parts.  Of 
these  the  first  comprises  the  application  to  rail  joints 
of  familiar  and  fairly  well  standardized  tests.  There 
is  nothing  novel  or  experimental  in  subjecting  a  rail 
joint  to  a  bending,  tensile,  impact  or  electrical  conduc- 
tivity test.  Such  tests  are  made  in  scores  of  labora- 
tories, yielding  results  of  a  high  degree  of  accuracy. 
In  fact,  the  safety  of  modern  engineering  work  is  predi- 
cated upon  researches  made  with  the  highly  developed 
testing  machines  of  Olsen,  Emery,  Riehl6  and  others. 

Data  for  rail  joints  obtained  with  standard  testing 
machines  will  be  valuable  for  comparison  of  different 
types  of  joints  and  different  ways  of  makine  up  each. 
They  do  not,  however,  exactly  duplicate  the  conditions 
under  which  rail  joints  are  used.  Hence,  the  second 
part  of  the  committee's  program  will  comprise  service 
tests,  or  approximations  to  these  as  close  as  can  be 
devised. 

The  service  tests  will  prove  in  many  ways  the  most 
interesting  because  they  will  involve  many  novel  fea- 
tures.    They  will  require  a  lot  of  development  work. 


358 


Electric    Railway    Journal 


Vol.  61,  No.  9 


The  repeated  impact  tests  will  bring  out  the  effects  of 
vibration  in  the  joints,  and  the  results  obtained  with  the 
rotary  service  test  machine  will  serve  as  a  general  check 
upon  all  of  the  other  tests.  In  fact,  the  greatest  value 
of  the  long-continued  service  tests  will  be  to  determine 
the  factors  of  safety  and  the  limitations  which  must 
be  observed  with  the  quicker  and  simpler  tests.  Pre- 
sumably when  a  reasonable  number  of  the  more  elabo- 
rate tests  have  been  made,  it  will  be  possible  to  make  a 
fair  estimate  of  what  a  joint  will  do,  without  waiting 
in  future  for  the  tedious  routine  necessarily  involved 
in  the  service  tests. 


Two  Decades  of 

Engineering  Achievement 

THE  American  Electric  Railway  Engineering  Asso- 
ciation is  to  be  congratulated  upon  having  reached 
the  mature  age  of  twenty  years,  for  it  was  organized  in 
Cleveland  on  Feb.  16,  1903.  The  mere  reaching  of  such 
an  age  is  not  necessarily  a  cause  for  congratulation,  but 
in  this  case  the  making  of  a  notable  record  has  gone 
along  with  the  accumulation  of  years.  The  original 
name  of  the  association  was  the  American  Railway 
Mechanical  &  Electrical  Association,  and  among  its  first 
officers  were  two  Detroit  United  Railway  men,  Thomas 
Farmer,  president,  and  S.  Walter  Mower,  secretary. 

The  Cleveland  organization  meeting,  of  course,  did 
not  just  happen.  It  was  the  outcome  of  a  lot  of  dis- 
cussion among  electric  railway  engineers  as  to  how  they 
could  best  organize  for  helpfulness  to  each  other  and 
to  the  industry  as  a  whole.  At  the  Detroit  convention 
of  the  American  Street  Railway  Association  in  the  fall 
of  1902  the  plan  really  got  a  start  and  the  organization 
meetine:  was  pla^n^d.  Amoner  those  who  were  inter- 
ested in  getting  the  enterprise  launched,  in  addition  to 
the  officers  already  mentioned,  were  H.  H.  Adams,  Balti- 
more, Md. ;  R.  E.  Danforth  and  Alfred  Green.  Rochester, 
N.Y.;  W.  Roberts,  Akron,  Ohio;  C.  F.  Baker,  Boston, 
Mass.;  D.  F.  Carver,  Cleveland,  Ohio,  and  perhaps  a 
dozen  others. 

The  new  association  was  just  off  the  ways  when  the 
American  Street  Railway  Association  undertook  actively 
to  reorganize  itself,  under  the  direction  of  the  late 
W.  Caryl  Ely,  for  more  aggressive  and  effective  work. 
A  part  of  the  reorganization  plan  was  the  bringing  into 
affiliation  with  the  parent  association  of  several  electric 
railway  societies,  including  that  of  the  engineers,  which 
had  sprung  up  in  response  to  a  demand  for  opportunity 
for  specialized  discussion.  Consequently  at  Philadel- 
phia, on  Sept.  25,  1905,  the  A.R.M.&E.  Association  affil- 
iated with  what  had  become  the  American  Street  & 
Interurban  Railway  Association,  and  took  on  the  com- 
plicated name  of  the  American  Street  &  Interurban  Rail- 
way Engineering  Association.  After  laboring  under 
this  hardship  for  five  years  the  association,  at  Atlantic 
City  in  1910,  changed  its  name  to  the  present  one, 
coincident  with  the  simplification  of  name  of  the  parent 
body. 

At  first  the  association  had  to  find  itself;  to  tackle  a 
job  that  would  bring  out  its  best  efforts.  During  the 
fifteen  years  preceding  its  organization  the  cities  of  the 
country  had  been  largely  provided  with  electric  trans- 
portation. There  was  thus  a  vast  store  of  experience 
to  draw  upon.  The  task  to  which  the  association  ad- 
dressed itself  was  the  codification  of  this  experience. 
It  was  necessary,  however,  to  begin  with  generalities. 


practical  ones  to  be  sure,  but  the  work  gradually  took 
on  a  more  specific  character.  Through  a  process  of 
evolution  it  has  become  highly  organized  under  the 
elaborate  committee  system  of  today. 

From  the  early  days  the  importance  of  developing 
uniform  specifications  and  other  standards  was  recog- 
nized as  the  primary  task  of  the  association.  A  steady 
effort  has  been,  and  continues  to  be,  made  in  this  direc- 
tion with  great  success,  although  the  use  of  the  asso- 
ciation standards  is  still  not  as  widespread  as  might 
be  wished. 

In  its  first  few  years  of  activity  the  association  was 
obliged  to  work  out  its  problems  by  itself,  these  prob- 
lems being,  or  seeming  to  be,  of  a  peculiar  nature.  As 
time  went  on,  however,  the  wisdom  and  economy  of 
close  affiliation  with  other  organizations  has  been  seen. 
Today  the  Engineering  Association  is  doing  some  of 
its  best  work  in  co-operation  with  other  associations 
which  are  especially  well  qualified  to  furnish  the  tech- 
nical data  needed,  and  which  in  turn  are  glad  to  avail 
themselves  of  the  experience  of  the  electric  railway 
engineers. 

During  its  two  decades  of  life  the  Engineering  Asso- 
ciation has  seen  the  electric  railway  industry  go  through 
its  period  of  greatest  expansion.  In  this  it  has  taken 
an  important  part.  Now  the  country  is  fairly  liberally 
supplied  with  electric  railway  facilities,  and  the  live 
engineering  questions  relate  to  intensive  development 
of  traffic  with  the  aid  of  new  equipment  better  designed 
to  yield  the  maximum  of  good  service.  Never  has  there 
been  a  more  excellent  chance  than  now  for  the  Engi- 
neering Association  to  show  what  it  can  do  in  a  practical 
way.  There  is  thus  reason  to  believe  that  the  third 
decade  of  association  history  will  be  as  fruitful  as  its 
predecessors  in  contributing  to  technical  advances  in 
transportation. 


Street  Congestion  Aiding  Solution 
of  Newark's  Traffic  Problem 

A  SIGNIFICANT  change  of  public  sentiment  is 
shown  in  the  letters  received  by  a  leading  news- 
paper in  Newark,  N.  J.,  in  reply  to  its  appeal  for  sug- 
gestions to  solve  the  city's  traffic  problem.  Ever  since 
the  birth  of  the  jitney  business  several  years  ago,  the 
great  majority  of  bus  routes  in  Newark  have  paralleled 
the  trolley  tracks  on  the  same  streets.  The  fact  that 
this  was  an  unwise  and  uneconomical  duplication  of 
service  did  not  seem  to  influence  public  opinion,  which 
resisted  vigorously  every  attempt  to  place  the  buses  on 
separate  streets.  Recently,  however,  the  congestion  has 
grown  so  great  in  the  center  of  the  city  where  several 
lines  of  trolleys  and  numerous  bus  routes  use  the  same 
streets,  that  the  people  have  begun  to  realize  the  neces- 
sity for  some  change.  The  strong  sentiment  in  favor  of 
the  removal  of  the  jitneys  to  streets  where  no  trolleys 
are  operated  probably  does  not  indicate  any  sudden 
preference  for  the  street  railway  as  a  means  of  trans- 
portation, but  it  does  show  that  public  opinion  in  New- 
ark is  tending  toward  a  broader  view  of  the  city's  traffic 
problem,  and  will  support  a  reasonable  and  impartial 
solution.  In  other  words,  where  it  may  sometimes  seem 
that  it  is  practically  impossible  to  bring  the  public  to  see 
in  advance  that  some  measure  advocated  by  the  local 
railway  is  for  the  public's  own  best  interest,  the  develop- 
ments as  time  elapses  are  likely  to  be  such  that  they 
force  the  people  to  "discover"  this  for  themselves. 


March  3,  1923 


Electric    Railway    Journal 


359> 


, 

A^ 

J 

ii^^M 

1 

■1^^^ 

HeiKhtH 


St.  Clair 
Three  Automatic  Subfttatlon  Bailding:8  In  Cleveland 


Collinwood 


Automatic  Substation  Experience 

in  Cleveland — I 

In  This  First  Section  Are  Given  the  General  Considerations  Leading  Up 
to  the  Trial  of  Automatic  Control  in  City  Service,  the  Main  Design  Features 
of  the  Buildings  and  a  Brief  Discussion  of  the  Equipment  that  Is  Employed 

By  L.  D.  Bale 

Superintendent  of  Substations,  the  Cleveland  Railway 


THE  automatically  controlled  substation,  as  de- 
veloped upon  the  property  of  the  Cleveland  Rail- 
way, has  been  carried  to  a  successful  result. 
Based  on  the  experience  had,  the  company  has  definitely 
decided  to  adopt  this  type  of  station  for  all  future  power 
requirements  wherever  applicable.  In  fact,  the  immedi- 
ate program  of  the  power  department  contemplates 
several  additional  automatic  substations,  among  which 
are  both  one  and  two  unit  plants. 

When  it  is  recalled  that  the  existing  three  automatic 
substations  on  the  Cleveland  property  represent  the  first 
instance  where  full  automatic  control  has  been  attempted 
on  a  large  city  system ;  also  that  they  have  the  distinc- 
tion of  being  the  first  two-unit  plants  of  relatively  large 
capacity  to  be  constructed,  it  is  something  to  say  that 
the  results  obtained  from  these  pioneer  installations 
have  been,  indeed,  gratifying.  It  may  also  be  appreci- 
ated that  the  development  of  these  installations  pre- 
sented many  new  problems,  and  that,  on  the  whole,  it 
was  an  intensely  interesting  study. 

At  the  time  the  control  for  these  stations  was  de- 
signed utilization  was  naturally  made  of  such  equipment 
as  had  proved  reliable  and  was  in  service  in  many  auto- 
matic plants  then  in  operation.  This  also  applied  to 
the  method  or  scheme  of  connections.  It  was  necessary, 
however,  in  several  instances,  to  develop  new  equip- 
ment, and  to  devise  new  methods  of  connections  to  meet 
the  special  requirements  brought  about  by  the  type  of 
system  these  stations  were  to  serve  and  by  peculiarities 
of  control  met  with  in  this  type  of  station. 

Among  the  most  important  instances  where  special 
development  was  necessary  were:  (1)  An  arrangement 
guaranteeing  a  greater  degree  of  insurance  against 
service  interruptions,  which  resulted  in  the  necessity 
of  development  along  the  lines  of  refinement  of  control. 
(2)  A  system  of  protection  of  air-blast  transformers 
against  air  failure  which  at  the  same  time  would  make 
equipment  so  involved  by  air  failures  available  for  peak- 


load  operation.  (3)  The  development  of  higher  capacity 
contactors,  etc.,  required  by  the  existence  of  larger 
current  values  than  have  hitherto  been  experienced  in. 
automatic  converter  substations.  (4)  The  presence  of 
two  converters  in  one  plant  brought  about  some  new 
development  work.  However,  this  phase  of  control  was 
accomplished,  in  the  main,  by  making  additions  to  exist- 
ing relays  and  by  adding  interlocks. 

As  is  invariably  the  rule  when  a  venture  is  made  into 
new  fields  with  time-tried  equipment,  a  number  of  the 
standard  devices  failed  under  conditions  of  service  re- 
quired of  them,  thus  making  still  further  development 
necessary.  The  sequence  of  operation  of  the  control  has 
been  changed,  in  some  cases  numerous  times.  In  fact, 
in  certain  instances,  portions  of  the  scheme  have  been 
actually  reversed  until  finally  a  point  was  arrived  at 
where  a  sequence  of  operation  has  been  evolved  that,  in 
the  estimation  of  those  familiar  with  the  development, 
may  be  depended  upon  to  function  with  perfect  satisfac- 
tion under  any  emergency  that  may  arise  in  the  opera- 
tion of  a  substation  upon  an  urban  system,  where  un- 
interrupted service  is  demanded. 

Necessity  for  Additional  Power  Facilities 

There  existed,  before  the  addition  of  the  present  auto- 
matic substations,  three  territories  throughout  which 
difliculty  was  being  experienced  in  maintaining  schedules 
by  reason  of  inadequate  power  supply.  This  condition 
was  primarily  due  to  increase  in  traffic,  and  was  further 
augmented  by  the  new  schedules  which  called  for  higher 
speed  together  with  additional  trains.  In  one  instance 
an  entirely  new  line  was  being  constructed  (the  Cleve- 
land Interurban  Railway) .  These  territories  were  out- 
side of  the  2-mile  distribution  limits  of  the  then  exist- 
ing sources  of  power  supply,  and  the  potential  drop 
during  peaks  was  in  most  instances  excessive. 

To  rectify  this  condition  by  increase  in  feeder  copper 
from  existing  plants  was  impractical,  not  only  from  the 


360 


Electric    Railway    Journal 


Vol.  61,  No.  9 


standpoint  of  the  investment  to  be  made  in  copper,  plus 
bhe  annual  charges  and  losses  thereby  accruing,  but  also 
because  this  scheme  involved  an  increase  of  conversion 
equipment  in  existing  surrounding  plants.  The  alter- 
native to  the  additional  copper  plan  was  necessarily 
additional  power  facilities  located  within  the  territories 
affected. 

The  fact  that  these  areas  were  widely  separated 
eliminated  the  possibility  of  one  plant  supplying  all 
involved  territories.  The  nature  of  the  problem,  there- 
fore, resolved  itself  into  the  utilization  of  small  power 
producing  centers,  provided  this  could  be  accomplished 
economically.  A  study  was  accordingly  made  of  this 
phase  of  the  matter  with  the  result  that  the  adoption  of 
the  automatically  controlled  substation  was  decided  upon. 


be  retired  shortly  by  the  utilization  of  additional  con- 
verter substations.  Whether  this  will  be  accomplished 
entirely  by  automatic  plants,  or  whether  a  manual  sta- 
tion will  be  utilized  together  with  two  or  three  auto- 
matic plants,  will  hinge  upon  the  decision  of  a  local 
matter  having  an  important  bearing  on  the  subject  of 
the  economical  power  which  is  to  be  supplied  to  the  ter- 
ritory that  is  involved. 

Contracts  were  let  for  building  and  equipment,  and 
the  first  automatic  station,  known  as  the  Heights  sub- 
station, was  put  in  service  in  August,  1920.  Before 
this  station  was  ready  for  operation  the  demand  for 
additional  power  became  so  acute,  in  this  particular 
territory,  that  a  temporary  substation  of  1,000  kw. 
capacity   had   to    be   constructed   to   supply    increased 


Fig.  1 — Map  of  Cleveland  Bailway  System  Showlns  Liocations  of  Sabstations 


Further  study  of  the  subject  brought  out  the  fact  that 
as  far  as  the  territories  in  question  were  involved  the 
two-unit  station  proved  to  be  the  most  desirable,  taking 
all  conditions  into  account.  The  most  important  of  these 
were  land  values,  building  costs  and  restrictions,  d.c. 
feeder  system,  reserve  capacity  (both  in  converter  equip- 
ment and  in  alternating-current  feeders)  and,  above  all, 
a  power  source  having  the  highest  possible  degree  of 
reliability  obtainable. 

With  the  automatic  plants  in  operation,  the  total  sub- 
station installed  capacity  amounts  to  42,500  kw.,  con- 
sisting of  twenty-seven  1,500-kw.  synchronous  con- 
verters and  two  1,000-kw.  converters.  In  addition,  there 
is  one  steam-driven  600-volt  d.c.  plant  of  8,100  kw., 
bringing  the  total  system  capacity  to  50,600  kw.  By 
referring  to  Fig.  1,  distribution  of  this  equipment  over 
the  system  will  be  noted.    The  steam-driven  plant  is  to 


potential  to  portions  of  the  most  important  lines  leading 
through  the  territory.  This  temporary  substation  was, 
of  course,  abandoned  when  the  Heights  automatic  sub- 
station went  into  operation.  The  second  station  to  be 
placed  in  service  (April,  1921)  was  that  known  as  the 
St.  Clair  substation,  which  was  closely  followed  by  the 
Collinwood  substation  in  June,  1921. 

Design  of  Buildings  to  House  Automatics 

In  planning  the  buildings  for  these  pioneer  automatic 
installations,  lack  of  precedent  and  insufficient  time  to 
make  the  necessary  exhaustive  study  of  the  absolute  re- 
quirements of  a  building  to  house  equipment  of  this 
type  in  urban  service  caused  the  adoption  of  the  stand- 
ard manual  type  of  building  in  all  details  wherever 
practical. 

These  plants  are  fireproof,  the  only  combustible  ma- 


March  3;  1923 


Electric    Railway    Journal 


361 


terial  used  in  the  construction  being  the  insulating  wood 
base  upon  which  the  switchboard  slate  and  supports  are 
mounted.  Steel  window  frames  fitted  with  wire  mesh 
glass  are  used  throughout.  All  doors  are  of  hollow  steel 
construction.  The  large  door  observed  in  the  front 
elevation  of  the  St.  Clair  and  Collinwood  substations 
provides  not  only  an  ordinary  entrance  door  to  the  plant 
but  one  which  can  be  utilized  as  a  material  door  also. 
The  door  structure,  measuring  approximately  10  ft. 
square,  is  provided  with  side  channels  and  is  equipped 
with  a  1-ton  chain  falls.  When  it  becomes  necessary  to 
move  bulky  objects  in  or  out,  the  entire  door  structure 
may  be  hoisted  into  the  clear.  The  rail  around  the  en- 
trance platform  is  also  readily  removable,  thus  forming 
an  unobstructed  path  for  the  moving  of  large  heavy 
objects.  In  the  case  of  the  Heights  substation  sufficient 
room  was  available  in  the  rear  of  the  building  to  install 
the  customary  steel  rolling  door  for  material  entrance. 
The  exteriors  of  the  buildings  are  sufficiently  different 
in  appearance  to  break  the  monotony  of  a  set  design  and 
were  planned  to  conform  with  surrounding  buildings  in 
each  individual  case. 

By  referring  to  Fig.  2,  it  will  be  noted  that  the  build- 
ings are  arranged  in  conformity  with  the  standard 
layout  for  manually  operated  stations  on  this  system. 
Special  features  were  introduced  to  care  for  ventilation 
of  converters  and  current  limiting  resistances.  Like- 
wise, rearrangement  of  steel  was  made  to  accommodate 
the  crane  and  to  furnish  a  balcony  upon  which  to  place 
current  limiting  resistances  used  in  d.c.  feeder  and  con- 
verter circuits. 

The  subject  of  proper  ventilation  of  substation  build- 
ings has,  in  general,  seldom  received  special  attention 
in  the  past.  This  phase  is,  however,  of  importance  when 
considering  automatic  stations,  and  especially  so  when 
the  station  is  in  urban  service.  This  is  true  not  only 
because  of  the  larger  capacity  involved  in  city  work,  but 
also  because  of  possible  interference  with,  or  entire 
cutting  off  of,  the  supply  of  air  for  natural  ventilation 
of  the  building  by  surrounding  structures.  There  is 
also  the  limitation  placed  upon  the  customary  "wall 
opening"  method  of  ventilation  in  city  work  because  of 
the  necessity,  in  some  cases,  of  confining  equipment 
operating  noises  to  the  plant  itself,  or  approximately 
so.  The  matter  of  ventilation  of  metropolitan  automatic 
substations  must  receive  serious  thought,  for  with  poor 
ventilation  resulting  in  high  temperature,  not  only  will 
the  rating,  and  in  some  cases  the  life,  of  the  various 


standard   Cleveland  RaUway  Automatic  Drainage  Panels 

pieces  of  equipment  involved  be  affected,  but  the  relia- 
bility of  the  station  as  a  whole  might  also  be  endangered 
by  the  untimely  operation  of  any  one  of  the  thermal 
devices  constituting  part  of  the  equipment. 

In  the  study  of  this  problem  in  Cleveland,  numerous 
ventilation  charts  were  prepared  for  illustrating  the 
course  of  air  current  throughout  the  plant.  A  glance  at 
the  charts  (Figs.  3  and  4)  will  suffice  to  indicate  that 
the  laws  of  natural  ventilation  are  rendered  almost  en- 
tirely inoperative.  It  will  be  noted  that  the  circulation 
of  air  in  the  basement  under  the  converters  is  from 
front  to  rear  of  the  building,  carrying  out  the  warm  air 
from  the  converters  in  its  passage  through.  Any  ten- 
dency for  the  cool  air  to  rise  and  enter  the  converter  is 
repelled  by  the  blast  of  warm  air  throwTi  off  by  the  con- 
verter armature.  On  the  main  operating  floor  it  will 
be  noted  that  the  air  currents  resolve  themselves  into 
a  series  of  eddies  or  whirlpools,  and  that  unless  they 
approach  the  roof  ventilators  within  approximately  12 
in.  they  are  not  affected  by  the  natural  draft  of  these 
devices.  Four  of  these  ventilators  are  located  in  the 
roof,  each  30  in.  in  diameter. 

No  difficulty  has  been  experienced  in  the  present 
plants  due  to  the  relatively  high  room  temperatures  at- 
tained during  unusually  warm  summer  days,  notwith- 
standing the  presence  of  the  air-blast  transformers, 
except  with  thermal  relay  equipment  that  was  funda- 


li 

; 

1 

Js^i 

H 

1,800  Kw.  Botarjr  Converter,  with  Total  Load  Meter  and  D.C. 
Converter  Contactor  Panels 


A.C.   Starting:   Panels, 


vrith   Transformers   and   OU  Breaker 
Stmotares 


362 


Electric    Railway    Journal 


Vol.  61,  No.  9 


Fiff.  2 — Standard  Antomatic  Sabstatlon  Layout  in  Cleveland 

mentally  wrong  in  its  application,  and  has  since  been 
redeveloped.  However,  it  is  realized  that,  if  the  plants 
were  located  in  close  proximity  to  or  possibly  adjoining 
near-by  buildings,  trouble  could  be  expected.  Adequate 
ventilation  of  plants  of  this  type  can,  without  doubt, 
be  accomplished  by  adopting  forced  draft.  This,  how- 
ever, involves  additional  equipment,  which  is  not  de- 
sired. At  the  same  time,  it  is  realized  that  there  will 
be  some  plants  so  located  that  forced  draft  will  have  to 
be  resorted  to  in  order  that  proper  ventilation  may  be 
obtained. 

Equipment  Installed  in  the  Cleveland 
Automatic  Stations 

The  three  automatic  substationt,  are  of  3,000  kw.  capac- 
ity, made  up  of  two  1,500-kw.  synchronous  converters 
each.  The  converters  are  of  the  type  developed  for  and 
known  as  the  Cleveland  Railway  standard.  The  first  of 
these  converters  was  placed  in  operation  in  Cleveland 
in  1912,  at  which  time  the  four  original  manually 
operated  plants  were  constructed.  Nine  1,500-kw.  con- 
verters and  two  1,000-kw.  converters  were  purchased 
at  that  time.    Since  then  four  additional  1,500-kw.  con- 


verters have  been  added  to  the  original  four  stations, 
and  in  1917  the  Cedar  substation  was  built,  containing 
eight  converters  of  the  same  design,  type  and  capacity. 
The  standard  converters  which  have  been  described 
upon  previous  occasions  are  of  1,500  kw.  capacity,  60 
cycles,  514  r.p.m.,  six-phase,  fourteen-pole,  600  volts  d.c, 
compound  wound  and  equipped  with  interpoles.  These 
converters,  it  will  be  recalled,  were  especially  designed, 
utilizing  interpoles,  heavy  armatures,  etc.,  to  insure 
satisfactory  operation  with  fluctuating  d.c.  loads.  Dur- 
ing the  ten  years  since  the  first  converter  was  put  into 
operation,  these  machines  have  given  such  perfect  satis- 
faction regarding  reliability  and  economical  operating 
characteristics  that,  when  the  question  of  converter 
equipment  for  the  new  automatic  stations  was  broached, 
the  railway  would  not  consider  any  converter  other  than 
that  built  upon  the  specifications  of  the  standard.  As  a 
result,  the  converters  being  used  in  the  automatic  plants 
are  identical  with  those  on  the  remainder  of  the  system, 
with  the  addition  of  flashboards  on  the  commutator  ends 
and  such  apparatus  as  was  necessary  for  automatic 
operation. 

Each  of  the  two  converters  in  these  plants  is  complete 
with  three  single-phase,  11,000  410-volt,  60-cycle  air- 
blast  transformers  connected  in  delta,  and  having  8.4  per 
cent  impedance  each.  The  secondaries  of  the  trans- 
formers are  provided  with  i  voltage  tap  for  a.c.  con-, 
verter  starting.  Each  group  of  transformers  is  sup- 
plied with  air  by  a  15,000-cu.ft.  blower,  induction-motor 
driven,  receiving  energy  from  the  main  transformers. 
These  two  blowers  exhaust  into  a  common  air  chamber. 
Each  blower,  having  sufficient  air  capacity,  can  be  relied 
upon  to  protect  the  entire  group  of  transfonners  from 
overheating  in  the  event  of  the  failure  of  one  of  the 
blowers  to  operate.  Under  normal  conditions  each 
blower  is  operated  only  when  its  particular  converter 
operates.  To  prevent  discharge  of  air  from  the  air 
chamber  in  a  reverse  direction,  through  a  blower  not  in 
operation,  each  blower  is  equipped  with  a  damper  ar- 
ranged to  close  automatically  when  the  blower  ceases  to 
deliver  air. 

The  alternating-current  supply  for  these  stations  is 
obtained  through  two  underground  11,000-volt.  60-cyle, 
grounded,  neutral  lines.  Either  of  the  feeders  has  suf- 
ficient capacity  to  supply  both  converters  with  energy. 
These  feeders  are  normally  tied  in  parallel  through  the 
a.c.  bus  at  the  substation  end.  By  this  arrangement 
either  of  the  a.c.  feeders  may  be  disconnected  from  serv- 
ice, either  through  routine  operation  or  by  reason  of 
trouble  occurring  upon  them,  without  interfering  with 
the  continuity  of  service  of  the  plant.     Each  a.c.  feeder 


rifi-^W^— ^W 


^2^ 


Fl(8.  3  and  4 — Ventilation  Charts  (or  Cleveland  Sabstatlon* 


March  3,  1923 


Electric    Railway    Journal 


368 


is  protected  at  the  generating  end  by  inverse  time-limit 
overload  relays,  while  at  the  substation  end  instantane- 
ous reverse  power  relays  are  installed,  only.  Each  a.c. 
feeder  is  connected  to  the  a.c.  bus  at  the  substation 
through  a  600-amp.,  25,000-volt,  electrically  operated 
oil  switch,  remote  controlled  from  the  a.c.  line  panel  by 
the  customary  manual  type  of  control  switch.  These 
oil  switches  are,  therefore,  not  automatic  in  their  action 
except  by  reason  of  the  operation  of  the  reverse  power 
relays  in  the  event  of  line  failure. 

The  arrangement  of  the  two  principal  control  boards 
is  indicated  in  Figs.  5  and  6.  Referring  to  Fig.  5,  show- 
ing the  main  board,  it  is  noted  that  the  first  panels 
encountered  at  the  right  of  the  board  are  the  two  in- 
coming a.c.  line  panels.  These  are  complete  with  various 
recording  and  curve  drawing  instruments,  together  with 
the  reverse  power  relays. 

The  next  panel  (3).  is  known  as  the  sequence  panel. 
This  carries,  in  addition  to  the  low-voltage  relay  (1), 
various  switches  through  which  control  of  the  operating 
circuits  of  the  converters  is  obtained.  Also,  means  are 
had  on  this  panel  for  reversing  the  operating  sequence 
or  schedule  of  operation  of  the  converters;  that  is, 
causing  one  converter  to  be  "lead-off"  and  the  other 
"follow-up,"  or  vice  versa,  this  schedule  being  varied  at 
given  periods.  The  fourth  panel  contains  relays  used 
in  connection  with  remote,  supervisory  control  and  in- 
dication. The  fifth  and  sixth  panels  contain  equipment 
for  automatic  control  of  the  converters. 

Panel  7  contains  relays  for  the  control  of  the  shunt- 
ing contactors  for  the  d.c.  converter  current-limiting 
resistance  of  both  converters.  Through  the  use  of  these 
relays  synchronized  action  of  the  corresponding  d.c. 
converter  shunting  contactors  of  both  converters  is  also 
secured,  thus  eliminating  the  possibility  of  pumping  of 
contactors  with  the  resulting  interchange  of  load  be- 
tween converters  during  overload  periods. 

Panels  8  and  10  each  carry  the  shunting  contactors 
for  the  d.c.  converter  current-limiting  resistance. 

On  panels  9  and  11,  known  as  the  converter  meter 
panels,  is  mounted,  in  addition  to  the  d.c.  ammeter, 
d.c.  wattmeter,  reactance  volt-ampere  indicator  and 
three  relays,  a  carbon  circuit  breaker.     This  breaker  is 


Fig.  6 — Alternating-Current  Startlnc  Fanels  for  Kotary  Converter 

equipped  with  a  trip  coil  in  connection  with  the  speed- 
limiting  device  of  the  converter,  and  its  one  function 
is  to  disconnect  the  converter  from  the  d.c.  station  bus 
in  the  event  of  overspeed,  an  interlock,  in  connection, 
shutting  down  and  locking  out  the  converter  when  the 
breaker  operates.  This  breaker  is  hand  reset  and  is 
also  used  as  a  safety  measure  during  periods  of  inspec- 
tion. 

Panel  12  is  a  total  load  panel,  and  is  equipped  with  a 
differential  indicating  voltmeter,  a  curve  drawing 
graphic  station  voltmeter  and  a  curve  drawing  graphic 
station  ammeter.  The  last  mentioned  instrument  will 
be  dispensed  with  when  the  power  indication  system  is 
in  operation.  Panel  13  is  one  of  the  nine  standard 
outgoing  d.c.  feeder  panels.  The  present  method  of 
control  of  these  panels  is  not  acceptable  on  the  system, 
and  will  give  way  to  a  scheme  of  remote  control,  of 
which  mention  will  be  made  later. 

Mounted  apart  from  the  main  board  are  the  a.c.  con- 


13 


12 


ROTARr    N'l 

II  10 


ROTARY    N'2 
9  & 


lfOTARYM»l     ROTARY  W  2 

6  5 


rig.  5 — Main  Control  Kwlt«Jiboard  in  Automatic  Substation 


364 


Electric    Railway    Journal 


Vol.  61,  No.  9 


TABULATION  OF  RELAYS,  CONTACTORS,  ETC. 


1.  Undervoltage  d.c.  relay  for  initial  start- 
ing. 

2.  Low  voltage  delay  a.c.  relay,  preventing 
unnecessary  starting  after  closing  of 
relay  1. 

3.  Master  relay. 

4.  Starting  contactor  relay,  controlling  con- 
tactor 6. 

6.  A.C.  converter  starting  contactor,  i  volt- 
age tap. 

7.  D.C.  polarized  motor  relay  for  converter 
potential  correction. 

9.  Field   contactor   relay,    controlling   field 
reversing  contactor  10. 
10.  Field  reversing  contactor. 
11-a,  bandc.  A.C.    running    contactors. 

12.  D.C.  converter  contactor. 

12-a.  D.C.  overload  converter  relay,  con- 
trolling contactor  14. 

12-b.  D.C.  overload  converter  master  relay. 

12-c.  D.C.  overload   intermediate  relay. 

12-x.  Shunt  trip  coil,  operating  carbon  cir- 
cuit breaker,  also  shunting  out  master 
relay  3. 

13.  A.C.  converter  underload  relay. 

14.  D.C.  converter  resistance  shunting  con- 
tactor. 

14-a.  i).C.    overload    converter    relay,    con- 
trolling contactor  15. 
14-b.  D.C.  overload  master  relay. 
14-c.  D.C.  overload  intermediate  relay. 

15.  D.C.  converter  shunting  contactor. 


15-a.  D.C.  overload  relay,  controlling  con- 
tactor 16-a. 

lo-b.  D.C.  overload  master  relay. 

15-c.  D.C.  overload  intermediate  relay. 

16-a  and  b.  D.C.  converter  resistance  shunt- 
ing contactors. 

17.  S.p.d.t.  knife  switch  for  changing  from 
automatic  to  non-automatic  operation. 

18.  Reverse  phase  and  low  voltage  a.c. 
relay. 

19.  A.C.  relay,  controlling  contactors  11-a, 
b  and  c. 

19-x.  Relay,  shunting  starting  contactor  re- 
lay 4. 

20.  Oil    breaker   between    a.c.   bus    and    pri- 

mary of  transformers. 
20-a.  Latch  coil  for  breaker. 
20-c.  Operating  coil  for  breaker. 

21.  A.C.  relay,  controlling  22. 

22.  A.C.  relay,  controlling  energy  for 
breaker  operating  coil  20-c. 

23.  A.C.  overload  relays. 

24.  Overspeed  device  on  converter. 
2.5.  Bearing  thermostats. 

26.  Field  reversal   limiting  relay. 

27.  Delay  relay. 

27-s.  Contacts  of  No.  27  relay  which  close 
if  converter  does  not  complete  cycle  of 
operation  in  given  time,  or  if  there  is  a 
sudden  overload  making  it  necessary  to 
bring  on  the  second  converter. 


27-' 


29. 


30. 
SC- 
SI. 
32. 
33. 


t.  Contacts  of  No.  27  relay  which  close 
when  load  drops  to  predetermined  low 
point  and  remains  there  for  the  time 
setting  of  the  relay. 

Thermal  relay  for  converter  grid  re- 
sistance. 

Replica  thermal  relay  for  shutting  down 
converter  in  the  event  of  sustained  over- 
load. 
Lockout  relay. 

r.  Reset  coil  for  relay  30. 
Brush  operating  mechanism. 
D.C.  reverse  current  relay. 
Thermal    relays   for   feeder   grid   resist- 
ance.  ■ 

Replica  thermal  relay  for  starting  sec- 
ond   unit. 

a  and  38-a.  Sequence  switches. 
D.C.  equalizer  contactor. 
D.C.    feeder     resistance    shunting     con- 
tactor. 

D.C.  feeder  contactor. 

Air    pressure    relays    for    protecting    air 
blast  transformers  against  air  failure. 
Relay    for    starting    second    unit    in    the 
event  of  failure  of  first  unit  or  overload. 
Shunt  field  protection  relay. 
Phase  balance  relay. 

Temporary  lockout  relay   in  connection 
with  air  pressure  relays  42. 
and    50.  A.C.    power    failure    protection 
relays. 
Xon-starting  protection  relay. 


verter  starting  panels  (Fig.  6),  as  is  the  case  with  the 
110-volt  control  battery  and  motor  generator  charging 
set  panels. 

These  stations  are  also  equipped  with  standard  Cleve- 
land Railway  negative  drainage  panels  (illustrated  in 
an  accompanying  photograph)  for  controlling  the  nega- 
tive drainage  of  various  subterranean  structures.  The 
operation  of  these  panels  is  such  that  all  contactors 
close  upon  the  starting  of  the  first  converter  in  the 
house  and  open  when  the  last  machine  ceases  operation. 
Connection  between  the  negative  bus  and  the  various 
underground  metallic  structures  is  completed  upon  the 
closing  of  these  contactors.  In  the  majority  of  cases 
current-limiting  resistance  is  installed  in  the  drainage 
circuit. 

It  will  be  noted,  referring  to  Figs.  5  and  6,  that  the 
various  items  making  up  the  automatic  control  are 
given  numbers.  If  it  is  desired,  reference  can  be  made 
to  the  tabulation  of  relays,  contactors,  etc.,  thus  identi- 
fying any  of  them. 

The  second  section  of  this  article,  to  be  printed 
shortly,  will  give  a  comprehensive  discussion  of  the 
scheme  of  operation,  showing  how  each  part  of  the 
control-equipment  functions. 


Warning  the  Automobilist 

TEN  safety  suggestions  have  recently  been  sent  in 
the  form  of  a  letter  to  some  20,000  automobile 
drivers  in  Albany  and  vicinity  by  the  Union  Traction 
Company  of  Albany.    The  suggestions  follow : 

1.  Make  sure  trolley  car  is  not  coming  when  starting  out 
from  the  curb,  and  give  proper  warning  before  starting  if 
car  should  be  near. 

2.  Do  not  trail  trolley  car  too  closely. 

3.  Cross  crossings  cautiously. 

4.  Be  watchful  of  trolley  car  making  curve  so  as  not  to 
be  hit  by  the  swing  of  rear  end. 

5.  Avoid  parking  cars  near  trolley  curves  in  narrow 
streets  so  as  not  to  be  caught  "in  the  pinch." 

6.  Avoid  speeding  to  get  ahead  of  trolley  when  other  cars 
are  parked  at  the  curb. 

7.  Avoid  crossing  in  rear  of  trolley  car.  Other  cars, 
unseen,  may  be  coming  in  the  opposite  direction. 

8.  To  get  ahead  of  trolley  car,  make  sure  it  is  well  to 
the  rear  before  cutting  in  front. 

9.  Observe  the  law  and  do  not  pass  trolley  while  it  is 
taking  on  or  discharging  passengers. 

10.  When  parking  at  curb  in  narrow  streets,  be  sure  there 
is  plenty  of  room  for  trolley  to  pass. 


Elevated  Structure  Abandoned 

THE  elevated  structure  of  the  Kansas  City  Railways, 
connecting  Kansas  City,  Mo.,  and  Kansas  City,  Kan., 
after  thirty-six  years  of  service  has  been  abandoned  due 
to  the  failure  of  one  of  the  60-ft.  longitudinal  support- 
ing girders.  This  structure  had  been  used  as  the  roadbed 
for  the  street  railway  systems  of  both  cities  and  was  an 
important  link  in  their  rapid  transit  system.  The  mem- 
ber in  question  was  of  the  conventional  open  girder  type, 
built  up  of  angles.  The  failure  was  no  doubt  due  to 
the  rusting  through  of  the  lower  angles  or  tension  mem- 
bers of  the  girder.  The  city  engineers  of  both  cities, 
together  with  the  engineers  of  the  operating  company, 
made  a  careful  inspection  of  the  entire  structure,  after 
the  initial  sag  was  discovered,  and  reported  it  unsafe 
for  travel.  A  new  structure  of  reinforced  concrete  and 
steel  is  contemplated  to  replace  the  old  structure. 


New  Plan  for  Providing  A.E.S.C.  Funds 

ANEW  grade  of  membership  in  the  American  Engi- 
neering Standards  Committee  has  been  approved 
by  its  executive  committee  through  which  it  is  expected 
that  $50,000  extra  annual  income  will  be  secured.  The 
new  members  will  be  known  as  "sustaining  members" ; 
they  will  be  asked  to  contribute  one-thousandth  of  1 
per  cent  of  their  gross  annual  incomes  or  li  cents  per 
$1,000  of  aggregate  value  of  corporate  securities.  A 
new  information  service  will  be  created  for  the  benefit  of 
these  members.  Heretofore  the  committee  has  been 
financed  entirely  by  dues  from  the  nine  technical  so- 
cieties and  seventeen  national  trade  associations,  which, 
with  seven  government  departments,  constitute  its 
present  membership. 


During  the  year  1922,  according  to  the  report  of  the 
state  inspector  of  hulls  and  brakes  at  San  Francisco, 
the  number  of  passengers  crossing  San  Francisco  Bay 
on  the  Key  Route  ferries  was  15,551,624.  This  is  an 
increase  over  the  1921  figure,  which  was  14,996,988. 
This  report  shows  1922  to  have  been  the  busiest  year 
since  1915,  the  year  of  the  Panama  Pacific  International 
Exposition,  when  the  Key  Route  tramway,  boat  and 
train  system  carried  16,677,421  passengers. 


March  3,  1923 


Electric    Railway    Journal 


365 


What  Accountants'  Association  Has  Done 

A  Past-President  of  the  Accountants'  Association  Lists  a  Number  of  the 
Important  Achievements  of  the  Association,  Points  Out  Some  of  the  Problems 
Ahead  and  Urges  All  Accountants  to  Take  an  Active  Interest  in  the  Work 

By  M.  W.  Glover 

General  Auditor  West  Penn  Railways 


THE  importance  of  accounting  and  its  value  to  the 
electric  railway  industry  is  not  fully  realized  or 
appreciated.  Andrew  Carnegie  cannot  be  classed 
as  a  theorist,  but  was  a  successful,  practical  business 
man.  He  recognized  the  importance  and  value  of 
accounting  and  made  the  statement:  "There  is  not  a 
science  or  class  of  men  on  whom  the  business  of  the 
world  is  more  dependent  than  the  science  of  accounts 
and  accounting." 

At  the  1915  session  of  the  Accountants'  Association, 
P.  V.  Burington,  Columbus,  Ohio,  presented  a  paper 
reviewing  the  activities  of  the  Accountants'  Association 
and  called  attention  to  some  of  the  pi-oblems  which  at 
that  time  had  been  brought  before  the  association  for 
discussion.  He  called  attention  to  some  remarks  by 
Paul  R.  Jones,  then  auditor  of  the  Doherty  organiza- 
tion, in  connection  with  the  importance  of  the  account- 
ing department. 

In  recent  years  certain  factors  have  raised  the  auditing 
department  of  the  public  utility  organization  from  a  purely 
clerical  status  to  that  of  one  of  its  most  important  depart- 
ments. 

Jn  the  call  for  the  organization  meeting  held  in 
Cleveland,  March  23,  1897,  the  following  appears: 
"Headquarters  will  be  at  the  Hollenden  Hotel,  which 
has  made  a  rate  of  $3  per  day,  Amerijcan  plan."  At 
the  present  time  this  seems  almost  unbelievable. 

From  the  time  the  Accountants'  Association  was  or- 
ganized in  1897  up  to  the  present,  the  work  of  the 
association  has  been  devoted  to  the  objects  for  which  it 
was  formed.  The  following  is  taken  from  Article  2  of 
the  constitution  of  the  association  adopted  in  1897  and 
amended  in  1910: 

The  object  of  this  association  shall  be  to  bring  together 
those  engaged  in  the  accounting  department  of  urban  and 
interurban  railway  companies  and  the  electrified  sections 
of  steam  railway  companies  for  the  interchange  of  ideas, 
to  promote  the  adoption  of  a  uniform  system  of  accounts, 
and  to  improve  the  work  of  the  accounting  department. 

Apparently  an  impression  exists  in  some  quarters 
■  that  the  work  of  the  Accountants'  Association  was  over 
when  it  adopted  a  uniform  system  of  accounts.  This 
erroneous  impression  should  be  corrected,  as  it  is  not 
true  that  the  association  has  completed  its  work.  In 
fact,  the  adoption  of  a  uniform  classification  of 
accounts  is  merely  the  first  step  in  accomplishing  the 
purposes  for  which  the  association  was  organized.  In 
a  recent  article  on  the  subject  of  "Lack  of  Uniformity 
in  Electric  Railway  Accounting"  attention  was  called 
to  the  fact  that  the  adoption  of  a  uniform  system  of 
accounts  does  not  necessarily  mean  that  all  companies 
which  have  adopted  this  system  are  handling  their 
accounts  in  a  uniform  manner,  and  the  desirability  of 
uniformity  in  accounting  practices  is  emphasized. 

It  will  be  noted  that  the  first  object  of  the  asso- 
ciation is  "to  bring  together  those  engaged  in  the 
accounting  department  of  street  railway  companies  for 


the  interchange  of  ideas."  This  was  undoubtedly  placed 
first,  with  the  thought  that  before  any  results  could 
be  obtained,  those  engaged  in  the  accounting  depart- 
ments of  electric  railway  companies  must  first  be 
brought  together,  to  interchange  ideas  and  to  discuss 
problems  of  mutual  interest.  The  informal  discussions, 
as  well  as  the  prepared  papers  presented  at  the  various 
conventions  of  the  Accountants'  Association,  cover  a 
large  number  of  accounting  problems,  and  many  of  the 
papers  presented  represent  the  expenditure  of  valu- 
able time  and  study.  Every  electric  railway  accountant 
should  be  glad  of  the  opportunity  afforded  by  the  asso- 
ciation to  meet  others,  some  of  whom  have  been  in  the 
accounting  departments  of  electric  railways  from  the 
time  the  old  horse  car  lines  were  electrified,  and  it  is 
a  matter  of  congratulation  that  accountants  have  always 
been  pleased  to  discuss  accounting  problems  with  their 
brethren  and  to  give  them  the  benefit  of  their  experi- 
ence in  handling  many  intricate  and  difficult  problems, 
which  arise  from  time  to  time. 

From  the  organization  of  the  Accountants'  Associa- 
tion to  the  present  time  the  published  minutes  are 
filled  with  valuable  information  and  data  which  cannot 
fail  to  prove  of  assistance  to  any  electric  railway 
accountant,  no  matter  how  long  he  has  been  handling 
accounts  or  what  system  of  accounts  he  may  use.  Some 
of  the  subjects  which  have  been  discussed  at  conventions 
of  the  Accountants'  Association  are  of  vital  importance 
to  all  electric  railway  accountants,  and  if  they  do  not 
take  advantage  of  the  opportunity  afforded  by  attending 
conventions  of  the  association  and  meeting  others 
engaged  in  accounting  work  for  electric  railways  they 
are  losing  an  opportunity  which  would  be  eagerly 
sought  by  many  engaged  in  other  lines  of  business. 

Testimony  on  Value  of  Association 

The  following  remarks  taken  from  the  addresses  of 
presidents  of  the  association  are  interesting: 

1898 — H.  L.  Wilson:  "Accounting  is  now  looked  upon 
as  a  much  more  important  branch  of  the  business  than 
was  the  case  a  few  years  ago,  and  we  must  make  it  the 
aim  of  this  association  to  make  it  still  more  important 
each  year."  In  other  words,  day  by  day  in  every  way  we 
are  getting  better  and  better. 

1900 — C.  N.  Duffy:  "The  annual  conventions  give  the 
members  an  opportunity  of  meeting  each  other,  inter- 
changing ideas,  learning  from  each  other  and  acquiring 
knowledge  and  experience  which  could  not  be  obtained  in 
any  other  way." 

1901 — W.  F.  Ham  :  "I  cannot  conceive  how  any  one  who 
has  attended  these  conventions,  participated  in  the  meet- 
ings and  mingled  with  the  other  members,  could  fail  to  be 
benefited  by  it,  with  the  possible  exception  of  the  man  who 
has  a  'perfect  system'  and  'knows  it  all.' " 

1902 — H.  C.  Mackay:  "Let  me  remind  you  that  we  each 
and  all  owe  to  the  association  and  to  the  companies  we 
represent  prompt  and  faithful  attendance  at  all  meetings." 

1903 — H.  J.  Davies:  "One  of  the  most  beneficial  features 
of  our  annual  meetings  is  the  exchange  of  ideas  in  conver- 
sations among  ourselves  outside  of  the  regular  meetings." 

1906 — W.  B.  Brockway:    "I  believe,  positively,  that  as 


366 


Electric    Railway    Journal 


Vol.  61,  No.  9 


you  work  for  the  interests  of  this  association,  so  will  you 
benefit  in  knowledge  and  other  ways." 

1909 — R.  N.  Wallis:  "I  wish  to  call  attention  again  to 
the  fact  that  the  main  value  to  the  individual  in  these  con- 
vention sessions  lies  in  the  thorough  discussion  of  the  sub- 
jects presented." 

1912 — P.  S.  Young:  "The  scope  of  the  accountants'  work 
in  the  business  world  is  continually  broadening,  and  nowhere 
is  this  more  apparent  than  in  the  electric  railway  business." 

1913— J.  H.  NeaL:  "In  all  modern  big  business  it  is  grad- 
ually becoming  a  maxim  that  a  business  is  no  better  than 
its  accounting  department." 

1920—1.  A.  May:  "Cost  accounting  has  been  developed 
in  the  large  manufacturing  industries  to  a  fine  art,  and 
my  message  to  you  is  that  our  association  develop  cost 
accounting  in  our  industry  in  advance  of  the  requests  that 
are  bound  to  come  to  us  for  this  kind  of  information." 

Committee  Work  Thorough 

Most  of  the  work  of  any  association  which  meets  in 
convention  once  a  year  must  be  done  through  its  com- 
mittees, and  the  Accountants'  Association  has  been  able 
to  secure  as  members  on  its  committees  those  who  are 
willing  to  give  sufficient  time  to  committee  work,  in 
order  that  the  reports  might  be  of  value  to  the  asso- 
ciation. Some  of  the  committee  reports  and  the  discus- 
sions following  their  presentation  have  brought  out 
many  important  features  of  accounting  work,  and  mem- 
bers of  the  committees,  who  have  done  the  most  work, 
frankly  admit  that  it  has  been  of  great  benefit  to  them 
personally.  Any  accountant  who  honestly  investigates 
the  activities  of  the  Accountants'  Association  and  will 
take  part  in  these  activities  will  never  regret  it.  He 
A^ll  feel  that  his  time  has  been  well  spent,  and  the 
experience  gained  will  be  of  material  benefit  to  him 
personally  as  well  as  to  the  company  which  he 
represents. 

The  Accountants*  Association  intends  to  continue 
active  work  along  the  lines  for  which  it  was  organized, 
and  those  accountants  who  have  not  taken  an  active 
interest  in  the  association  in  the  past  will  find  that  they 
have  been  the  losers  and  those  who  have  given  time  and 
work  to  the  association  will  profit. 

Topics  Discussed  at  Recent  Meetings 

The  following  are  some  of  the  subjects  which  have 
been  discussed  at  conventions  of  the  association  and 
•serve  to  illustrate  the  important  matters  relating  to  the 
accountants  of  electric  railway  companies  which  have 
been  given  attention  by  the  association. 

Statistics.  The  Journal  recently  contained  a  short 
•editorial  on  "Getting  Useful  Information  Out  of  Masses 
of  Statistics."  The  usefulness  of  statistics  depends 
entirely  upon  their  accuracy,  and  as  most  statistics 
-originate  from  information  compiled  in  the  accounting 
department,  it  is  very  important  that  accounts  be  kept 
on  a  uniform  basis,  in  order  that  statistics  may  be 
of  sufficient  value  to  justify  their  cost.  Realizing  the 
importance  and  necessity  for  statistics,  the  Accountants' 
Association  has  devoted  a  considerable  amount  of  time 
to  this  subject  on  its  programs.  In  1898  an  article  on 
"Statistics,  Their  Use  and  Abuse"  was  presented  by  E. 
D.  Hibbs ;  in  1903  W.  M.  Steuart  presented  a  paper  on 
"Census  Statistics  and  Standard  Form  of  Electric  Rail- 
way Accounting";  in  1906  a  paper  by  A.  Stuart  Pratt 
on  "Use  of  Curves  in  Statistics"  was  presented  and 
discussed;  in  1909  a  paper  on  "Interurban  Statistics" 
was  presented  by  S.  C.  Rogers;  in  1911  a  paper  on 
"Statistics  of  Cost  of  Electric  Operation  on  Steam 
Railways"  was  presented  by  A.  B.  Bierck;  in  1913  an 
article  on  "Statistical  Units  Used  in  Analysis  of  Electric 
Railway  Accounts"  was  presented  by  J.  A.  Emery;  in 


1915  George  B.  Willcutt  presented  a  paper  on  the 
"Value  of  Statistics  to  Executive  and  Accounting 
Heads";  in  1916  W.  E.  Jones  presented  a  paper  on  the 
subject  of  "The  Statistician";  in  1919  an  article  was 
presented  by  C.  R.  Bitting  on  "The  Preparation  of 
Accounting  and  Statistical  Data  in  Connection  with 
Rate  Cases." 

Depi-eciation.  This  is  a  most  important  subject  from 
an  accounting  standpoint  and  was  so  recognized  as  far 
back  as  1897.  In  that  year  a  paper  on  this  subject  was 
presented  by  H.  C.  McJilton;  in  1906  another  paper  on 
the  same  subject  was  presented  by  R.  N.  Wallis,  and 
in  1914  Robert  Sealy  presented  a  paper  on  "Accounting 
Treatment  of  Depreciation."  In  addition  to  these 
papers,  depreciation  has  been  discussed  in  connection 
with  various  committee  reports  and  the  subject  is  now 
being  handled  by  the  committee  on  a  uniform  classifica- 
tion of  accounts. 

Relation  Between  Accountants  and  Other  Depart- 
ments. This  is  an  important  subject  and  was  covered 
by  a  paper  in  1897  by  P.  V.  Burington,  in  1909  by  W. 
B.  Brockway,  and  in  1922  by  E.  D.  Dreyfus,  the  latter 
paper  referring  particularly  to  the  relations  between  the 
accounting   and   engineering   departments. 

Construction  and  Operating  Budget.  The  budget 
system,  which  has  been  in  use  for  some  time  by  a  few 
large  utility  organizations,  is  a  subject  of  vital  interest 
and,  so  far,  has  not  been  adopted  by  many  electric 
railway  companies,  but  the  importance  of  this  matter 
has  been  realized  by  the  Accountants'  Association.  At 
the  1922  convention  a  very  interesting  address  on  this 
subject  was  delivered  by  Harry  A.  Snow,  assistant 
comptroller  of  the  Detroit  Edison  Company.  This 
address  has  been  published  in  pamphlet  form  by  the 
association  because  of  the  importance  of  the  subject 
and  to  comply  with  requests  received  for  information 
on  it.  The  association  is  preparing  to  develop  this  sub- 
ject and  has  appointed  a  committee  to  study  it  and  make 
recommendations  as  to  a  satisfactory  budget  system 
for  electric  railway  companies. 

Cost  Accounting.  The  subject  of  cost  accounting  has 
been  given  considerable  prominence  in  recent  years  and 
an  address  on  this  subject  was  presented  at  the  1921 
convention  by  J.  H.  Bowman,  C.P.A.,  of  New  York  City, 
and  at  the  1920  convention  a  paper  on  "Cost  of  Service 
Accounting"  was  presented  by  H.  J.  Davies.  In  addition 
other  papers  have  been  presented  from  time  to  time 
on  the  subject  of  arriving  at  the  proper  unit  costs,  as 
the  system  of  accounts  for  electric  railways  was  not 
intended  primarily  as  a  cost  accounting  system. 

Taxes.  Accounting  for  taxes,  both  federal  and  state, 
has  become  a  most  important  subject.  It  seems  that, 
instead  of  simplifying  the  computation  of  taxes,  taxing 
authorities  attempt  to  complicate  the  provisions  of  tax 
laws,  so  that  it  is  now  necessary  for  nearly  all  large 
corporations  to  employ  tax  experts  in  handling  their 
tax  accounts.  The  question  of  taxes  has  been  given 
attention  by  the  Accountants'  Association  and  is  one  of 
the  live  subjects  to  be  discussed  at  future  meetings. 

Many  other  important  accounting  subjects  have  been 
discussed  at  the  conventions  of  the  associations,  and 
when  it  is  considered  that  the  membership  of  this  asso- 
ciation consists  of  accountants  who  have  been  engaged 
in  public  utility  accounting  work  for  many  years,  the 
advantages  of  membership  in  the  association  cannot  be 
overestimated.  But  in  order  to  receive  the  benefits 
which  may  be  secured  through  the  association,  members 
must  take  an  active  interest  in  its  work. 


March  3,  1923 


Electric    Railway    Journal 


9$1 


During  its  twenty-five  years  of  existence,  the  Account- 
ants' Association  has  proved  its  worth  to  the  electric 
railway  industry,  and  its  members  intend  to  continue 
working  in  future  along  the  lines  which  will  prove  of 
most  benefit  to  the  industry.  The  science  of  accounting 
has  developed  in  recent  years,  and  its  importance  is 
being  realized  more  and  more  by  the  executives  and 
owners  of  electric  railway  companies.  If  the  associa- 
tion continues  its  activities  in  the  future  on  the  same 
lines  as  in  the  past,  it  will  be  recognized  as  one  of  the 
most  important  branches  of  the  parent  association,  and 
its  members  will  be  held  in  esteem  by  all  who  are 
interested  in  the  success  of  the  electric  railway  industry. 
The  members  of  the  Accountants'  Association  are 
therefore  urged  to  interest  themselves  in  its  welfare  and 
to  attend  the  conventions,  with  the  assurance  that  they 
will  benefit  by  meeting  others  engaged  in  accounting 
departments  of  electric  railways  and  by  a  discussion  of 
subjects  which  are  of  interest  to  every  electric  railway 
accountant. 


Good  Record  for  British  Single- 
Phase  Electrification 

THE  London,  Brighton  &  South  Coast  section  of  the 
Southern  Railway,  Great  Britain,  has  in  operation 
a  total  of  70  miles  of  line  electrified  on  the  single-phase 
system  at  6,700  volts.  In  a  recent  paper  before  the 
Institution  of  Civil  Engineers,  H.  W.  H.  Richards,  trac- 
tion engineer  of  the  railway,  gave  a  summary  of  the 
results  of  twelve  years  of  electrical  operation.  He  said 
that  the  original  bow  collecting  gear  is  still  in  opera- 
tion, with  slight  modifications.  The  gear  springs  are 
set  to  maintain  a  pressure  of  12  lb.  of  the  bow  strip 
on  the  contact  wire  w^ith  the  latter  at  a  height  of  16  ft. 

The  motors  used  are  of  the  Winter-Eichberg  single- 
phase  compensated  repulsion  type,  which  were  satis- 
factory electrically  but  showed  some  mechanical  weak- 
nesses. These  have  been  largely  eliminated.  Mileages 
up  to  250,000  have  been  obtained  with  the  split  gears 
used,  and  double  this  mileage  is  expected  with  the  solid 
gears.  Little  trouble  has  been  caused  by  the  trans- 
formers, of  which  there  are  seventy-one  of  the  310-kva. 
type  in  use.  After  ten  years  of  service  the  sheet  in- 
sulation between  high  and  low-tension  windings  was 
replaced. 

Gun-metal  liners  have  been  placed  on  the  truck  pedes- 
tal guides  and  other  points  of  considerable  wear  so  as 
to  keep  all  clearances  at  a  minimum.  The  Westing- 
house  automatic  air  brake,  combined  with  clasp  brakes 
and  automatic  slack  adjusters,  permits  a  rate  of  braking 
of  3  ft.  p.s.p.s.  to  be  made,  and  the  brakes  to  be  released 
in  three  seconds.  General  overhaul  of  motor  coaches 
occurs  after  60,000  miles  have  been  made,  or  about 
every  one  and  one-half  years.  The  trail  coaches  are 
permitted  to  run  for  a  period  twice  as  long  between 
overhaulings. 

The  effect  of  corrosion  caused  by  steam  locomotive 
smoke  is  seen  in  the  fact  that  renewal  of  catenary  and 
"dropper"  wires  is,  in  the  non-steam  traflSc  section,  only 
10  per  cent  of  that  in  the  sections  where  there  is  heavy 
steam  traffic. 

During  1921  the  average  energy  consumption  was 
75.8  watt-hours  per  ton-mile.  The  number"  of  coach- 
miles  operated  was  nearly  6,000,000.  The  average  dis- 
tance between  stops  was  1.14  miles,  the  average  run- 
ning speed  24.36  m.p.h.  and  the  schedule  speed,  includ- 
ing stops,  22.11  m.p.h. 


Merchandising  Transportation 
Abroad 

Some  of  the  Features  on  Which  Greater  Stress  Is  Laid 

than  in  America  Are  Destination  Signs,  City 

Waiting  Stations,  Attractive  Rolling 

Stock  and  Overhead  System 

By  J.  Kappeyne 

Consulting  Engineer,  Syracuse,   N.  Y. 

WHILE  the  economic  conditions  and  the  attitude  of 
the  public  toward  electric  street  railways  are  not 
alike  in  Europe  and  in  this  country,  some  of  the  meth- 
ods employed  abroad  to  merchandise  transportation  and 
secure  the  good  will  of  patrons  may  be  of  interest  to 
operating  properties  in  this  country. 

Thus,  the  first  view  on  page  368  shows  three  distinct 
ways  used  on  the  trolley  cars  in  Amsterdam  to  indicate 
the  car  route.  First  there  is  a  route  number  (No.  14), 
conspicuously  hung  within  the  bow-shaped  current  col- 
lector. A  variation  in  the  first  figure  distinguishes  the 
main  car  lines  of  the  system,  while  a  variation  in  the 
last  figure  indicates  a  different  destination  or  terminal 
of  the  same  main  line,  as  in  the  case  of  short  routing 
or  of  split  lines.  The  route  number  is  duplicated  by  a 
hood  marker,  shown  at  the  right  in  the  same  illustra- 
tion, and  this  marker  is  illuminated  at  night. 

In  the  center  of  the  hood  is  the  usual  route  sign, 
which  is  square,  oblong  (as  in  the  picture),  cir- 
cular, oval,  diamond  shaped,  or  of  other  outline  and 
embodies  a  combination  of  two  colors,  such  as  red  and 
green,  red  and  yellow  (as  in  the  picture),  green  and 
yellow  and  so  forth.  Each  shape  represents  a  main 
route,  similar  to  the  first  figure  of  the  route  number, 
while  a  variation  in  the  coloring  indicates  a  different 
destination,  corresponding  to  the  last  figure  of  the 
route  number.  The  shape  and  coloring  of  this  illumina- 
tive route  sign  is  duplicated  in  a  marker  at  the  right 
of  the  platform  vestibule  roof  (at  the  left  in  the  view) . 
The  route  description  is  repeated  on  the  side  of  the  car 
roof  on  a  board  painted  the  same  double  color  as  the 
route  sign.  This  double  indication  of  routing  insures 
correct  advance  information  about  the  routing  of  an 
approaching  car  under  nearly  all  possible  conditions. 

This  same  information,  that  is  route  number,  route 
sign  and  route  description  is  repeated  at  important 
traffic  points  on  the  car  stop  signs,  as  shown  in  the 
second  view,  and  at  waiting  stations,  third  view. 

Such  route  indication  permits  inspectors,  policemen 
and  others  to  give  concise  but  nevertheless  specific  in- 
formation as  to  the  proper  car  to  be  taken.  It  also 
facilitates  the  condensing  of  instructions  on  transfers, 
time  tables,  public  railway  guides  and  similar  useful 
information  pamphlets.  Above  all,  it  clearly  identifies 
the  particular  car  in  the  mind  of  the  intending  pas- 
senger long  enough  in  advance  to  permit  him  to  be  pre- 
pared to  board  that  car  with  the  self-satisfaction  of 
knowing  its  certain  destination  and  routing. 

Another  method  of  merchandising  transportation 
service  to  prospective  patrons  was  observed  at  con- 
gested loading  points  in  Paris.  A  box,  provided  with 
paper  tickets  numbered  consecutively  (see  fourth  illus- 
tration), is  attached  to  the  trolley  pole  at  a  convenient 
height.  During  rush  hours,  each  waiting  passenger 
helps  himself  to  one  of  these  tickets.  When  the  next 
car  comes  along,  the  conductor  allows  the  passenger 
with  the  lowest  numbered  ticket  to  board  first  and.tiMie 


368 


Electric    Railway    Journal 


Vol.  61,  No.  9 


Roates  Are  Clearly  Marked  in  Amsterdam  by  Car   Signs  and   Numbered   Poles 


enables  him  to  secure  a  seat  if  one  is  available.  In  this 
manner,  the  principle  of  first  come  first  served  is  ap- 
plied, with  the  result  that  the  usual  pushing  and  crowd- 
ing at  the  car  entrance  is  practically  eliminated. 

This  method  of  loading  has  all  the  advantages  of 
queue  loading,  but  it  eliminates  the  obnoxious  feature 
of  the  latter  of  people  having  to  stand  in  line  while 
waiting.  It  has  a  wider  field  of  usefulness,  being  ap- 
plicable in  cases  where  normally  the  number  of  waiting 
passengers  would  not  warrant  queue  loading.  Ticket 
loading  is  especially  adapted,  however,  where  the  defi- 
nite stopping  place  of  the  particular  car  is  not  prede- 
termined, as  in  the  case  of  multiple  berthing,  or  of  a 
near-side  stop  for  converging  car  lines.  It  has  the  fur- 
ther advantage  over  queue  loading  in  that  it  is  self- 
instructing,  as  those  slow  to  learn  are  being  penalized. 

A  further  catering  to  the  comforts  of  one  not  yet 
a  passenger,  in  quite  common  use  in  many  cities  on  the 
Continent,  is  evidenced  by  the  number  of  attractive, 
glass  inclosed,  waiting  stations  erected,  as  shown  in  the 
third,  view.  These  are  often  installed  in  the  heart  of 
the  city  at  important  transfer  points  and  provide  for 
news  stands,  boot  blacking,  parcel  checking,  candy  and 
flower  shops.  They  also  serve  as  a  convenient  depot  for 
transfers,  extra  car  tickets,  report  blanks,  e+c,  for  the 
use  of  inspectors.  Usually  a  company  telephone  and  a 
public  pay  station  will  be  found  there. 

In  this  country,  the  erection  of  waiting  stations  is 
usually  confined  to  interurban  lines,  outside  of  the  built- 
up  area.  Although  traffic  congestion  and  narrow  streets, 
found  in  most  business  districts  of  our  cities,  militates 
against  the  establishment  of  such  stations,  with  proper 


co-operation  from  city  officials  and  interested  property 
owners,  suitable  locations  could  probably  be  found  in  a 
surprising  number  of  instances,  where  the  construction 
of  convenient  waiting  stations  would  result  in  greater 
comfort  to  waiting  patrons. 

Apparently  many  street  railway  managers  abroad  are 
believers  in  selling  transportation  "neatly  wrapped  and 
done  up  in  an  attractive  package."  The  rolling  stock, 
for  example,  is  usually  painted  a  pleasing  color,  such 
as  pale  blue,  light  olive  green,  cream  color  and  others. 
The  windows  are  broad  and  kept  scrupulously  clean  and 
the  brass  fittings  bright  and  shiny.  More  frequent  use 
is  made  of  ornamental  trolley  poles  than  in  this  country. 
In  Antwerp  I  noticed  ornamental  combination  arc  light 
and  trolley  poles  carrying  flower  pots  with  red  gera- 
niums. It  may  be  that  the  providing  of  cream-colored 
cars,  shiny  conductor  bells  and  flower-decked  trolley 
poles  is  not  directly  remunerative,  but  a  more  general 
application  in  this  country  of  attracting  the  car  rider 
by  a  pleasing  appearance  of  the  property  used  is  worthy 
of   serious   consideration. 

Evidently  the  value  of  advertising  within  as  well  as 
without  the  cars  is  appreciated  abroad,  as  shown  in  the 
fifth  view.  Monitor  and  dash  advertising  are  common, 
and  the  company  reserves  the  more  conspicuous  adver- 
tising space  inside  the  cars  for  its  own  use.  Here  it 
displays  maps  showing  the  car  system,  lists  of  stopping 
places  and  transfer  points,  time-tables,  company  rules 
affecting  the  public,  picturesque  views  of  points  of  in- 
terest reached  by  street  car,  safety  warnings,  police 
regulations,  etc.  Much  of  this  matter  serves  effectively 
as  means  of  merchandising  transportation. 


.Amsterdam  Waiting   Station — Paris  Queue  Number — Lucerne   Car    With  Monitor  Deck   Advertising. 


March  3,  1923 


Electric    Railway    journal 


369 


New  Safety  Devices  Developed 

in  Tri-Cities 

Scheme  of  Control  Operates  Electrically  Instead  of  by 
Air  Valves — Devices  Claimed  to  Be  Simple  and  Com- 
paratively Inexpensive  in  First  Cost  and  Maintenance 


THE  city  railway  service  of  Rock  Island,  111.,  has 
been  operated  entirely  with  converted  one-man 
cars  since  March  1,  1922,  and  that  of  Davenport, 
Iowa,  since  June  15,  1921.  A  total  of  128  double-truck 
cars  of  these  two  properties  of  the  Tri-City  Railway 
were  changed  over  for  one-man  operation  by  the  addi- 


series  with  a  cutout  switch  operated  from  the  brake 
cylinder  air  pressure,  so  the  circuit  can  be  kept  open 
by  any  one  of  these  three  contacts  alone.  Door  pro- 
tection is  taken  care  of  by  connecting  to  the  door  engine 
valve  an  air  cylinder  operated  by  the  brake  cylinder 
pressure.     To  open  the  doors  with  the  brakes  off  the 


Doorc/Osm^ 


Pneumatic  deer  ancf  . 

step  confrvlkr  -ot- 

Gmunii 

iconfrpl/pr  simfi 


•M'pipe- 


I  fnmn  Hm- 


roof 

swftrfr 


.i& 


Magnetic  coil 


.Cutout  switch 


Smitt^  Ojiinder, 


^'pipt 


Cutout 


■  Switch  operating 
rod-  'HOOd 
L  me  tv  cutout  swifcti  cyhndcr 
^and  o/oor  dosing  cylinder 


Compressor 


2  rncfin  prss.'iurT  //T0 1 


6  £■  emergency 
vaM.  TypeE  f^rmj-^- 


y  'tA  "pipe 


frcfin  line  to  bra  Ac  cyhnder  - 


;i  "iine  to  sandor 


'A  "pipe-' 


^ijj"//ne--y 
Safety  valve 


Main  Air  Reservoir 


III  ^ 

2    tine  to  JyrGfkz  cylinder-;^ 


Emergency  ^and  vaive 


Brake 
Cylinder 


QiJCircuit 


I  emergency  une 


Breoker 


To  s,ander  at  opposite  onoi,' 
of  car.  Plug  tee  if  only  one 
sandier  /s  to  be  used 


i  1    Viood  plunger 

'''Breaf:er  reset  cylinder 

'"  g   round  rod  for  resottin\ 
breatcer  by  tiand 
Wood  knolj 


i 


At  Bottom,  Pipinir  UiaKram  for  Singrle  £nd  Control.      At  Top,  Wiring  Diagram  of  Magnetic  Control  Circuit 


tion  of  a  system  of  safety  devices  developed  by  John 
Sutherland,  master  mechanic.  Forty  cars  of  the  Michi- 
gan Railway  used  in  Lansing.  Battle  Creek,  Jackson  and 
Kalamazoo  have  also  been  equipped. 

Complete  protection,  reliability,  low  first  cost  and 
low  maintenance  expense,  ease  and  cheapness  of  in- 
stallation are  the  advantages  claimed  for  the  new  de- 
velopment. The  protection  is  obtained  with  several 
units  that  are  positive  in  operation  and  simple  in  con- 
struction. A  trip  coil  on  a  circuit  breaker  located 
underneath  the  car  is  actuated  through  a  single  control 
circuit  using  live  current  and  connected  with  the  con- 
troller handle.  The  plunger  of  this  trip  coil  kicks  out 
the  breaker  whenever  the  operator  removes  his  hand 
from  the  controller,  unless  his  foot  is  held  on  a  floor 
switch.     The  controller  handle  and  floor  switch  are  in 


operator  must  turn  the  door  handle  against  a  40-lb. 
spring  in  the  air  cylinder.  With  the  brakes  on,  the 
spring  is  compressed  by  the  air  entering  from  the  brake 
cylinder,  allowing  free  operation  of  the  door  control. 

To  describe  the  action  of  the  safety  devices,  take  a 
car  in  the  shop  with  the  pole  down  and  no  air  in  the 
reservoir.  The  operator  puts  up  the  pole  and  then 
pushes  open  the  doors,  which  are  released  because  the 
door  engine  with  no  air  pressure  offers  no  resistance. 
The  compressor  switch  is  closed  and  after  the  air  pres- 
sure reaches  40  lb.  or  more  the  circuit  breaker  on  the 
platform  can  be  closed.  It  is  in  series  with  the  one 
under  the  car  controlled  by  a  magnetic  coil,  but  has  a 
setting  100  amp.  higher.  An  application  of  the  brakes 
from  the  brake  valve  operates  a  cutout  switch,  thus 
making  it  unnecessary  for  the  operator  to  hold  down 


870 


Electric    Railway    Journal 


Vol.  61,  No.  9 


Dead-Man    Handle    and   Unit  FartH 

(1)  Aluminum  cap;  (2)  spring  steel  arm;  (3)  contact  Ting; 
(4)  contact  finger:  (5)  controller  liandle  cap;  (6)  wooden  knob; 
(7)    brass  controller  handle;    (S)   assembled  handle. 


Foot    Switch    and    Parts 
(1)    Filler  pin  dislc ;    (2)    plunger  with  contact  ring  in   position; 
(3)    aluminum  cup;    (4)    steel   shell;    (5)    assembled   switch  ready 
for  installation. 


either  the  controller  handle  or  foot  switch.  By  re- 
leasing the  brakes  the  doors  automatically  close. 

The  door  control  cylinder  is  identical  in  design  with 
the  cutout  switch  cylinder  and  both  are  piped  from  the 
brake  cylinder.  The  control  device  on  the  door  has  a 
link  sliding  on  the  door  engine  valve  rod  so  that  when 
the  brakes  are  released  the  spring  tension  holds  a  link 
against  a  collar  on  the  rod,  making  it  difficult  for  the 
operator  to  turn  the  shor.t  door  lever  against  a  40-lb. 
pressure.  When  the  car  comes  to  a  standstill  after  a 
brake  application,  the  operator  must  keep  the  air  brake 
valve  set  so  as  to  permit  air  to  travel  from  the  pressure 
line  to  the  train  line.  Thus  a  constant  pressure  is  main- 
tained in  both  the  air-brake  and  the  door-closing 
cylinders. 

This  releases  the  door  and  step  mechanism  so  o{)era- 
tor  can  easily  turn  the  handle  controlling  the  door-engine 
air  valve.  When  the  brakes  are  released  just  before 
starting  the  car,  the  air  pressure  in  the  door-closing 
•cylinder  is  also  released.  A  spring  around  the  piston 
stem  forces  the  piston  back  to  its  normal  position  and 
pulls  the  door-operating  mechanism  back  to  its  original 
position.  It  should  be  noted  that  the  control  cylinder 
does  not  open  the  doors  whenever  the  brakes  are  applied, 
but  it  does  close  them  on  release  of  the  brakes. 

When  the  circuit  through  the  magnetic  coil  is  closed, 
as  upon  release  of  the  controller  handle,  the  coil  plunger 
strikes  the  breaker  trip  plate  and  the  breaker,  inclosed 
in  a  fireproof  box  underneath  the  car,  opens.  The  breaker 
handle  opens  the  emergency  sand  valve  and  holds  it 
in  the  open  position  against  the  spring  pressure.  This 
permits  the  air  to  travel  to  both  sanders.  At  the  same 
time  the  emergency  air  line  is  opened  and  an  immediate 


brake  application  results.  Thus  the  car  is  brought  to  a 
sudden  stop  if  the  control  circuit  is  allowed  to  close  for 
any  reason,  and  the  full  air  pressure  having  built  up 
in  the  brake  cylinder,  the  door  engine  valve  is  again 
released. 

The  circuit  breaker  must  be  reset  at  once  to  close 
the  emergency  sand  valve  and  allow  the  air  pressure  in 
the  emergency  line  to  build  up  until  the  valve  resumes 
its  normal  position.  A  reset  valve  located  convenient 
to  the  operator  actuates  a  plunger  that  forces  the  breaker 
handle  back  to  the  operating  position.  If  there  is  no  air 
in  the  reservoir,  the  breaker  can  be  closed  by  hand  by 
means  of  an  extension  of  the  reset  rod  protruding  to 
the  side  of  the  car. 

The  Tri-City  cars  are  double  ended,  but  only  one  door 
handle  4  in.  long  is  allowed  per  car.  On  changing  ends 
the  operator  removes  this  little  handle  and  the  brake 
valve  and  reverser  handles.  The  controller  handle  re- 
mains attached.  A  convenient  refinement  of  the  device 
is  a  rod  under  the  bumper  on  each  end  with  which  the 
operator  can  close  the  door  after  himself  and  keep  the 
car  warm  should  he  leave  the  car  for  any  reason  at  the 
end  of  the  line.  This  appurtenance  is  operative  only 
when  the  4-in.  handle  inside  the  car  is  in  place.  Thus 
no  one  familiar  with  the  trick  can  open  the  rear  door 
from  the  outside.  The  feature  was  obtained  by  using 
a  rod  joining  into  a  pipe  for  operating  the  door  valve. 
The  rod  and  pipe  are  connected  only  when  the  4-in. 
handle  is  screwed  through  a  slot  into  a  hole  tapped  in 
the  rod. 

In  operating  the  cars  equipped  with  this  type  of  safety 
device  the  men  become  accustomed  to  keeping  one  foot 
on  the  floor  switch  or  holding  onto  the  controller  handle. 


OperatinK  Platform  Showing  the  Arrangrement  of 
Siafety  Control  l>evice» 


Cylinder  Controlling:  Door  E;ng:ine  Valve  Located 
on    Front    Bulkhead 


March  3,  1923 


Electeic    Railway    Journal 


371 


The  cutout  switch  breaks  the  circuit  through  the  mag- 
netic coil  when  the  car  is  stopped,  thus  allowing  the 
operator  to  release  the  controller  handle  and  foot  switch. 
Several  of  the  accompanying  illustrations  show  the 
location  of  the  various  elements.  With  the  door  engines 
over  the  doors,  the  control  cylinder  was  placed  over  the 
dash  window.  The  cutout-switch  cylinder  is  placed  un- 
der one  of  the  front  seats.  Were  there  room  on  the 
bulkhead  the  same  cylinder  could  be  used  for  both  pur- 
poses. One  of  these  switches,  mounted  on  a  board,  ready 
for  installation,  is  shown  herewith.  With  the  spring  in 
the  cylinder  fully  released,  the  contact  rod  takes  the 
position  shown  and  the  electrical  contact  is  made 
through  the  two  hinged  brushes.  With  sufficient  air 
pressure  the  brass  sleeve  on  the  rod  is  pushed  away 
and  the  two  brushes  are  thus  held  apart  with  the  wooden 
rod. 

Details  of  Controller  Handle  and  Foot  Switch 

The  adapted  controller  handle  and  the  foot  switch, 
which  constitute  the  remaining  devices  controlling  the 
circuit  breaker  operation,  are  illustrated,  also  showing 
the  assembly  and  the  detail  parts.    The  controller  han- 


At  Left,  Unit  AxHembly  of  Swltrh  and  Cylliider  Operated  from  Air 

Reservoir    Pressure.      At    Riltrht,    Circuit   Breaker 

Adapted  by  Addition  of  Trip  Call 

die  is  designed  so  that  a  very  light  pressure  on  the 
handle  holds  open  the  circuit.  A  positive  action  has 
been  obtained  with  a  vertical  movement  of  the  knob 
of  about  J  in.  A  standard  handle  (2)  is  stripped  as 
shown  and  an  L-shaped  contact  finger  (4)  designed 
to  pass  through  a  groove  machined  in  the  controller 
shaft  with  ample  clearance.  The  end  of  this  finger  can 
make  contact  with  a  brass  ring  mounted  on  a  larger 
fiber  contact  ring  (3)  that  is  screwed  to  the  controller 
cover. 

Engaging  the  upper  end  of  the  contact  pin  is  a  steel 
arm  bent  to  slightly  less  curvature  than  the  controller 
handle  and  one  end  of  which  is  bored  to  pars  over  the 
knob  pin.  In  this  position  the  bend  in  the  controller 
handle  acts  as  a  fulcrum  for  the  steel  arm,  which  is 
counterweighted  on  one  end  to  overbalance  the  effect  of 
the  wooden  knob.  An  aluminum  cap  (5)  is  fitted  over 
the  assembly  and  another  cap  (1)  is  applied  over  the 
contact  ring.  The  controller  points  are  indicated  on  it 
to  replace  those  ground  off  the  cover  when  the  ring  was 
screwed  on.  The  completed  handle  has  only  three  mov- 
ing parts. 

Another  view  shows  the  foot  switch,  which  normally 
is  held  closed  by  a  spring.  The  shell  (4)  is  cut  from 
3-in.  steel  tubing,  one  end  at  a  45-deg.  angle.  The  in- 
side is  bored  to  a  slightly  larger  diameter  to  form  a 


shoulder,  against  which  is  inserted  a  fiber  disk.  Thia 
acts  as  the  lower  guide  for  the  plunger  (2),  while  a 
similar  disk  with  two  contact  pins  fits  into  the  top.  The 
circuit  between  the  contact  pins  is  completed  by  a  brass 
ring  on  the  plunger  disk.  The  inside  of  the  steel  shell 
is  insulated  with  a  micarta  tube.  An  aluminum  cap  is 
screwed  onto  the  end  of  the  plunger  shaft  and  it  extends 
over  the  tube  far  enough  to  prevent  the  entrance  of 
snow  or  water.  Another  view  shows  a  standard  circuit 
breaker  adapted  for  tripping  with  a  magnetic  coil  that 
is  attached  to  the  cast-iron  box. 

The  cost  of  applying  the  safety  equipment,  including 
labor  and  material,  averaged  less  than  $600  per  car. 
The  patents  for  this  method  of  protection  for  one-man 
operation  are  held  by  John  Sutherland,  master  mechanic 
of  the  Tri-City  Railway  properties.  The  devices  are 
manufactured  and  sold  by  Nic  Le  Grand,  Inc.,  Rock 
Island,  111. 


Would  "Sell"  Detroit  Municipal 
Railway  to  Detroit  People 

Consultant  Uses  Opinions  of  Municipal  Railway  Engi- 
neers for  Report  to  Give  Publicity  to  Faults  of 
D.U.R.  Track,  the  Rehabilitation  Work  Done 
and  Merits  of  the  New  Construction 

THE  first  of  what  is  presumably  to  be  a  series  of 
bulletins  prepared  by  Walter  Jackson,  consultant, 
apparently  for  the  purpose  of  keeping  the  people  of 
Detroit  sold  on  their  municipal  railway  system,  has 
been  made  public.  This  bulletin  is  printed  in  the  form 
of  a  four-page  leaflet  under  the  heading  of  "What  Was 
and  What  Is  on  the  Street  Railway  System."  A  sub- 
heading explains  that  the  report  is  an  "analysis  by  a 
technical  specialist  of  the  conditions  and  practices  on 
the  city's  own  system  prepared  that  the  general  public 
may  intelligently  watch  developments  and  adequately 
gage  the  policies  being  executed."  Further  explanation 
of  the  report  is  set  apart  in  a  box  as  follows : 

"The  purpose  of  this  report  is  to  present  an  analysis 
of  the  operation  of  the  Department  of  Street  Railways, 
City  of  Detroit,  along  the  following  lines: 

"1.  The  condition  of  the  property  when  taken  over 
from  the  Detroit  United  Railways;  first,  as  regards  the 
degree  of  deterioration ;  second,  as  regards  the  character 
of  construction,  equipment  and  practices  regarded  as 
good  by  the  predecessor  organization. 

"2.  The  condition  of  the  property  today;  first,  as  re- 
gards the  extent  of  rehabilitation;  second,  as  regards 
the  character  of  construction,  equipment  and  practices 
regarded  as  good  by  the  successor  organization. 

"3.  A  comparison  of  the  municipal  standards  with 
the  practices  and  tendencies  of  the  American  electric 
railway  industry  at  large. 

■"4.  Suggestions  that  may  tend  to  make  the  Depart- 
ment of  Street  Railways  of  the  City  of  Detroit  the  most 
capable  mass  transport  concern  in  America." 

The  report  then  takes  up  a  discussion  of  the  physical 
condition  of  the  track  which  was  taken  over  from  the 
Detroit  United  Railway.  The  report  of  the  engineer  of 
the  municipal  system  to  the  general  manager  of  the 
municipal  system  is  drawn  upon  for  extensive  quotations 
about  the  disrepair  of  the  D.U.R.  track.  A  summary  is 
then  given  of  the  extensive  trackwork  done  during  1922 
from  May  15,  the  day  on  which  the  property  was  taken 
over,  up  to  Dec.  31,  1922,  in  bringing  the  D.U.R.  system 


872 


Electric    Railway    Journal 


Vol.  61,  No.  9 


up  to  operating  physical  standard.    This  summary  was 
as  follows: 

New  track  construction  (ft.  of  single  track) 5.539 

Track  reconstructed   (ft.  of  single  track)    49,449 

Falk  cast-weld  joints  replaced   .  .  1 2,890 

Tons  o(  steel  used  for  special  work  renewals 1,055 

Track  repaired  (ft.  of  single  track) 70,469 

Pavement   replaced,   sq.yd 42,641 

Concrete  foundations  replaced,  cu.yd 1,811 

"From  this  greatly  condensed  statement,"  the  report 
goes  on,  "it  will  be  apparent  that  the  track  and  paving 
needed  early  and  earnest  attention  if  service  was  to  be 
given  with  any  degree  of  reliability.  Track  reconstruc- 
tion is  the  most  costly  work  an  electric  railway  has  to 
face,  so  that  it  is  not  to  be  wondered  at  that  the  Detroit 
United  Railway  refused  to  spend  thousands  of  dollars 
for  a  new  crossing  if  it  could  bump  along  until  the  end 
of  its  expected  departure  from  city  operation.  Had  the 
purchase  negotiations  moved  faster,  the  property  would 
have  been  in  correspondingly  better  condition  for  safe 
and  comfortable  operation." 

Discussion  of  D.  U.  R.  Construction 

As  to  the  standards  of  track  construction  used  by  the 
Detroit  United  Railway,  Mr.  Jackson  has  this  to  say: 

"Any  kind  of  equipment,  no  matter  how  good,  has  to 
be  cared  for  to  give  smooth  service.  We  know  that  dur- 
ing the  last  two  or  three  years  of  its  tenure,  the  pre- 
decessor company  naturally  did  no  more  than  it  could 
avoid  doing  and  with  this  policy  no  one  can  find  fault. 
However,  a  different  question  arises  when  we  consider 
the  character  of  construction  in  itself  and  ask  whether 
it  represented  the  best  types  available  for  the  job.  In 
ether  words,  were  the  track  standards  of  the  Detroit 
United  Railway  the  best  standards — if  we  assume  that 
the  company  had  continued  to  operate  with  the  usual 
degree  of  care  in  upkeep  and  renewal  of  the  structure." 

Here  follows  a  summary  of  the  mileage  of  each  type 
of  D.U.R.  track  taken  over  with  the  corresponding  com- 
Tnent  of  the  municipal  railway  engineer  as  to  its  faults. 
Mr.  Jackson  adds  the  comment  that  "From  the  fore- 
going it  will  be  seen  that  while  the  concrete  and  wood 
tie  construction  adopted  as  a  Detroit  United  standard 
conformed  to  the  ideas  of  many  track  engineers,  the  use 
of  such  construction  with  a  non-waterproof  paving  led 
to  a  deterioration  that  may  have  been  hastened  by  neg- 
lect in  the  last  uncertain  years  but  which  appears  to 
have  been  inevitable  in  any  case.  At  any  rate,  the  ex- 
perience of  the  Detroit  United  Railway  has  been  the 
strongest  reason  for  the  use  of  the  much  different  track 
construction  described  hereinafter." 

Similarly,  the  practice  of  cast  welding  the  joints  is 
criticised  with  the  comment  that  the  D.U.R.  "seems  to 
have  been  one  step  behind  the  latest  developments  of  the 
art."  The  report  then  takes  up  a  discussion  of  the  type 
of  track  construction  adopted  by  the  municipal  railway 
and  quotes  articles  and  editorials  from  the  Electric 
Railway  Journal  at  length  to  establish  the  merit  of 
the  municipal  construction  work. 

Reference  is  made  to  the  matter  of  rail  corrugation, 
which  forms  an  answer  to  some  critics  who  have  asso- 
ciated corrugation  with  the  rigid  type  of  construction 
used  by  the  municipal  system.  The  report  points  out 
that  a  stretch  of  6  miles  of  open  track  with  wooden  ties, 
constituting  as  flexible  track  as  one  could  desire,  had 
developed  corrugation.  It  also  brings  out  that  the  rail- 
way's engineer  made  the  telling  point  that  the  corruga- 
tion in  rigid  track  had  been  confined  to  the  100-lb.  sec- 
tion of  rail,  whereas  if  it  were  a  condition  due  to  stress 


of  car  operation,  one  would  look  for  it  in  the  91-lb.  and 
93-lb.  sections  first.  It  is  then  pointed  out  that  no  one 
knows  the  dominant  cause  of  corrugation.  Finally  Mr. 
Jackson  indorses  the  Detroit  Municipal  construction  in 
this  manner: 

Indorses  Construction  Used  by  City 

"The  combination  of  steel  ties,  concrete  foundation, 
electric  welded  joints  and  compressed  concrete  paving  is 
the  last  and  best  word  in  track  construction  of  the  rigid 
or  monolithic  type.  This  construction  does  not  oppose 
the  modern  tendency  toward  monolithic  street  paving  but 
works  with  it.  The  department's  design  actually  rein- 
forces the  rest  of  the  paving,  whereas  the  so-called 
flexible  track  using  wooden  ties  and  block  paving  would 
tend  to  break  up  adjacent  paving  owing  to  the  up  and 
down  movement  of  heavj-  cars  running  over  wood." 

The  report  is  then  concluded  with  the  following  com- 
ments : 

"If  any  electric  railway  is  entitled  to  relief  from  the 
paving  burden,  it  is  one  like  the  department  of  Street 
Railways  because  the  latter  has  adapted  itself  com- 
pletely to  the  type  that  is  best  for  all  other  users  of  the 
public  highway. 

"The  use  of  electric  welding  between  the  rails  them- 
selves and  between  rails,  steel  ties  and  mechanical  con- 
nections means  that  the  Department  of  Street  Railways 
has  taken  more  precautions  to  avoid  electrolysis  than 
any  other  electric  railway  in  the  world. 

"No  other  electric  railway  has  made  such  extensive 
use  of  the  'best  quality'  standards  or  specifications  of 
the  American  Electric  Railway  Association,  nor  con- 
structed track  with  such  a  modern  array  of  labor,  time 
and  nuisance-saving  appliances.  Finally,  a  big  advance 
in  labor  policy  has  been  made  by  grading  the  men  so 
that  the  more  capable  individuals  will  remain  with  the 
department  throughout  the  year  instead  of  drifting  into 
other  employment  and  thus  making  it  necessary  for  the 
track  division  to  break  in  too  large  a  number  of  new 
men. 

"A  patchwork  policy  may  give  the  older  track  three 
or  four  years  more  of  useful  life;  a  reconstruction  policy 
will  settle  the  track  question  for  a  generation.  The 
answer  lies  with  the  public." 


^      The  Readers'  Forum      ) 

We  Strive  to  Merit  This 

Harrisburg  Railways  Company 

Harrisburg,  Pa.,  Feb.  26,  1923. 
To  the  Editors: 

I  want  to  take  this  opportunity  of  congratulating  you 
on  your  Feb.  24,  1923,  issue  of  the  Electric  Railway 
Journal. 

This  is  one  of  the  best  issues,  to  my  mind,  that  the 
Electric  Railway  Journal  has  ever  placed  before  the 
public  and  you  are  to  be  congratulated  for  the  articles 
that  it  contains  and  the  general  make-up.  In  fact,  I 
think  you  have  set  a  standard  by  this  issue  that  will 
mean  a  considerable  amount  of  work  on  your  part  to 
maintain  during  the  year.  This  is  really  an  issue  that 
should  be  placed  in  the  hands  of  every  operating  man  in 
the  industry  in  the  United  States.  C.  F.  Crane, 

Assistant  to  the  President. 


March  3,  1923 


Electric    Railway    Journal 


373 


Americanization  Work  Proving 
Successful 

Intensive  Effort  Among  the  Employees  on  the  Insull 

Properties  Results  in  Practically  All  of  Them 

Becoming  Citizens 

AMERICANIZATION  work  among  employees  of  the 
l\  Chicago,  North  Shore  &  Milwaukee  Railroad,  Chi- 
cago Elevated  Railroads  and  other  public  utility  com- 
panies under  the  direction  of  Samuel  Insull,  Chicago, 
has  established  a  record  believed  to  be  unique  among 
the  industries  of  the  country.  For  the  last  eighteen 
months  intensive  Americanization  effort  has  been  car- 
ried on  among  the  employees  of  the  six  public  service 
companies,  with  a  result  that  today  practically  all  em- 
ployees are  either  American  citizens  or  have  declared 
their  intentions  of  becoming  such  and  have  taken  out 
their  first  naturalization  papers. 

A  report  just  made  to  Mr.  Insull  by  the  joint  com- 
mittee in  charge  of  the  Americanization  work  shows 
that  on  Jan.  1  the  aggregate  number  of  employees  on 
the  payrolls  of  the  combined  companies  was  24,214,  and 
of  this  number,  22,270,  or  91.97  per  cent,  were  American 
^  citizens.  Those  who  were  in  pos.session  of  their  first 
papers  and  who  will  gain  the  full  rights  of  citizenship 
within  the  next  few  months  number  1,893,  or  7.82 
per  cent.  Only  fifty-one  or  0.21  per  cent  were  not  citi- 
zens or  had  not  taken  out  first  papers.  Some  of  those 
who  had  not  yet  declared  their  intentions  of  becoming 
citizens  expected  to  do  so  within  a  few  weeks. 

The  report  shows  that  out  of  5,488  employees  of  the 
Chicago  Elevated  Railroads,  5,107  were  citizens,  379 
had  taken  out  their  first  papers  and  only  two  were  non- 
citizens.  The  Chicago,  North  Shore  &  Milwaukee  Rail- 
road had  1,350  employees,  of  whom  1,231  were  citizens, 
eighty-seven  had  taken  out  their  first  papers  and  thirty- 
two  were  non-citizens,  most  of  whom  expected  to  apply 
for  their  first  papers  within  a  short  time. 

Back  of  these  interesting  statistics  is  a  record  of 
intensive  Americanization  work,  which  in  reality,  to  a 
large  extent,  was  education  of  the  foreign-born  em- 
ployees to  speak,  read  and  write  the  English  language 
and  do  simple  problems  in  arithmetic.  As  the  work 
advanced,  its  scope  was  broadened  to  include  instruction 
in  the  science  of  government  and  the  meaning  of  Ameri- 
can citizenship. 

North  Shore  Line  Benefits  Particularly 

The  most  diflScult  of  the  situations  encountered  in 
this  Americanization  program  fell  to  the  lot  of  the 
Chicago,  North  Shore  &  Milwaukee  Railroad.  Track- 
men employed  by  that  company  were  largely  aliens,  as 
is  usually  the  case  with  workers  doing  this  class  of 
labor.  Altogether,  fifteen  nationalities  were  repre- 
sented, with  Croatians  and  Italians  predominating.  At 
the  time  the  work  was  undertaken,  few  of  them  could 
read  or  speak  the  English  language  and  some  of  them 
could  not  even  read  or  write  their  native  language. 
They  lived  mostly  in  camps  located  at  various  points 
along  the  right-of-way,  so  that  making  them  American 
citizens  presented  a  problem  altogether  different  from 
that  of  any  other  company  in  the  group. 

As  usual,  these  men  were  hired  through  labor  agen- 
cies. After  a  brief  survey  of  the  situation  it  became 
apparent  that  little  in  the  way  of  improvement  could  be 
accomplished  by  the  customary  practice  of  working 
through  foremen  and  labor  agencies.     It  was  a  diflUcult 


problem  to  carry  on  Americanization  work  under  these 
conditions  as  it  was  not  a  simple  proposition  to  convince 
employees  that  they  should  become  American  citizens. 
It  was  a  question  of  educating  them  to  make  them 
fit  for  citizenship  by  instruction  in  the  English  language. 

The  first  step  was  orders  from  Britton  I.  Budd,  presi- 
dent of  the  company,  discontinuing  the  practice  of  keep- 
ing labor  in  boarding  camps  maintained  by  contractors 
and  the  establishment  of  a  system  of  company  camps 
constructed  and  maintained  to  attract  the  better  class 
of  men  and  keep  them  contented.  The  commissary  was 
improved,  baths  were  provided,  close  attention  given  to 
cleanliness  about  the  camp  and  a  Y.  M.  C.  A.  secretary 
was  employed  to  keep  after  their  recreation. 

After  a  further  study  of  the  situation  it  was  decided 
that  although  this  work  was  a  step  in  the  right  direc- 
tion, a  systematic  course  of  education  should  be  estab- 
lished to  assist  these  foreign-born  employees  in  be- 
coming citizens.  The  magnitude  of  this  task  will  be 
more  readily  comprehended  when  it  is  understood  that 
the  first  survey  showed  that  90  per  cent  of  the  men 
were  not  citizens,  over  30  per  cent  of  them  could  not 
speak  English,  75  per  cent  could  not  read  it,  and  25 
per  cent  could  not  read  or  write  their  own  language. 
The  ages  of  the  men  ranged  from  eighteen  to  sixty 
years  and  averaged  thirty-six  years. 

The  company  engaged  an  experienced  instructor  to 
direct  the  work  and  he  was  assisted  by  men  in  the  or- 
ganization. Schools  were  fitted  up  in  buildings  belong- 
ing to  the  company  at  various  locations  along  the  line. 
Classes  were  held  on  specified  evenings  at  different 
locations  most  convenient  to  the  men. 

The  first  step  was  instruction  in  English.  Later,  as 
the  work  progressed,  English  was  supplemented  with 
simple  courses  of  study  in  grammar,  arithmetic  and 
government.  The  instruction  was  associated  with  the 
work  the  men  were  actually  doing.  For  example,  in 
arithmetic,  a  problem  like  this  would  be  given :  If  250 
ties  are  unloaded  for  renewals  in  track  and  65  ties  have 
been  renewed,  how  many  ties  are  left?  This  system 
of  instruction  promoted  interest  and  enlarged  upon  the 
value  of  the  work  to  the  men.  Motion  pictures  were 
used  often  as  a  method  of  keeping  the  study  interesting. 

Beginning  late  in  1920,  two  hourly  classes  were  held 
on  two  evenings  of  each  week,  excepting  for  two  months 
during  the  summer,  when  the  program  was  confined  to 
pictures  and  recreational  pastimes. 

As  an  indication  of  the  interest  taken  in  the  work 
by  some,  one  man  over  forty  years  of  age,  who,  though 
many  years  in  this  country,  had  not  learned  the  English 
language,  said  to  an  interpreter  at  the  close  of  the  first 
lesson:  "I  would  rather  learn  English  than  have 
$1,000." 

After  several  months  of  this  intensive  educational 
work  a  certain  day  was  set  as  "first  paper  day,"  upon 
which  all  foreign  employees  who  had  not  yet  declared 
their  intentions  of  becoming  American  citizens  could 
do  so.  Arrangements  were  made  to  receive  the  appli- 
cants at  the  courthouses  in  Waukegan,  111.,  and  Kenosha, 
Racine  and  Milwaukee,  Wis.,  and  the  day  was  made  a 
gala  occasion.  As  a  result  of  this,  the  number  of  em- 
ployees among  the  trackmen  who  were  not  citizens 
dropped  from  90  per  cent  to  27  per  cent. 

The  educational  work  proved  such  a  success  that  it 
is  being  continued.  A  school  has  been  started  for  fore- 
men and  all  who  desire  to  become  foremen.  Safety 
classes  are  also  held  and  accidents  have  been  reduced 
to  a  minimum  as  a  result  of  education  of  this  sort. 


374 


Electric    Railway    Journal 


Vol.  61,  No.  9 


[^    Association  News  &  Discussions    1 


Mr.  Lieb  Talks  About  Coal  Situation 

Representative  of  the  Utilities  Points  Out  the  Causes  of  the  Problem 

and  Discusses  Remedial  Measures,  Showing  How  the  Expansion 

of  Utility  Service  Tends  Toward  Solution 

AT  THE  February  luncheon  meeting 
.  of  the  New  York  Electrical  League 
on  Feb.  28,  John  W.  Lieb,  vice-president 
New  York  Edison  Company,  and  chair- 
man of  the  joint  fuel  committee  rep- 
resenting the  national  electric  light  and 
power,  railway  and  gas  interests, 
addressed  the  meeting  on  the  outlook 
in  the  coal  situation.  His  primary  intent 
was  to  set  forth  the  way  in  which  the 
electrical  industries  have  been  affected 
by  conditions  in  the  coal  industry  and 
how  they  are  serving  the  nation  in  the 
conservation  of  fuel  and  simplification 
of  its  distribution. 

Working  in  this  direction,  he  first 
undertook  to  show  the  essential  impor- 
tance of  the  utilities,  presenting  some 
statistics  as  to  the  mag^nitude  of  the 
investment  and  the  great  importance  of 
their  service  to  the  public.  He  laid 
great  stress  upon  the  fact  that  the  elec- 
tric, gas  and  street  railway  utilities 
must  function  and  that  for  the  public 
good,  they  should  be  placed  beyond  any 
danger  of  failure  to  obtain  adequate 
quantities  of  proper  fuel. 

Mr.  Lieb  reviewed  the  great  difficul- 
ties the  utilities  have  had  during  the 
past  few  years  in  getting  coal  with 
which  to  keep  up  continuous  operation, 
and  how  the  critical  conditions  in  the 
coal  market  have  practically  nullified 
the  effect  of  coal  contracts  and  have 
forced  abandonment  of  any  pretense  of 
holding  to  any  minimum  specification 
on  coal  analysis.  To  show  how  more 
extended  use  of  central  station  energy 
would  tend  to  improve  the  problem  of 
coal  distribution,  as  well  as  its  con- 
servation, Mr.  Lieb  said  that  isolated 
power  plants  consumed  in  1922  about 
20  per  cent  of  the  total  coal  mined. 
This  was  compared  with  6.7  per  cent 
of  the  total  which  was  consumed  by  the 
utilities,  indicating  the  high  fuel  econ- 
omy of  the  utilities  when  the  relative 
outputs  of  electrical  energy  are  com- 
pared, since  these  utilities  generate 
annually  more  energy  than  the  aggre- 
gate produced  by  all  isolated  industrial 
plants. 

Turning  to  the  mining  operations, 
Mr.  Lieb  said  that  there  was  an  increase 
of  154  per  cent  in  the  number  of  mines 
operated  in  1920  compared  with  the 
number  in  1910,  with  an  increase  in 
annual  capacity  to  over  800,000,000  tons, 
while  the  actual  demand  reaches  only 
from  500,000,000  to  600,000,000  tons. 
This  great  excess  development  of  new 
mines  as  compared  with  output  has  seri- 
ously interfered  with  healthy  conditions 
in  the  coal  business.  The  resultant  irreg- 


ularity of  production  has  been  great; 
thus,  in  Hlinois,  in  1921,  the  average 
number  of  days  per  mine  worked  was 
only  131,  and  for  the  country  as  a 
whole  in  that  year  it  was  149  days. 
Similarly,  the  amount  of  labor  avail- 
able at  the  mines  is  excessive.  About 
74,000  men  were  employed  in  Illinois 
in  1921,  when  42,033  men  could  have 
performed  the  service  by  working  a 
more  reasonable  number  of  days  in  the 
year.  For  the  whole  country  in  the 
same  year,  663,000  mine  workers  were 
employed,  producing  only  415,000,000 
tons,  while  in  1910  to  produce  417,000,- 
000  tons  only  556,000  were  required. 

In  addition  to  this  increase  in  num- 
ber of  miners  employed,  the  average 
annual  output  per  mine  decreased  from 
71,559  tons  in  1910  to  38,612  tons  in 
1920.  This  would  of  course  involve  a 
serious  increase  in  overhead  costs  per 
ton  for  much  of  the  coal  produced. 
Under  any  conditions  the  irregularly 
employed  men  of  the  coal  regions,  plus 
the  extra  expense  of  non-steady  pro- 
duction at  the  mines,  is  reflected  in  the 
excessive  prices  of  coal,  which  have  to 
be  borne  by  the  ultimate  consumer. 

Railways  Seriously  Affected  by 
Overdevelopment  of  Mines 

Mr.  Lieb  then  discussed  the  effect  of 
mine  and  railroad  strikes  on  the  supply 
of  coal  during  the  past  few  years  and 
commented  on  the  enormous  fluctuations 
in  price.  Continuing,  he  said  that  the 
opening  up  of  an  excessive  number  of 
mines  previously  referred  to  had  had 
its  reflection  on  the  railroad  situation, 
making  it  necessary  for  the  railroads 
to  divide  their  available  cars  among 
over  2,900  mines  in  1918  and  6,800  more 


Forthcoming  Meetings  of  Inter- 
est to  Electric  Railway 
Men 

MLarch  12-14 — Oklahoma  Utilities  Asso- 
ciation, Oklahoma  City, 
Okla. 

March  22— New  England  Street  Rail- 
way Club  (annual  meet- 
ing),  Boston.   Mass. 

March  14-15 — Illinois  Electric  Railway 
Association,  Chicago. 

March  19-21 — American  Railway  Asso- 
ciation, Engineering  Divi- 
sion, Chicago. 

March  22-23 — Wisconsin  Utilities  Associ- 
ation, Milwaukee,  Wis. 

May  7-10 — Chamber  of  Commerce  of 
the  United  States.  New 
York. 

May  15-17 — Southwestern  Public  Serv- 
ice Association,  Ft.  Worth, 
Tcx&s 

June  27-29— Central  Electric  Railway 
Association,  Cedar  Point. 
Ohio. 


mines  in  1920  than  would  have  been  nec- 
essary had  the  average  production  per 
mine  in  these  years  been  maintained  on 
the  1910  basis.  Gathering  the  increased 
tonnage  from  a  largely  increased  num- 
ber of  mines  calls  for  vastly  increased 
motive  power,  coal  car  supply  and  man- 
power from  the  railroads  to  serve 
them   all. 

The  number  of  cars  called  for  based 
on  the  rated  ability  of  the  mine  to  pro- 
duce coal  kept  pace  with  the  increased 
number  of  mines  until  for  the  year  1920, 
cars  were  ordered  in  sufficient  number 
to  load  over  830,000,000  tons5— 56  per 
cent  more  than  the  total  consumption 
of  the  country.  In  the  latter  part  of 
1922,  cars  were  called  for  at  the  rate 
of  twice  the  annual  consumption  of  the 
country. 

While  it  is  stated  that,  the  railroads 
have  provided  in  1920,  as  compared  with 
1911,  an  increase  of  42.5  per  cent  in 
tonnage  capacity  of  coal  cars,  55.1  per 
cent  in  new  motive  power  and  tractive 
effort,  and  have  provided  40  per  cent 
increased  investment  in  road  and  equip- 
ment, it  is  nevertheless  true  that  car 
shortage  did  dislocate  the  steady  flow 
of  coal  to  the  consumer,  and  it  may  be 
said,  generally  speaking,  that  car  short- 
age periods  are  closely  related  to  and 
are  the  result  of  labor  trouble  in  both 
coal  and  transportation  industries. 

Mr.  Lieb  said  that  the  inadequacy  of 
car  supply  is  also  intimately  related  to 
the  system  of  mine  ratings  for  car 
assignments  and  it  is  expected  that  the 
federal  coal  commission  may  bring  for- 
ward valuable  suggestions. 

Remedial  Measures  Considered 

Turning  to  remedies  that  have  been 
proposed  to  stabilize  the  coal  business, 
Mr.  Lieb  said  that  as  yet  the  United 
States  Coal  Commission,  after  several 
months  of  intensive  study,  has  not  been 
convinced  that  a  proper  solution  has 
been  found.  One  important  group  of 
those  interested  advocate  in  essence 
that  the  situation  be  allowed  to  work 
itself  out  without  external  government 
or  other  interferences.  Their  conten- 
tion is  that  the  coal  industry,  under 
the  ordinary  laws  of  competition  and  of 
supply  and  demand,  was  as  stable  prior 
to  the  war  and  as  satisfactorily  oper- 
ated as  any  other  industry.  They  claim 
that  the  recent  difficulties  are  an  after- 
math resulting  from  war  conditions, 
and  that  these  will  rectify  themselves, 
with  time.  They  believe,  if  unrestrained 
by  artificial  means,  that  the  excessive 
development  of  mines  will  be  reduced 
in  the  natural  course  of  business  through 
the  less  efficient  schemes  worked  out 
by  competition.  This  in  turn  will  cause 
the  excess  mine  labor  to  enter  other 
pursuits.  The  result  of  such  a  natural 
movement  would,  they  say,  tend  to  in- 
crease the  steadiness  of  the  workings 


March  3,  1923 


Electric    Railway    Journal 


375 


of  the  mines  remaining  and  give  steadier 
employment  to  the  miners.  All  of  this 
would  mean  greater  economy  and  lower 
cost  of  production. 

The  second  suggestion  which  Mr.  Lieb 
said  had  been  made  is  that  the  govern- 
ment itself  purchase  and  operate  the 
mines.  This  plan,  although  vigorously 
and  continuously  promoted  by  a  group 
of  the  more  radically  inclined,  has  been 
quite  universally  condemned  by  the  pub- 
lic on  the  ground  that  government 
ownership  and  operation  have  not 
proved  either  efficient  or  economical  and 
experience  with  the  railroads  under  gov- 
ernment management  has  not  been  such 
as  to  encourage  further  experimenta- 
tion in  that  direction. 

It  is  more  or  less  self-evident  that 
under  government  operation  at  least  a 
large  proportion  of  the  mine  officials 
and  probably  workmen  would  hold  their 
positions  not  primarily  upon  merit,  but 
in  many  cases  because  of  their  indi- 
vidual political  affiliations  and  influ- 
ences. It  has  usually  been  found,  Mr. 
Lieb  said,  that  the  public  is  better 
served  and  better  protected  under  the 
natural  laws  of  business  than  through 
governmental  interference  and  political 
control.  Several  bills  have  already 
been  introduced  in  Congress  having  to 
do  with  the  various  phases  of  govern- 
mental control.  Thus,  one  bill  provides 
that  long-time  coal  contracts  may  be 
recorded  with  the  Interstate  Commerce 
Commission  and  that  when  crises  arise, 
.  a  mine  shall  supply  its  recorded  con- 
tracts with  coal  before  it  supplies  other 
customers.  Another  bill  provides  that 
anthracite  coal  shall  be  graded  into 
classes  and  that  coal  operators  and 
dealers  will  be  subject  to  penalty  for 
shipping  or  selling  coal  which  is  not  in 
conformity  with  the  grade  represented 
or  contracted  for. 

Finally,  plans  have  been  proposed 
whereby,  through  the  extension  of  the 
storage  of  coal  by  all  users,  the  sea- 
sonal variation  of  prices  of  coal  and 
possibly  seasonal  variations  of  freight 
rates,  by  conservation  of  energy  in 
the  use  of  coal,  and  by  simplifying  its 
distribution,  conditions  can  be  mate- 
rially improved. 

Railroads  Should  Store  Coal 

Mr.  Lieb  then  discussed  the  advan- 
tages of  storage  and  pointed  out  that 
the  utilities  have  long  been  practicing 
this  measure  in  an  extensive  way.  In 
fact,  it  was  the  storage  of  coal  by  the 
utilities  in  advance  of  the  strike  of 
1922  which  practically  saved  the  sit- 
uation. Mr.  Lieb  said  that  larger  stor- 
age capacities  for  all  coal  users,  to  be 
filled  in  times  during  the  year  when 
transportation  facilities  are  best  avail- 
able, would  do  much  to  prevent  the 
present  unsatisfactory  fuel  conditions. 
The  railroads  themselves  should,  in  as 
great  measure  as  possible,  haul  and 
store  the  coal  for  their  own  needs. 
They  use  approximately  one-third  of 
the  bituminous  coal  consumed,  and  thus 
they  are  in  an  excellent  position  to  aid 
to  a  much  greater  extent  than  in  the 
past  in  stabilizing  both  the  coal  indus- 
try and  their  own  operations  through 
such  methods. 


Further,  Mr.  Lieb  pointed  out  that 
the  mines  can  in  a  certain  measure 
promote  storage  which  would  prevent 
irregular  daily  production  output  from 
the  mines,  caused  by  variations  in  daily 
.car  supply.  In  many  locations  a  coal 
pocket  holding  from  one  to  two  days 
output  may  be  installed  at  a  moderate 
expense  and  so  arranged  as  to  discharge 
directly  into  the  railroad  cars  with  little 
additional  equipment  and  no  additional 
handling.  Such  a  storage  should  enable 
the  mine  to  run  continually  at  least 
five  days  per  week  and  the  slight  addi- 
tional cost  would  be  largely  overbal- 
anced by  improved  showing  in  the  over- 
head per  ton  of  coal  produced.  The 
overhead  expenses  go  on  while  the  mine 
is  idle. 

These  expenses  amount  to  about 
40  per  cent  of  the  total  cost  of  the 
coal  on  the  car.  Those  mines  which 
have  installed  storage  of  this  kind  find 
that  under  most  conditions  the  car 
supply  is  equalized  and  that  definite 
advantages  result  from  the  practice. 

A  greater  application  of  electrical 
equipment  in  coal  mines  would  also  tend 
to  improve  the  situation,  the  speaker 
said.  As  to  the  possibility  of  locating 
electric  generating  stations  at  the  mine 
mouth,  Mr.  Lieb  said  that  this  was 
possible  only  in  comparatively  few 
cases.  The  project  of  pumping  coal 
through  a  pipe  line  has  been  considered 
by  many  engineers  and  its  feasibility 
has  been  shown,  at  least  theoretically. 
A  proportion  of  50  per  cent  by  volume 
between  material  and  water  can  be 
maintained.  At  10  ft.  per  second,  which 
is  not  excessive,  a  14-in.  pipe  would 
carry  over  7,000,000  tons  of  coal  per 
year,  and  this  delivery  is  independent 
of  the  length  of  the  pipe.  He  said  that 
at  the  present  time  it  is  estimated  that 
the  cost  of  delivering  a  ton  of  coal, 
including  fixed  charges  from  Scranton, 
Pa.,  to  the  New  Jersey  side  of  the  Hud- 
son would  probably  not  exceed  50  cents 
a  ton,  to  which  would  have  to  be  added 
the  ordinary  charges  for  lighterage  and 
handling  in  the  Port  of  New  York. 
Mr.  Lieb  also  touched  upon  the  work- 
ing out  of  super-power  systems  as  tend- 
ing to  solve  the  problem. 

Mr.  Lieb  concluded  his  address  by  an 
appeal  for  the  necessity  of  state  regula- 
tion. Referring  to  the  great  possibil- 
ities which  the  utilities  offer  in  conserv- 
ing coal  and  simplifying  its  distribution, 
he  said  that  it  will  be  impossible  for 
them  to  develop  or  give  good  service 
to  the  public  if  subjected  to  the  harass- 
ing interferences  of  all  of  the  munic- 
ipal or  minor  political  establishments 
through  which  they  may  extend  and  in 
which  they  operate.  Nor  will  such  a 
consummation  as  the  public  desires  and 
the  companies  wish  to  provide  be  pos- 
sible unless  state-wide  regulation  of  a 
broad  and  equitable  character  is  main- 
tained and  the  laws  and  rulings  govern- 
ing the  utilities  are  of  a  helpful  and 
stable  character  and  such  as  to  attract 
the  large  quotas  of  capital  which  it  is 
necessary  to  obtain  each  year  to  pro- 
vide for  the  rapid  extension  of  the  pub- 
lic utilities  in  order  that  they  may  serve 
the  public  adequately,  efficiently  and 
economically. 


Association  in  Maryland 

THE  Maryland  Utilities  Association 
is  the  latest  utility  organization, 
the  initial  meeting  having  been  held  at 
the  Engineers'  Club  in  Baltimore  on 
Feb.  20  and  21.  The  morning  of  Feb. 
20  was  devoted  to  a  general  meeting, 
and  in  the  afternoon  the  association 
divided  into  three  sections :  Electric,  gas 
and  water.  On  Thursday  evening  there 
was  a  banquet  at  which  the  speakers 
were  Governor  Ritchie  of  Maryland, 
W.  R.  Voorhis,  vice-president  American 
Water  Works  &  Electric  Company  and 
Senator  Orlando  Harrison.  On  the 
morning  of  Feb.  21  there  were  also  sec- 
tion meetings  with  papers  and  ad- 
dresses. More  than  170  delegates  were 
present. 

The  officers  of  the  new  organization 
are  as  follows:  President,  Hon.  Emory 
L.  Coblentz,  Frederick;  vice-president, 
Charles  0.  Culver,  Salisbury;  secretary 
and  treasurer,  H.  T.  Connolly,  An- 
napolis. The  board  of  directors  con- 
sists of  six  members  as  follows:  Joseph 
W.  Lynch,  Hagerstown;  Luther  D. 
Shank,  Centreville;  A.  N.  Tawes,  Cris- 
field;  T.  E.  Bullock,  Baltimore;  George 
W.  Woolford,  Cambridge,  and  Louis  H. 
Palmer,  Baltimore. 

Mr.  Coblentz,  the  new  president,  is 
chairman  of  the  board  of  directors  of 
the  Potomac  Public  Service  Company. 

C.E.R.  Accountants  Meet  at  Lima 

FOUR  excellent  papers  were  pre- 
sented at  the  forty-fourth  meeting 
of  the  Central  Electric  Railway  Ac- 
countants' Association,  held  in  Lima, 
Ohio,  Feb.  23  and  24.  The  authors 
were  Robert  R.  Peery  and  J.  B.  Mahan, 
Terre  Haute,  Indianapolis  &  Eastern 
Traction  Company;  A.  R.  Baxter,  In- 
dianapolis &  Cincinnati  Traction  Com- 
pany, and  A.  W.  Heath,  Chicago,  South 
Bend  &  Northern  Indiana  Railway.  Ab- 
stracts of  these  papers  will  be  published 
in  a  later  issue. 

The  following  officers  were  elected 
for  the  coming  year:  President,  Karl  A. 
George,  auditor  Northern  Indiana  Power 
Company,  Kokomo,  Ind.;  first  vice- 
president,  L.  W.  Van  Bibber,  auditor 
Indiana,  Columbus  &  Eastern  Traction 
Company,  Springfield,  Ohio;  second 
vice-president,  J.  P.  Longon,  auditor 
Cincinnati  &  Dayton  Traction  Company, 
Dayton,  Ohio;  secretary-treasurer,  L.  E. 
Earlywine,  Traction  Terminal  Building, 
Indianapolis,  Ind. 

The  executive  committee  elected  com- 
prises: H.  P.  McColgin,  auditor  passen- 
ger receipts  Interstate  Public  Service 
Company,  Indianapolis,  Ind.;  John  Cum- 
mings,  auditor  Wheeling  (W.  Va.)  Trac- 
tion Company;  Tudor  W.  Jones,  auditor 
Union  Traction  Company  of  Indiana, 
Anderson,  Ind.;  H.  0.  Weimer,  auditor 
Winona  Interurban  Railway,  Warsaw, 
Ind. 

It  was  decided  to  hold  the  midsummer 
meeting  at  Cincinnati,  Ohio,  July  27  and 
28.  There  will  be  a  one-day  session  in 
Cincinnati  and  the  association  will  make 
a  trip  by  river  packet  from  Cincinnati 
to  Louisville,  Ky.,  and  from  Louisville 
to  Indianapolis  by  the  Interstate  Public 
Service  Company's  line. 


376 


Electric    Railway    Journal 


Vol.  61,  No.  9 


Wisconsin  Utilities  Association 

THE  Wisconsin  Utilities  Association, 
which  includes  the  gas,  electric  and 
street  railway  companies,  will  hold  its 
annual  meeting  on  March  22  and  23  at 
the  Hotel  Pfister,  Milwaukee.  The  Wis- 
consin State  Telephone  Association  will 
hold  its  sessions  at  the  Wisconsin  Ho- 
tel, March  21,  22  and  23.  A  joint  ses- 
sion of  both  associations  will  be  con- 
ducted at  the  Pfister  on  the  morning 
of  March  23.  It  is  expected  that  nearly 
1,000  utility  men  will  be  present. 

The  program  for  the  joint  session 
■will  include  reports  from  J.  P.  Pul- 
liam,  Milwaukee,  president  of  the  Wis- 
consin Utilities  Association;  Arthur 
Taylor,  Rhinelander,  president  of  the 
Telephone  Association;  John  A.  Pratt, 
Madison,  secretary;  Bruno  Rahn,  Mil- 
waukee, chairman  gas  section;  C.  R. 
Phenicie,  Green  Bay,  chairman  electric 
section;  B.  W.  Arnold,  Oshkosh,  chair- 
man electric  railway  section;  A.  E. 
Gerg,  Fond  du  Lac,  sales  section;  and 
C.  E.  Kohlhepp,  Milwaukee,  accounting 
section. 

James  P.  Barnes,  Louisville,  Ky., 
and  John  B.  Malig,  New  Haven,  Ind., 
will  make  the  principal  addresses. 
Group    luncheons    of    executives,    engi- 


neers, accountants,  superintendents, 
advertising  and  sales  men  will  be  held 
at  noon.  Several  other  speakers  whose 
acceptances  have  not  as  yet  been  re- 
ceived will  be  on  the  general  session 
program. 

Chairman  B.  W.  Arnold  announced 
the  following  program  for  the  electric 
railway  section: 

"Education  of  Electric  Railway  Em- 
ployees," by  Edward  J.  Blair,  Chicago. 
"Pneumatic  Operation  of  Car  Doors 
and  Steps,"  by  Oscar  Broten,  Chicago. 

"Maintenance  Problems  of  Track  and 
Overhead,"  by  Albert  A.  Oldfield,  Osh- 
kosh. 

"Automobile  Street  Car  Collision  Sta- 
tistics," by  R.  M.  Howard,  La  Crosse. 

"Selling  Transportation,"  by  F.  W. 
Shapport,  Chicago. 

"Business  Ethics,"  by  Oscar  Stotzer, 
Milwaukee. 

The  papers  will  be  discussed  by  Dud- 
ley Montgomery,  Madison;  C.  E.  War- 
wick, Green  Bay;  Nels  Rasmussen, 
Wausau;  Clyde  Hedges,  La  Crosse; 
John  St.  John,  Cedarburg;  A.  J.  Goed- 
jen,  Menominee;  C.  C.  Shockley  and 
J.  A.  Phelan,  Rockford;  Joe  Jessart, 
Green  Bay;  H.  G.  Menger  and  J.  H. 
Lucas.   Milwaukee. 


r        American  Association  News         1 


Heavy  Traction 

THE  Engineering  Association  com- 
mittee on  heavy  traction  met  in 
New  York  City  on  Feb.  20,  to  review 
the  progress  made  to  date  on  the  sev- 
eral assignments.  The  committee 
learned  with  satisfaction  that  the  Amer- 
ican Association  executive  committee 
had  made  an  appropriation  to  provide 
for  a  careful  revision  of  the  commit- 
tee's   bibliography   on   heavy   traction. 


This  work  will  be  assigned  to  an  expert 
on  indexing,  and  the  committee  will 
supplement  his  work  by  bringing  the 
bibliography  up  to  date.  The  commit- 
tee feels  that  this  is  one  of  the  most 
important  pieces  of  work  to  which  it 
can  address  itself,  as  a  reliable  and  per- 
manent index  to  important  articles  in 
the  field  will  form  the  basis  for  research 
in  this  subject  and  will  reflect  credit  on 
the  association. 
The  committee  devoted  particular  at- 


On  the  Steps  of  the  Executive  Offices  of 
the  White  House 


The  party  of  electric  railway  men  at 
the  White  House  who  were  received  by 
President  Harding  at  the  time  of  the 
Midyear  Conference  of  the  American 
Electric  Railway  Association  in  Wash- 


ington, Feb.  16.  The  news  of  this  and 
the  names  of  the  men  were  published 
in  the  Feb.  17  issue  of  ELECTRIC  Rail- 
way Journal,  which  contained  the  full 
report  of  the  meeting. 


American  Electric  Rail- 
way Association 
Convention 

It  has  been  decided  that  the  1923 
convention  of  the  American  Elec- 
tric Railway  Association  shall  be 
held  at 

Atlantic  City 

during  the  week  commencing 

October  8 

and  that  there  shall  be  an  exhibit 
of  the  apparatus  and  equipment 
available  for  use  of  the  electric 
railways. 


tention  to  self-propelled  vehicles,  which 
was  the  subject  of  a  comprehensive  re- 
port by  the  1912  committee.  In  view 
of  the  renewed  interest  in  self-pro- 
pelled rail  cars  the  committee  will  bring 
the  data  of  the  earlier  report  up  to 
date  by  sending  out  a  comprehensive 
questionnaire  to  all  known  operators  of 
these  vehicles.  The  list  will  be  com- 
piled with  the  co-operation  of  manufac- 
turers, an  extended  list  of  which  has 
been  compiled.  The  questionnaire  will 
be  complete  enough  to  permit  a  study  of 
the  operating  conditions  of  the  rail-car 
lines,  as  well  as  the  details  of  the 
vehicles.  The  investigation  will  cover 
steam,  oil,  gasoline  and  electric  motive 
power. 

At  the  meeting  progress  was  re- 
ported regarding  the  compilation  of 
data  on  American  and  foreign  electric 
locomotive  development,  and  on  the 
digesting  of  the  results  of  the  work 
which  the  committee  has  performed 
during  recent  years. 

The  meeting  of  the  committee  was 
attended  by  Sidney  Withington,  New 
Haven,  Conn.,  chairman;  J.  M.  Bosen- 
bury,  H.  W.  Coen,  J.  C.  Davidson,  and 
J.  V.  B.  Duer,  Norman  Litchfield  and 
L.  S.  Wells. 


Committee  on  Welded  Rail  Joints 

SUPPLEMENTING  the  report  of  the 
meeting  of  the  committee  on  welded 
rail  joints  and  of  the  executive  com- 
mittee, given  in  last  week's  issue  of 
this  paper,  the  following  additional  in- 
formation will  be  of  interest  to  electric 
railway  men: 

At  the  meeting  there  was  consider- 
able discussion  as  to  the  way  in  which 
the  joints  which  are  to  be  submitted 
for  tests  should  be  made  up.  It  was 
decided  that  joints  for  straight  track 
should  be  made  under  service  condi- 
ditions  wherever  possible,  and  in  cases 
where  this  is  not  possible  a  detailed 
description  of  the  actual  condition  is  to 
be  furnished  to  the  committee.  The 
test  joints  are  to  be  made  early  this 
spring. 

The  tensile  and  conductivity  tests  are 
to  be  made  at  the  United  States  Bureau 
of  Standards  in  Washington,  the  drop 
tests  at  the  University  of  Illinois,  Ur- 
bana,  and  the  bending  tests  at  Purdue 
University,  Lafayette,  Ind. 


March  3,  1923 


Electric    Railway    Journal 


377 


r         Maintenance  of  Equipment         1 


Oeaning  Armature  Coils 
by  Boiling 

THE  problem  of  cleaning  used 
armature  coils  has  been  one  that 
has  puzzled  most  armature-room 
foremen  and  master  mechanics. 
Aside  from  the  time  and  labor  re- 
quired by  the  scraping  method,  the 
danger  of  damaging  the  coil  through 
the  use  or  misuse  of  a  sharp  tool 
also  arises.  With  the  old  method, 
two  men,  usually  helpers,  would  strip 
what  mica  was  possible  from  the  bars 
and  then  scrape  the  remainder  off 
with  putty  knives  or  special  chisels. 
In  a  new  process,  as  used  at  the 
shop  of  the  Metropolitan  West  Side 
Elevated  Railway,  the  coils  are 
stripped  as  before.  They  are  then 
placed  in  a  boiling  vat  heated  by 
steam.  A  solution  of  "Okite"  and 
water,  5  lb.  of  Okite  to  10  gal.  of 
■water,  is  used  as  the  cleaning  agent. 
Boiling  for  five  hours,  wiping  with 
a  soft  cloth  and  drying  in  an  oven  is 
all  that  is  necessary.  No  damage  is 
done  to  the  coils  and  much  labor  is 
saved.  This  process  has  been  used 
on  commutator  segments  with  equal 
success  and  a  corresponding  saving 
in  labor.  From  information  obtain- 
able, labor  time  required  for  hand 
scraping  a  set  of  coils  is  forty-eight 
man-hours,  that  is,  two  men  working 
three  days,  while  that  required  for 
the  boiling  process  is  one  and  one- 
half  man-hours. .  The  one  and  one- 
half  hours  for  one  man  represents 
labor  time  required  to  strip  coils, 
handling  to  and  from  boiler,  wiping, 
handling  to  and  from  oven,  and  pre- 
paring for  tape  machine.  This 
means  a  total  of  six  and  one-half 
hours  from  start  to  finish  of  process 
compared  with  three  days  for  two 
men  in  the  old  process.  It  has  been 
found  that  coils  and  bars  subject  to 
this  process  take  tinning  more  read- 
ily than  scraped  ones. 


pressor  motors  are  used  in  connec- 
tion with  the  forge.  One  of  these 
drives  a  fan  which  furnishes  the 
draft  for  the  fire  and  the  other  drives 
the  fan  which  draws  off  the  smoke 
through  the  hood.  The  two  motors 
are  controlled  through  a  single 
switch,  so  that  both  drafts  are  al- 
ways furnished  simultaneously  and 
there  is  only  one  operation  to  bother 
about.  The  blacksmith  has  his  sup- 
ply of  coal  in  a  bin  out  of  doors,  with 
an  opening  through  the  wall  handy 
to  the  forge.  This  opening  is  closed 
with  a  slide. 


Old  Compressor  Motors 
Useful 

IN  THE  maintenance  shops  of 
the  Eastern  Massachusetts  Street 
Railway  in  Fall  River  the  corner 
occupied  by  the  blacksmith  contains 
several  interesting  stunts.  One  is 
the  way  in  which  two  retired  com- 


Board  Shows  the  Location 
of  Cars 

THE  accompanying  illustration 
shows  a  type  of  board  that  is 
mounted  on  the  wall  of  the  master 
mechanic's  oflSce  for  the  New  York 
&  Harlem  Railroad.  This  is  adjacent 
to  the  master  mechanic's  desk  and  in- 


BiUl 

mil 

KH 

i  •♦•%F 

,  '    '■ 

Board  SIiowh  Location  of  Kiilliiiff  Stock 

dicates  the  location  of  all  cars  under 
his  supervision.  The  board  is  divided 
so  as  to  indicate  the  various  shops, 
and  the  cars  are  indicated  by  1-in. 
diameter  fiber  tags  which  have  the 
car  number  stamped  on  them.  These 
have  a  small  hole  so  that  they  can  be 
hooked  over  small  hooks  on  the 
board.  These  tags  are  also  used  to 
show  other  information  than  the  car 
numbers.  Thus,  the  painting  of  the 
cars  is  indicated  by  changing  the 
color  of  the  tags  as  the  cars  are  re- 
painted, and  where  cars  are  renum- 
bered the  old  number  is  placed  on  one 
side  of  the  tag  and  the  new  number 
on  the  other.  Space  on  the  board  is 
provided  so  that  service  cars  are  kept 


separate  from  passenger  cars.  The 
board  has  glass  doors  and  when 
mounted  on  the  wall  presents  an 
attractive  appearance.  It  is  a  great 
convenience  for  keeping  track  of  the 
location  of  cars. 


Roller-Link  Chain  Found 
Economical  on  Conveyor 

MORE  than  seventeen  years  ago 
the  Market  Street  Railway,  San 
Francisco,  opened  a  rock  quarry  at 
Daly  City,  one  of  the  outlying  dis- 
tricts reached  by  the  system,  where 
rock  has  been  quarried  and  crushed 
ever  since  for  the  ballasting  and  pav- 
ing done  by  this  company.  As  first 
installed,  the  120-ft.  continuous 
bucket  elevator  used  in  elevating 
rock  from  the  crusher  pit  to  the  top 
of  the  bunkers  was  operated  on  a 
malleable  iron  chain.  The  heavy  duty 
proved  too  much  for  this  type  of 
chain  and  the  plant  was  subject  to 
frequent  shut-downs  while  the  chain 
was  being  repaired. 

When  breaks  occurred  at  the  top 
the  elevator  was  precipitated  into  the 
pit  below,  and  in  the  absence  of 
facilities  for  overhead  tackle  the  only 
means  of  reassembly  was  to  take  it 
apart  into  five-bucket  sections,  which 
one  man  could  carry  up  the  ladder. 
By  this  slow  process  the  elevator 
was  again  assembled  from  the  top 
down. 

In  1906  the  original  chain  was  re- 
placed with  a  steel  double-link  chain 
in  which  each  unit  consists  of  two 
links  with  the  shaft  or  pin  encircled 
by  a  bushing  and  a  roller,  known  as 
a  steel-thimble,  roller  chain.  This 
type  of  chain  has  been  in  practically 
continuous  service  for  sixteen  years, 
and  though  the  first  cost  was  com- 
paratively high,  the  advantage  of 
avoiding  delays  due  to  breakage  and 
the  low  maintenance  cost  have  made 
this  type  of  chain  highly  economical 
in  the  long  run. 

The  manufacturer  has  long  since 
discontinued  making  this  particular 
size  of  chain,  but  replacements  are 
readily  made  up  in  the  shop  of  ft  x 
IJ-in.  links,  punched  cold  from  strap- 
iron.  Special  pins  are  used  with 
bushings  and  rollers  cut  from  cold 
rolled  tubing  of  two  sizes.  Links  are 
made  up  as  needed  so  as  to  keep  a 
supply  always  on  hand. 


378 


ELECTRIC    Railway    Journal 


Vol.  61,  No.  9 


Straightening  Bent 
Armature  Shafts 

THE  armature  shafts  of  railway 
motors  sometimes  become  bent 
due  to  the  breaking  of  pinions  or  to 
some  abnormal  condition.  The  ac- 
companying illustration  shows  a 
rigging  used  by  the  Eighth  Avenue 
Railroad,  New  York,  N.  Y.,  for 
straightening  its  armature  shafts. 
The  armature  is  first  placed  in  the 
lathe  centers  and  is  chalked  to  in- 
dicate the  place  where  the  shaft  is 
sprung.  The  rigging  used  for 
straightening  is  then  attached  with 
the  armature  still  remaining  in  the 
lathe. 

The  equipment  used  for  the 
straightening  consists  of  a  60-lb. 
plain  girder  rail  which  extends 
lengthwise  of  the  armature.  Over 
the  ends  of  this  are  placed  two  stir- 
rups which  pass  around  the  end  of 
the  armature  shaft.  A  clamping 
support  is  fastened  to  the  middle  of 
the  plain  girder  rail  so  that  the 
entire  equipment  can  be  suspended 
from  a  chain  hoist.  When  the  rig- 
ging has  been  brought  up  tight  so 
as  to  take  out  all  slack  at  the 
stirrups  and  to  remove  any  strain 
from  the  lathe  centers  a  screw  jack 
with  right  and  left  hand  threads  is 
used  for  the  straightening.  A  col- 
lar is  placed  over  the  armature  shaft 
on  the  pinion  seat  or  taper  so  that 
the  stirrup  will  not  slip.  The  jack 
is  placed  between  the  point  where 
the  shaft  is  bent  and  the  girder  rail. 
The  jack  used  by  the  Eighth  Avenue 


Railroad  has  twelve  threads  to  the 
inch,  and  sufficient  pressure  to 
straighten  the  worst  cases  can  be  ob- 
tained by  using  a  rod  approximately 
3  ft.  long  for  the  turning  of  the  jack. 
As  the  most  severe  strains  come  at 
the  pinion  end  of  the  armature  shaft, 
this  end  is  the  one  which  is  usually 
bent. 


Spot- Welded  Fastenings  Im- 
prove Wheelbarrow  Design 

REPAIR  of  wheelbarrows  in  the 
shops  of  the  Market  Street  Rail- 
way, San  Francisco,  drew  attention 
to  the  fact  that  frequent  breaks  were 
due  to  a  weak  spot  in  the  1-in. 
wrought  iron  pipe  frame  where  holes 
are  drilled  for  the  bolts  that  hold  the 
frame  together.  In  making  renewals 
pipe  of  extra  heavy  thickness  is  used 
and  instead  of  drilling  holes  for  bolts 
at  the  weak  point  a  collar  is  there 
spot-welded  onto  the  pipe.  Thus,  by 
eliminating  four  bolt  holes,  the  re- 
sultant construction  is  considerably 
stronger  and  more  serviceable  than 
equipment  purchased  new. 

On  the  wheelbarrow  shown  in  the 
accompanying  illustration  only  the 
pan  and  the  wheel  were  bought  for 
the  purpose,  all  the  other  parts  being 
made  up  from  material  previously 
made  up  from  material  salvaged 
from  obsolete  or  worn  out  equipment. 

Work  of  this  sort  would  be  eco- 
nomical only  during  slack  time  and 
with  comparatively  low-cost  labor. 
However,  it  is  pointed  out  that  when 
men  have  been  in  the  mechanical  de- 


StralKhtentnr  an  Armature  Shaft  of  a  Railway   Motor 


Wlirelbarron-  P'rainework  Constmcted  In 
Kalln-ay   Shop 

partment  long  enough  to  earn  a  pen- 
sion, minor  work  of  this  character 
fits  the  case  very  well  and  becomes 
profitable  for  both  employer  and 
employee. 

Making  Thermit  Compro- 
mise Welds 

THERMIT  compromise  rail  welds 
can  be  made  in  the  track  or  in 
the  shop.  Where  large  quantities 
are  desired  of  the  same  style,  it  pays 
to  obtain  special  patterns  and  mold 
boxes  in  order  to  facilitate  the  mak- 
ing of  the  weld.  Where,  however, 
only  a  few  are  required  or  where 
various  combinations  are  required  a 
wax  pattern  can  be  applied  directly 
to  the  rail  and  the  mold  rammed 
against  it.  The  wax  pattern  should 
conform  as  closely  as  possible  in 
shape  to  the  aluminum  pattern  or- 
dinarily supplied  for  rail  welding  and 
is  easily  shaped  by  hand. 

A  very  simple  and  efficient  way  of 
making  a  wax  pattern  is  to  melt  the 
wax  in  a  suitable  pan  to  a  liquid 
stage,  1  in.  thick.  This  is  allowed 
to  cool  until  the  top  surface  has  be- 
come solid.  The  lower  part  will  still 
be  plastic.  This  is  cut  into  strips  2 
in.  vdde  and  is  applied  around  the 
rail  ends. 

The  wax  will  be  sufficiently  soft  to 
be  easily  manipulated  by  hand  to  the 
desired  shape  and  thickness  for  the 
weld.  It  is  advisable  to  imbed  a  cord 
about  J  in.  thick  in  the  wax,  leading 
from  the  riser  to  the  heating  gate. 
This  cord  can  be  pulled  out,  leaving 
a  vent  hole,  which  greatly  facilitates 
the  melting  of  the  wax  during  the 
preheating.  A  regular  sand  mold  can 
then  be  rammed  around  the  wax  pat- 
tern, using  wooden  patterns  for  pour- 
ing  gate,    riser    and    heating   gate. 


March  3,  1923 


Electric    Railway    Journal 


379 


The  preheating  melts  out  the  wax 
and  leaves  the  mold  ready  to  receive 
the  Thermit  steel  as  soon  as  the 
rails  are  red  hot.  The  rest  of  the 
operation  is  the  same  as  in  the  case 
of  the  regular  rail  weld. 

The  quantity  of  Thermit  required 
can  be  calculated  from  the  weight  of 
the  wax  used  in  the  pattern.  It  is 
best  to  weigh  the  wax  before  start- 
ing and  weigh  what  is  left  over,  the 
difference  being  the  amount  in  the 
pattern  itself.  Allow  20  lb.  of  Ther- 
mit rail  welding  mixture  to  each 
pound  of  wax. 


Large  Assortment  of  Self- 
Centering  Chucks 

THE  accompanying  illustration 
shows  a  rack  with  eleven  self- 
centering  chucks  for  holding  arma- 
ture bearings  while  they  are  being 


A  Ruck  with  A'nriouN-Slzed  ChuckH 

Ih  Located  t'onveiiiently 

to  the  Liatlie 

machined.  These  are  used  in  the 
shops  of  the  United  Railwaj's  of  St. 
Louis,  where  equipment  for  about 
125  cars  is  maintained.  The  rack 
is  adjacent  to  the  lathe  used  for  turn- 
ing armature  bearings  and  the  type 
of  chuck  used  is  the  same  as  de- 
scribed in  the  Electric  Railway 
Journal  for  Jan.  20,  1923,  page  129. 


Improved  Mechanical  Soot 
Blower 

IT  IS  common  practice  to  overload 
boilers  continuously  and  force 
them  over  high  peaks  during  emer- 
gencies. Because  of  this  they  must 
not  only  be  provided  with  sufficient 
combustion  space  but  the  boiler  tubes 
must  be  kept  clean.  Since  the  fur- 
nace temperature  ranges  all  the  way 
from  2,000  to  2,800  deg.  F.  it  is  plain 
that  the  problem  of  developing  a  soot 
blower  element  that  will  stand  up 
under  this  high  temperature  is 
important. 

Most  of  the  steam  is  generated  in 


ROLLER  a.  THRUST  BEARING.,    AIR  tNLET 


that  portion  of  the  boiler  where  heat 
is  most  intense,  directly  "in  sight 
of"  the  fire.  It  is  absolutely  neces- 
sary that  the  tubes  in  this  portion 
be  kept  free  from  soot.  To  keep 
these  tubes  clean  one  or  more  soot- 
blower  elements  must  be  placed  close 
enough  to  reach  and  thoroughly 
clean  them  all.  This  means  that 
these  elements  must  be  able  to  resist 
unusually  high  temperatures.  The 
Bayer  Company,  St.  Louis,  Mo.,  has 
developed  a  revolving  soot-blower 
element  that  overcomes  the  tempera- 
ture difficulty  by  use  of  monel  metal 
and  has  other  valuable  features. 
The    interior    steam    element    is 


Likewise,  the  outer  monel-metal  sec- 
tional air  tube  is  kept  at  a  compara- 
tively low  temperature  by  the  cooling 
effect  of  the  circulating  air  passing 
through  and  within  it. 

Recently  it  was  pointed  out  by  the 
manufacturers  of  monel  metal  that 
there  are  eight  widely  used  commer- 
cial metals :  Copper,  zinc,  aluminum, 
iron,  steel,  lead,  bronze  and  monel 
metal.  Of  these  metals,  acid  destroys 
copper,  zinc  and  aluminum;  oxygen 
corrodes  iron  and  steel;  heat  weak- 
ens lead.  Monel  metal  resists  all  of 
these  destructive  forces,  resists 
nearly  all  acids  as  well  as  oxidation 
and  is  able  to  resist  hot  sulphurous 
gases  in  the  combustion  chamber. 

For  these  reasons,  a  sectional 
monel-metal  protecting  tube  called 
an  "air  tube"  and  monel-metal 
nozzles  are  used  on  this  new  blower. 
The  danger  of  oxidation  of  the  air 
tube  is  thus  eliminated  and  the  noz- 
zles will  not  corrode,  nor  will  they 
wear  away  because  of  wire  drawing. 
To  take  care  of  expansion,  ample 
space  is  provided  for  each  nozzle 
where  it  projects  through  the  outer 
tube.  The  outer  tube,  also,  is  joined 
together  by  means  of  expansion 
sleeves  to  allow  for  expansion  and 
contraction. 

An  additional  feature  of  the  Bayer 
blower  is  the  valve-in-head  construc- 
tion. By  placing  the  valve  in  the 
head  time  is  saved  for  the  operator 
and  it  automatically  opens  and  closes 
at  the  proper  points  with  the  rotat- 
ing of  the  element. 

A  cap  at  the  bottom  of  the  blower 
head  gives  access  to  the  valve  mech- 
anism. This  cap  is  easily  removed 
and  replaced.  The  two  stuffing 
boxes  in  the  blower  can  be  readily 
packed  without  disturbing  any 
other  part  and  the  valve  is  so  located 
in  the  blower  head  that  steam  con- 
densation cannot  accumulate  above 
the  valve. 


Principal 
Farts 

of 

New 

Soot 

Blower 


fLANSE  COMNECTION' 


OPt BATING  CHAIN 


locked  in  a  central  position  within 
the  outer  or  sectional  monel-metal 
air  tube  so  that  both  the  interior 
steam  element  and  the  outer  sec- 
tional air  tube  revolve  as  one  element. 
The  inner  steam  element  is  kept  free 
from  the  high  furnace  temperatures 
by  a   liberal   circulating  air   space. 


The  elements  can  be  rotated  in 
either  direction,  which  is  an  exclu- 
sive feature  and  another  advantage. 
The  steam  jets  are  blown  within  a 
predetermined  arc,  making  it  impos- 
sible to  blow  except  where  necessary. 

The  entire  head  is  free  to  expand 
or  contract  with  change  in  tempera- 
ture and  with  the  expansion  and  con- 
traction of  the  boiler  walls  or  the 
pipe  lines.  Working  parts  are  pro- 
tected from  the  grit  and  dust  of  the 
boiler  room  by  the  head  casing. 


380 


Electric    Railway    Journal 


Vol.  61,  No.  9 


(^  TheNews  of  the  Industry J 


New  Plan  Submitted 

International    Railway    Head    Proposes 

Contract  Providing  for  Operation 

Under  Service-at-Cost 

Herbert  G.  Tulley,  president  of  the 
International  Railway,  Buffalo,  N.  Y., 
has  submitted  to  Mayor  Frank  X. 
Schwab  and  members  of  the  City  Coun- 
cil an  outline  of  a  proposed  city-com- 
pany contract  providing  for  a  service- 
at-cost  system  on  the  Buffalo  lines  of 
the  International.  The  plan  would  re- 
establish the  basic  5-cent  fare  with  free 
transfers,  but  the  fare  would  be  based 
upon  a  sliding  scale,  dependent  upon  re- 
ceipts, with  a  7-cent  fare  and  a  1-cent 
transfer  as  the  maximum  rate. 

Administration  of  the  city-company 
contract  would  be  under  the  direction 
of  a  transit  commissioner  to  be  ap- 
pointed by  the  Mayor,  the  salary  and 
expenses  of  the  office  to  be  paid  by  the 
traction  company.  The  plan  of  Presi- 
dent Tulley  provides  that  the  rate  of 
fare  would  be  governed  by  the  status 
of  a  proposed  fare  regulation  fund  simi- 
lar to  the  Cleveland  plan.  The  fund 
would  be  $500,000.  When  the  fund 
reaches  $750,000  fares  would  be  re- 
duced, but  to  no  lower  than  5  cents,  and 
when  the  fund  drops  to  $250,000,  the 
rate  of  fare  would  go  up,  but  to  no 
higher  than  7  cents  with  a  1-cent  trans- 
fer. 

Nine  per  Cent  Return  Asked 

The  standard  rate  of  return  to  the 
International  under  the  proposed  con- 
tract would  be  9  per  cent  per  annum. 
The  valuation  of  the  company  would  be 
determined  with  cost  of  additions  and 
betterments  added.  All  extensions 
would  be  built  with  city  money,  the 
company  to  pay  the  city  the  interest 
and  sinking  fund  charges.  There  would 
be  no  special  franchise  tax  and  no 
charge  for  snow  removal  or  paving  to 
be  paid  by  the  company.  It  is  esti- 
mated this  saving  to  the  company 
from  the  elimination  of  these  charges 
would  be  more  than  $1,000,000  a  year. 

No  part  of  the  company's  interurban 
revenues  and  no  part  of  the  interurban 
expenses  for  wages  of  crews  or  main- 
tenance of  equipment  would  be  included 
under  the  contract.  All  accounts  would 
be  kept  as  specified  by  the  Public  Serv- 
ice Commission  and  the  surplus  to  be 
credited  to  the  proposed  fare  regulation 
fund.  All  deficits  would  be  made  good 
from  the  fare  regulation  fund.  Any 
disagreement  between  the  city  and  com- 
pany under  the  contract  would  be  ad- 
justed by  a  board  of  arbitrators,  one 
member  appointed  by  the  city  and  one 
by  the  company,  these  two  choosing  the 
third,  and  the  expenses  of  such  a  board 
would  be  divided  between  the  city  and 
company. 

Members   of  the  City   Council  with 


the  exception  of  Frank  C.  Perkins, 
Commissioner  of  Public  Affairs  and  the 
Socialist  member  of  the  board,  have  re- 
fused to  comment  upon  the  plan  until 
they  have  made  a  careful  examination 
of  all  phases  of  the  situation.  Mr.  Per- 
kins, however,  says  that  by  not  charg- 
ing the  company  any  paving  costs, 
snow  removal  expenses  and  franchise 
tax,  the  International  would  have  the 
best  of  the  bargain. 

Buffalo  newspapers  are  divided  in 
commenting  editorially  upon  the  plan. 
The  Commercial  says  the  plan  is  too 
much  like  the  cost-plus  plan  in  effect 
during  the  war,  while  other  newspapers 
believe  that  much  is  to  be  gained  by  the 
city  under  such  a  contract. 


Trainmen's  Wages  Increased 
in  Milwaukee 

An  increase  of  5  cents  an  hour  in  the 
wages  of  all  trainmen  employed  by  the 
Milwaukee  Electric  Railway  &  Light 
Company  since  May  1,  1921,  went  into 
effect  on  Jan.  1,  1923.  The  men  em- 
ployed since  May  1,  1921,  will  now 
receive  the  following  wages: 


CITY  OPERATION 

Conductors  Cents 

First  year  <5 

Second  year 47 

Third   year    49 

B^ourth   year   and   thereafter 51 

Motormen  Cents 

First  year 50 

Second  year 52 

Third  year .' 54 

Fourth   year   and   thereafter 56 


All  men  will  now  receive  time  and  a 
half  for  more  than  ten  hours  work. 

The  city  trainmen,  both  conductors 
and  motormen,  who  were  in  the  employ 
of  the  company  prior  to  May  1,  1921, 
continue  to  receive  their  former  rate  of 
wages  which  is  50  cents  during  the  first 
year,  53  cents  during  the  second  year 
and  56  cents  during  the  third  year  and 
thereafter.  The  majority  of  these  men 
have  been  receiving  56  cents  an  hour 
and  now  are  receiving  that  rate.  The 
interurban  men  receive  2  cents  an  hour 
additional  over  city  rates  and  the  one- 
man  car  operators  and  city  bus  opera- 
tors receive  5  cents  an  hour  additional. 
In  addition  all  men  receive  a  bonus 
which  varies  according  to  the  revenue, 
freedom  from  accidents,  amount  of 
power  saving  and  a  number  of  other 
factors. 

The  scales  previously  mentioned  were 
fixed  after  negotiations  between  the 
company  and  committee  of  employees 
selected  by  secret  ballot  representing 
the  transportation  employees  of  the 
Employees'  Mutual  Benefit  Association 
of  the  company.  These  negotiations  are 
conducted  semi-annually,  thus  permit- 
ting of  frequent  adjustments  of  wages 
and  working  conditions  to  meet  in- 
creases or  decreases  in  cost  of  living. 


Plans  Unification 

Railroad  Commission  Wants  Survey  of 

Los   Angeles   Railway    Systems   to 

Eliminate  Traffic  Congestion 

The  California  State  Railroad  Com- 
mission recently  made  an  official  request 
to  the  City  Council  of  Los  Angeles 
asking  the  municipal  authorities  to  ad- 
vise the  commission  of  its  desire  to  take 
part  in  the  preliminary  work  looking 
toward  a  survey  of  the  lines  of  the 
Los  Angeles  Railway  and  the  Pacific 
Electric  Railway  under  the  contemplated 
plan  for  the  unification  of  the  two  prop- 
erties. The  same  communication  was 
also  sent  by  the  commission  to  both 
railway  companies  setting  forth  the 
purpose  of  the  proposed  survey. 

In  the  commission's  activities  during 
the  past  three  years  in  its  service  sur- 
veys of  the  railway  transportation  prob- 
lem for  the  city  of  Los  Angeles  it  devel- 
oped several  months  ago  that  the  com- 
mission offered  a  suggested  plan  of  the 
unification  of  the  two  railways. 

Unified  Operation  Suggested 

When  a  survey  of  these  two  lines  has 
been  completed  and  a  valuation  of  the 
properties  fixed  it  is  expected  that  the 
commission  will  finally  recommend  one 
of  three  plans: 

That  the  Pacific  Electric  Railway  pur- 
chase the  Los  Angeles  Railway  lines 
that  actually  serve  as  "feeders"  to  the 
Pacific  Electric  Railway  company's  sys- 
tem of  local  lines  in  the  Hollywood 
district  of  Los  Angeles;  that  the  Los 
Angeles  Railway  acquire  the  Hollywood 
lines  of  the  Pacific  Electric,  or  that 
the  city  of  Los  Angeles  purchase  the 
Hollywood  lines  of  both  companies. 

The  unified  operation  of  the  two  rail- 
ways in  Los  Angeles  is  suggested  by 
the  commission  for  the  purpose  of  re- 
lieving the  present  traffic  congestion. 

The  surveys  of  the  two  systems  to  be 
conducted  by  the  commission's  engineers 
are  under  agreement  with  the  railways 
and  in  co-operation  with  the  Board  of 
Public  Utilties.  The  proposed  surveys 
by  the  commission  are  to  be  at  the 
expense  of  the  railways.  The  commis- 
sion intends  to  hold  a  conference  for 
the  purpose  of  discussing  these  issues 
just  as  soon  as  an  agreement  of  all 
concerned  to  the  proposed  study  and 
survey  is  received  by  the  commission. 

On  Feb.  10  the  Board  of  Public  Util- 
ities held  a  hearing  on  the  matter  of 
transportation  conditions  in  the  Holly- 
wood district  and  various  associations 
from  Hollywood  petitioned  the  board 
to  take  the  necessary  action  to  better 
the  service.  Demands  were  made  for 
extension  of  the  Los  Angeles  Railway 
lines  into  the  Hollywood  district.  The 
question  was  again  reviewed  as  to  who 
had  the  power  to  order  these  lines 
extended,  as  it  had  been  previously  con- 


March  3,  1923 


Electric    Railway    Journal 


3&1 


tended  that  only  the  railroad  commis- 
sion had  such  power  and  not  the  Los 
Angeles  Board  of  Public  Utilities.  It 
was  also  urged  upon  the  board  that 
prompt  action  be  taken  to  obtain  trans- 
fers between  the  cars  of  the  two  rail- 
ways. 

Home  Rule  Talk  Again 

In  the  matter  of  fares  charged,  as 
discussed  at  the  hearing  before  the 
board,  Commissioner  Kennedy  of  ths 
board  stated  that  it  was  the  plan  in  the 
near  future  to  circulate  petitions  with 
a  view  to  taking  out  of  the  hands  of  the 
commission  the  power  of  fixing  the  rates 
of  fare  as  charged  on  the  local  lines  in 
Los  Angeles.  The  city  held  this  power 
at  one  time,  but  some  years  ago  voted 
at  an  election  an  amendment  to  its 
charter  placing  such  responsibilities  and 
powers  with  the  commission.  Com- 
missioner Kennedy  stated  that  when 
this  power  is  returned  to  the  city  the 
Board  of  Public  Utilities  would  see  that 
there  is  no  discrimination  in  the  fares. 

The  City  Council  plans  to  take  imme- 
diate action  regarding  the  survey  of 
transportation,  having  referred  the  invi- 
tation of  the  commission  on  this  matter 
to  the  Board  of  Public  Utilities. 

At  various  of  the  recent  motor  bus 
hearings  and  hearings  on  the  trans- 
portation conditions  in  Los  Angeles  it 
was  brought  out  by  the  board  that  the 
matter  of  unifying  the  two  railway 
properties  could  not  be  taken  under 
advisement  until  the  proposed  survey 
of  the  properties  had  been  concluded 
by  the  Railroad  Commission. 


Company  Will  Take  Further 
Action 

Decision  of  the  United  States  Cir- 
cuit Court  of  Appeals  in  San  Fran- 
cisco recently  denying  a  rehearing  of 
the  Puget  Sound  Light  &  Power  Com- 
pany's so-called  specific  performance 
suit  against  the  city  of  Seattle  will  be 
opposed  by  the  company  in  one  more 
action.  The  suit  was  to  compel  the 
city  to  pay  the  bonded  indebtedness  of 
its  car  line — and  interest — on  the  bonds 
from  the  general  funds  of  the  city 
if  necessary  rather  than  from  the 
earnings. 

J.  B.  Howe,  attorney  for  Stone  & 
Webster  interests,  states  the  company 
will  sue  for  a  writ  of  certiorari  in  the 
United  States  Supreme  Court  within 
the  next  three  months.  If  the  writ  is 
granted  the  case  will  again  come  up  for 
review. 

The  original  action  by  the  power 
company  was  brought  in  the  United 
States  District  Court.  Judge  E.  E. 
Cushman  of  that  court  held  for  the 
plaintiff  that  the  city  be  required  to 
meet  the  bonded  indebtedness  on  its 
car  lines  from  a  special  fund  main- 
tained for  that  purpose,  even  at  the 
expense  of  the  city's  general  fund.  The 
city  appealed  to  the  United  States  Cir- 
cuit Court  of  Appeals  and  the  ruling  of 
Judge  Cushman  was  reversed.  The 
company  then  appealed  for  a  rehear- 
ing. This  has  now  been  denied  in  the 
San  Francisco  court. 


Governor's  Measure 
Presented 

Right  Would  Be  Conferred  on  Cities  to 

Regulate  Utilities  in  Their 

Boundaries 

Governor  Smith's  own  feature  bill, 
which  is  supposed  to  embody  a  solu- 
tion of  the  home  rule  reg:ulation  of 
public  utilities  in  New  York  and  afford 
a  panacea  for  all  local  civic  ills,  is 
embodied  in  a  measure  introduced  in  the 
New  York  State  Legislature  on  Feb. 
27.  This  measure  has  been  drawn  in 
accordance  with  recommendations  con- 
tained in  the  Governor's  initial  message 
to  the  Legislature  and  confers  almost 
mandatory  jurisdiction  upon  all  cities 
of  the  State  to  regulate  their  own  pub- 
lic utilities  —  mandatory  that  they 
assume  such  responsibility  of  juris- 
diction, unless  by  a  resolution  of  its 
governing  board,  approved  by  the 
Mayor,  such  city  elect  to  have  the 
public  utilities  in  the  city  regulated  by 
the  State  Public  Service  Commission. 

The  newly  created  bodies  are  to  be 
called  "city  public  utilities  commis- 
sions." Christened  with  this  official 
title,  their  term  of  office  and  compen- 
sation are  left  to  the  judgment  of 
the  governing  board  of  each  city,  which 
may,  if  it  see  fit,  require  an  existing 
body  or  officer  within  such  city,  not 
necessarily  an  appropriate  body  or 
officer,  to  act  as  such  a  city  utilities 
commission. 

This  is  the  bill  which  has  been  under 
discussion  for  the  past  two  weeks  and 
has  been  all  ready  for  introduction  a 
couple  of  times,  but  each  time  has  been 
withdrawn  for  repairs,  once  at  the 
suggestion  of  corporation  counsels  from 
the  up-state  cities.  Now  it  is  in  such 
shape  as  to  be  satisfactory  to  the  larger 
up-state  cities,  especially  Buffalo  and 
Syracuse. 

Municipal  Ownership  Provision 
Included 

The  notable  feature  of  the  bill  is  it 
allows  local  regulation  of  all  of  that 
portion  of  a  utility  lying  wholly  within 
a  city,  except  that  the  power  is  reserved 
to  the  State  Public  Service  Commission 
of  establishing  and  enforcing  through 
rates  or  charges  for  services  rendered 
whether  alone  or  in  conjunction  with 
any  other  corporation  by  any  utility 
not  wholly  within  a  city;  to  prescribe 
a  uniform  system  of  accounts;  to  re- 
quire the  filing  of  schedules  and  tariffs; 
or  to  approve  the  issuance  of  stocks  or 
bonds  by  all  public  utilities. 

As  the  Democrats  see  the  bill  through 
their  political  spectacles  absolute 
authority  is  conferred  by  the  measure 
upon  each  city  to  regulate  each  and 
every  public  utility  to  the  extent  that 
the  utilities  operate  within  the  boun- 
daries of  such  city.  A  statement  made 
by  the  proponents  of  the  bill  says : 

The  measure  gives  to  cities  in  tiie  broad- 
est possible  sense  optional  home  rule  of 
public  utilities,  but  provides  If  the  govern- 
ing board  of  a  city  does  not  wish  to  func- 
tion under  the  law,  or  wishes  to  regulate  one 
or  more,  but  not  all  utilities  within  such  a 
city,  it  may  pass  a  resolution  with  the  ap- 
proval  of   the    mayor,    specifying   just   the 


kind  of  utilities  it  elects  not  to  regulate,  if 
any,  and  whatever  utilities  it  elects  not  to 
regulate,  the  state  commission  will  regulate 
as  now  provided.  A  city  may  change  the 
regulatory  jurisdiction  of  the  utilities  oper- 
ated within  its  boundaries  at  any  time, 
either  from  state  to  city  or  from  city  to 
state. 

Tliese  are  the  salient  provisions  of  the 
bill.  Other  provisions  provide  the  machin- 
ery for  the  transfer  of  jurisdiction,  records 
and  documents  from  the  state  to  city  com- 
missions and  their  return  to  the  state  com- 
mission in  the  event  that  jurisdiction  over 
a  utility  ceases  to  rest  with  the  city  utili- 
ties commission. 

The  city  functioning  under  the  provi- 
sions of  the  proT>osed  law  is  not  obliged  to 
set  up  an  expensive  additional  governmental 
machine,  but  the  governing  board  of  such 
city  may  authorize  any  established  agency 
of  government  therein,  such  as  the  corpora- 
tion counsel,  to  exercise  such  prerogatives, 
or  it  may  itself  assume  to  perform  the  work 
of  carrying  out  the  provisions  of  the  law. 

In  the  city  of  New  York,  the  city  public 
utilities  commission  does  not  have  control 
over  transit  facilities  or  systems  as  In  such 
city  a  special  bill  takes  care  of  that  sub- 
ject. In  all  other  cities  the  city  public 
utilities  commission  has  jurisdiction  over 
service,  rate-  of  fare,  facilities  and  every- 
thing m  connection  with  the  operation  of 
that  part  of  a  public  utility  corporation 
within  the  limits  of  such  a  city,  not  specifi- 
cally exempted  and  reserved  to  the  state 
public  service  commission. 

The  public  service  committee  of  the 
Senate  of  the  New  York  State  Legis- 
lature will  hold  a  hearing  on  the  fol- 
lowing administration  public  service 
commission  bills  on  March  14:  Senate 
Print  No.  688,  the  New  York  City 
Transit  bill  by  Mr.  Walker;  Senate 
Print  No.  833  by  Mr.  Twomey,  amend- 
ing General  City  Law,  permitting 
municipal  ownership  of  public  utilities; 
Senate  Print  No.  834  by  Mr.  Twomey, 
reorganizing  public  service  commission 
and  divesting  it  of  certain  present 
powers;  Senate  Print  No.  835  by  Mr. 
Twomey,  amending  Public  Service 
Commission  Law,  generally. 


Messrs.  Emmons  and  McCarter 
to  Lecture  at  Princeton 

President  C.  D.  Emmons  and  Past- 
President  Thomas  N.  McCarter  of  the 
American  Electric  Railway  Associa- 
tion have  been  appointed  joint  lec- 
turers on  "America's  Electric  Rail- 
ways," under  the  Cyrus  Fogg  Brackett 
Foundation  in  Applied  Engineering 
Technology  at  Princeton  University 
during  the  college  year  1923-1924.  They 
will  speak  on  the  broad  phases  of  the 
electric  railway  industry,  with  some 
reference  also  to  the  opportunities  in 
this  industry  for  the  university  trained 
men.  This  year's  program  of  the  lec- 
ture committee  includes  leaders  in  pub- 
lic utilities  and  engineering.  The 
lecturers  will  include,  besides  Mr.  Em- 
mons and  Mr.  McCarter,  D.  D.  Barnum, 
past-president  of  the  American  Gas  As- 
sociation; Alexander  S.  Lyman,  general 
attorney,  New  York  Central  Railroad; 
J.  J.  Carty  of  the  New  York  Telephone 
Company;  Henry  I.  Harriraan,  August 
Belmont,  Ralph  Modjeska  and  C.  E. 
Adams. 

The  date  for  the  joint  lecture  on 
"America's  Electric  Railways"  has  been 
set  for  Jan.  8,  1924,  at  Princeton.  The 
committee  invites  the  American  elec- 
tric railway  industry  to  contribute  to 
Princeton  such  exhibits  relating  to  the 
industry  as  the  association,  through  its 
member  companies,  may  care  to  have 
prepared  and  to  present. 


382 


Electric    Railway    Journal 


Vol.  61,  No.  9 


Will  Consider  Subway 
for  Philadelphia 

Mayor  Appoints  Committee  of  Three — 

Philadelphia    Rapid    Transit 

Suggests  Plan 

On  Feb.  24  Mayor  Moore  of  Phila- 
delphia appointed  an  advisory  commit- 
tee of  three  engineers  to  study  the 
various  rapid  transit  plans  that  have 
been  proposed  for  the  city  and  report 
on  the  routes  which,  in  their  opinion, 
■will  best  answer  the  present  needs  of 
the  city  and  take  care  of  future  growth. 
A  report  is  requested  by  April  15.  The 
instructions  of  the  Mayor  say,  in  part: 

You  will  proceed  immediately  to  an  ex- 
amination and  survey  of  the  plans  of  the 
Broad  Street  subway,  delivery  loop  and 
other  authorized  high-speed  lines  as  here- 
tofore prepared  by  the  Department  of  City 
Transit,  to  the  end  that  on  or  before  April 
15,  if  possible,  you  will  present  to  me,  for 
submission  to  Council  and  the  people,  a  re- 
port that  will  fully  cover  a  comprehensive 
high-speed  system,  adequate  to  the  present 


adviser  to  the  city  of  Philadelphia  on  its 
municipal  gas  system. 

Mr.  Cooke  was  director  of  the  Depart- 
ment of  PVblic  Service  of  Philadelphia 
in  1915. 

Mr.  Stuart  was  chief  engineer  of  the 
Erie  Railroad  from  1905  to  1910  and 
chief  engineer  of  the  Baltimore  &  Ohio 
from  1910  to  1915.  Since  then  he  has 
acted  as  consulting  engineer  on  various 
projects,  including  the  Port  Develop- 
ment Commission  of  Baltimore  and  the 
Port  Authority  of  New  York. 

It  is  realized  by  all  that  the  increas- 
ing size  of  Philadelphia  and  the  grow- 
ing congestion  on  its  narrow  streets 
make  some  plan  for  improved  rapid 
transit  service  necessary.  The  comple- 
tion of  the  Frankford  Elevated  and  its 
lease  by  the  city  to  the  Philadelphia 
Rapid  Transit  Company  has  given  an 
impetus  to  the  development  of  further 
rapid  transit  lines. 

For    many    years    a    subway    under 


adopted,  the  merits  of  which  have  been 
a  matter  of  dispute.  The  plan  of  rout- 
ing all  traflSc  around  a  loop  in  the  cen- 
ter of  the  city  has  been  criticised  by  the 
present  Director  of  the  Department  of 
City  Transit,  William  S.  Twining,  who 
proposes  "through-routing,"  as  in  New 
York  City,  as  a  substitute,  with  a 
change  of  plan  and  connections  of  lines 
to  correspond. 

While  no  arrangements  have  been  en- 
tered into  with  the  Philadelphia  Rapid 
Transit  Company  for  the  operation  of 
the  proposed  city-built  high-speed 
system,  that  company  is,  of  course,  the 
logical  operator,  and  for  that  reason 
its  engineers  have  given  a  great  deal 
of  consideration  to  the  development  of 
practicable  plans.  Some  of  the  com- 
pany's recommendations  appear  in  full- 
page  advertisements  inserted  in  all  the 
Philadelphia  papers  of  Feb.  26  and 
called  in  these  announcements  the  "city- 
ccmpany"  plan.    The  partial  plan  shown 


'roposed  Subwajr  Routes  In  Center  of  City  Considered  In  P.  K.  T.  AdvertiKrineiit 


and  future  needs  of  the  city,  including  any 
revision  or  modification  thereof,  or  addition 
thereto  that   may   be   desirable. 

In  the  course  of  your  inquiry,  and  with 
due  regard  to  the  necessities  of  our  grow- 
ing population,  urban  and  suburban,  I  sug- 
gest that  you  set  apart  certain  days  to  hear 
citizens,  including  the  representatives  of 
transit  companies,  who  may  wish  to  be 
heard  with  respect  to  existing  plans  or  re- 
visions or  modifications  thereof. 

You  are  advised  that  the  Philadelphia 
Rapid  Transit  Company  has  been  in  con- 
ference with  the  Department  of  City 
Transit,  in  an  endeavor  to  co-operate  in 
the  event  it  should  become  a  bidder  for 
operation  of  the  lines  when  completed.  You 
will,  therefore,  I  trust,  invite  such  informa- 
tion or  suggestions  as  this  company  may 
have  to  offer,  reserving,  of  course,  the  city's 
rights  in  the  matter  of  operation  should  it 
fail  to  obtain  an  operating  agreement,  and 
remembering  always  that  the  money  spent 
upon  construction  is  public  money,  and  that 
it  is  being  spent  primarily  for  the  city's 
welfare  and  development. 

You  are  asked  to  complete  your  examina- 
tion and  survey  within  the  limited  time 
mentioned,  so  that  contracts  may  be  let 
and  work  begun  upon  new  lines  at  the  earli- 
est possible  date  after  sufficient  time  has 
elapsed  for  consideration  by  Council  and 
the  people. 

The  committee  is  composed  of  Dr. 
Milo  R.  Maltbie,  Morris  Llewellyn  Cooke 
and  Francis  Lee  Stuart. 

Dr.  Maltbie,  chairman  of  the  commis- 
sion, was  a  member  of  the  Public  Serv- 
ice Commission  of  New  York,  first  dis- 
trict, from  1907  to  1915,  and  has  been 
a  consultant  and  expert  on  public  utili- 
ties since  then.     He  has  recently  been 


Broad  Street  has  been  considered  a 
necessary  feature  of  any  comprehensive 
rapid  transit  plan;  such  a  line  forming 
a  north  and  south  traffic  artery  cor- 
responding to  the  present  east  and 
west  rapid  transit  line  on  Market 
Street.  A  Broad  Street  transit  plan  was 
brought  out  in  1913,  when  A.  Merritt 
Taylor  was  Transit  Commissioner  and 
recognized  the  fact  that  the  Broad 
Street  line  must  form  the  trunk  of  any 
high-speed  system  designed  adequately 
to  serve  Philadelphia.  In  1915,  during 
Mr.  Taylor's  term  of  office  as  Director 
of  the  Department  of  City  Transit,  a 
short  section  of  such  a  subway  was  be- 
gun under  City  Hall  at  the  intersection 
of  Market  and  Broad  Streets.  Two 
years  later,  in  1917  and  1918,  short 
sections  of  subways,  totaling  about  900 
ft.  in  length,  were  built  under  Arch 
and  Locust  Streets.  These  latter  were 
to  have  been  part  of  a  "downtown  loop" 
which  Mr.  Taylor  proposed  should  form 
an  integral  part  of  the  Broad  Street 
subway.  Due  to  the  interference  of 
the  War  Department  at  Washington,  all 
subway  work  was  suspended  in  1918  and 
before  construction  is  resumed  the 
Transit  Commission  just  appointed  is  to 
advise  the  city  concerning  some  tech- 
nical features  of  the  plans  heretofore 


therein,  and  reproduced  herewith,  covers 
only  the  center  of  the  city  and  is  based 
on  the  principle  of  through  routing 
traffic  rather  than  concentrating  it  upon 
a  loop  surrounding  a  part  of  the  busi- 
ness district  of  the  city,  similar  in  type 
to  the  elevated  loop  of  Chicago.  Two 
connections  are  proposed  to  the  new 
bridge  to  be  constructed  over  the  Dela- 
ware River  to  Camden  and  to  be  finished 
in  1926.  The  routes  recommended  out- 
side the  center  of  the  city  are  not  in- 
dicated, but  presumably  are  designed  to 
fit  into  rapid  transit  lines  already  pro- 
posed or  authorized.  Some  of  these 
subway  lines  obviously  can  be  used  at 
the  start  for  surface  cars  and  evidently 
are  intended  to  be  so  used,  with  the 
ultimate  aim  in  view  of  removing  all 
car  tracks  from  the  surface  of  some  of 
the  narrow  downtown  streets,  as  has 
been  done  on  Tremont  Street  and  other 
streets  in  Boston. 

In  the  advertisement  of  the  Phila- 
delphia Rapid  Transit  Company  already 
mentioned  appeared  an  indorsement  of 
that  plan  by  S.  M.  Swaab,  consulting 
engineer  to  a  group  of  downtown  retail 
merchants.  City  officials  have  been 
quoted  in  Philadelphia  papers,  however, 
as  saying  that  the  city  was  in  no  way 
officially  connected  with  this  plan. 


March  3,  1923 


Electric    Railway    Journal 


388 


Transit  Bill  for  Detroit 

Provides  Increase  in  Bonding  for  Rapid 

Transit  Purposes — Power  Plant 

Project  Proposed 

The  rapid  transit  bill  introduced  in 
the  Michigan  State  Legislature  by  Rep- 
resentative Culver  of  Detroit  is  ex- 
pected to  receive  rapid  action  in  amend- 
ing the  home  rule  act  of  1909  so  as  to 
permit  Detroit  to  vote  a  bond  for  rapid 
transit  purposes  up  to  4  per  cent  of  the 
city's  assessed  valuation  in  addition  to 
the  10  per  cent  asked  for  public  utili- 
ties and  general  public  improvements. 
The  present  limit  is  2  per  cent  for 
public  utilities  and  the  increase  is 
recommended  by  the  city  oflficials  to 
legalize  the  issuance  of  $5,000,000  bonds 
to  be  again  voted  on  for  street  railway 
extensions. 

Real  Estate  Purchase  Contemplated 

The  primary  object  of  the  bill  is 
stated  to  be  that  of  providing  a  bonding 
limit  for  rapid  transit  apart  from  bond- 
ing for  all  other  municipal  purposes, 
opening  the  way  for  the  city  to  finance 
the  building  of  proposed  subway  dips 
and  other  projects. 

Another  provision  of  the  bill  provides 
for  raising  the  present  bonding  limit 
for  public  utility  purposes  and  general 
public  improvements  from  6  per  cent  to 
10  per  cent.  When  the  rate  was  estab- 
lished the  6  per  cent  limit  did  not  in- 
clude the  street  railways  as  Detroit  had 
not  at  that  time  acquired  the  Detroit 
United  Railway's  system  or  any  part  of 
it.  The  bill,  known  as  the  Culver-Wil- 
cox  bill,  will  also  open  the  way  for  the 
city  to  sell  real  estate  acquired  from 
the  Detroit  United  Railway  and  not  now 
required  in  connection  with  the  opera- 
tion of  the  city  car  lines.  This  property 
is  estimated  to  be  worth  between 
$1,000,000  and  $1,500,000. 

$4,000,000  FOR  New  Equipment 

As  the  city's  bonding  limit  has  al- 
ready been  practically  exhausted,  only 
approximately  $25,000  being  available 
under  the  2  per  cent  bonding  limit  now 
in  effect,  the  increase  is  needed  to  legal- 
ize the  proposed  $5,000,000  issue  and 
also  to  provide  for  the  city's  proposed 
$12,000,000  power  plant,  an  item  for 
which  has  been  stricken  out  of  this 
year's  budget  by  acting  Mayor  Lodge. 
It  is  cited  that  the  money  for  the  power 
plant  is  urgently  needed  because  the 
Detroit  Edison  Company,  which  fur- 
nishes the  street  railway  department 
power,  is  now  carrying  its  peak  load, 
and  the  city  could  not  put  on  any  more 
street  cars  without  more  power  being 
available.  It  has  been  necessary  to  re- 
move the  electric  heaters  from  some  of 
the  cars  in  order  to  conserve  power. 

Plans  have  been  prepared  and  the 
city  has  received  bids  on  approximately 
$4,000,000  worth  of  equipment  for  the 
new  power  plant.  The  $12,000,000  bond 
issue  is  proposed  for  the  April  election, 
providing  the  amendment  of  the  home 
rule  act  paves  the  way  by  legalizing 
the  issue. 

It  is  the  desire  of  the  Public  Lighting 
Commission  to  progress  with  the  new 


power  station  so  as  to  be  able  to  fur-  Commission    Still   Controls 

nish  service  for  the  operation  of  street  p    -i 

cars   not    later  than   July    1,    1925,   by  Kauway 

which   date  the   cost   of   power  service  "^^e   South    Carolina    Railroad   Com- 

for  the  operation  of  the  cars  under  the  mission  is  still  supervising  the  railway 

terms  of  the  contract  with  the  Detroit  operations  of  the  South   Carolina   Gas 

Edison    Company    will    be    more    than  ^   Electric    Company   at    Spartanburg. 

$600,000  greater  for   the   year  than   is  There  has  been  a  falling  off  in  traffic 

paid  at  the  present  time.    The  net  reve-  amounting  to  15  per  cent  in  comparison 

nue  of  the  street  cars,  it  is  cited,  will  be  with  the  same  average  period  of  1922. 

reduced    in    that   amount   plus   the    in-  This  decrease  is  apparent. y  caused  by 


creased  cost  of  additional  service  which 
will  be  required  between  the  present 
time  and  July  1,  1925. 


Collision  on  "L"  in  Chicago 

On  Sunday  morning,  Feb.  25,  at  7:10 
a.m.,  during  the  worst  fog  in  years, 
a  two-car  North  Shore  Line  train  ran 
into  the  rear  end  of  a  three-car  Evans- 
ton  local  elevated  train,  killing  one 
passenger  and  injuring  several.  The 
Evanston  train  had  made  a  station 
stop  and  the  signal  to  start  had  just 
been  passed  when  the  Badger  limited 
from  Milwaukee  ran  into  it.  Service 
had  to  be  suspended  for  two  and  one- 
half  hours. 

The  impact  broke  down  the  plat- 
forms between  the  two  rear  cars  of 
the    Evanston    local.      Two 


increased  unrestricted  jitney  competi- 
tion and  the  very  liberal  use  of  the 
personally-owned  automobile  in  daily 
operation. 

Some  weeks  ago  the  commission  took 
over  the  railway  lines  after  the  city 
had  been  without  service  for  several 
weeks.  The  difficulty  in  Spartanburg 
dates  back  to  December  of  last  year 
when  the  company  discontinued  car 
service,  after  failure  to  come  to  an 
agreement  with  the  city  on  the  matter 
of  bus  operation.  The  owners  of  the 
line  had  advanced  a  plan  to  substitute 
bus  operation  in  districts  where  the 
railway  lines  were  unprofitable,  but  the 
city  refused  to  agree  to  this. 


City  to  Make  Deihands 


passengers  Demands  for  better  service,  espe- 
who  were  standing  on  these  platforms  cially  to  the  suburbs  recently  annexed, 
were  caught  between  the  cars.  One  will  be  made  by  the  city  of  Fort  Worth 
passenger  was  killed,  the  other  had  of  the  Northern  Texas  Traction  Corn- 
both  legs  broken.  While  first  reports  pany.  This  action  will  be  taken  by  the 
indicated  that  twenty-five  passengers  city  in  lieu  of  further  action  seeking 
were  hurt,  only  four  were  so  injured  to  reduce  fares  from  7  cents  to  5  cents, 
that  they  required  other  than  first-aid  The    city    lost    its    fight   for    reduction 


treatment. 

Blame  for  the  collision  was  placed 
on  the  weather  condition,  as  the  fog 
was  in  banks  or  clouds,  the  North 
Shore  train  having  just  entered  such 
a  bank  when  the  trains  collided. 


Fifth  Safety  Contest  On 

The  company's  fifth  safety  contest 
was  opened  on  Feb.  17  and  will  be 
continued  until  June  15,  according  to 
announcements  made  by  the  South- 
ern Public  Utilities  Company.  The 
contest  will  be  conducted  in  Charlotte, 
Winston-Salem  and  Greenville,  S.  C, 
at  the  same  time,  it  was  stated. 

The  only  change  that  has  been 
made  in  the  previous  rules,  it  is  re- 
ported, is  that  making  every  motorman 
and  conductor  who  goes  through  the 
campaign  with  a  clean  record  eligible 
for  a  prize.  The  prizes  have  been  an- 
nounced as  follows: 

To  the  team  in  each  branch  making  the 
beat   record,    $250. 

To  the  team  in  each  branch  making  the 
second  best  record,   $100. 

To  each  motorman  or  one-man  operator 
who  goes  through  the  contest  without  an 
accident,    $10. 

To  each  conductor  that  goes  through  the 
contest  without  an   accident,   $5. 

The  individual  prizes  will  be  in  addi- 
tion to  the  money  distributed  among 
winners  of  the  winning  teams,  it  is 
stated.  A  banner  is  to  be  presented  to 
the  team  making  the  best  record  in  the 
campaign,  according  to  announcements, 
and  a  prize  is  being  offered  for  the  per- 
son who  writes  the  best  slogan  for  the 
banner. 


in  fares  recently  when  N.  A.  Dodge, 
special  master  in  chancery  held  that 
any  reduction  from  7-cent  fare  would 
be  confiscatory. 

George  H.  Clifford,  vice-president 
and  general  manager  of  the  railway, 
declined  to  make  any  statement  on  the 
action  taken  by  the  city.  He  intimated 
that  the  company  would  await  legal 
action  to  compel  it  to  build  the  lines 
sought. 

A  committee  of  citizens  has  advanced 
a  proposal  that  the  city  authorize  the 
operation  of  jitneys  as  a  measure  in 
retaliation.  Another  proposal  sub- 
mitted is  that  the  city  take  over  and 
operate  the  railway. 


Men  Seek  Wage  Increase 

A  wage  increase  of  15  cents  an  hour 
for  all  trainmen  has  been  asked  of  the 
Cleveland  (Ohio)  Railway  by  Division 
No.  268  of  the  Amalgamated  Associa- 
ation.  The  men  want  the  increase 
effective  on  May  1,  when  their  present 
wage  agreement  expires.  Cleveland 
motormen  and  conductors  now  receive 
50  cents  an  hour  for  the  first  three 
months,  53  cents  an  hour  for  the  next 
nine  months  and  55  cents  an  hour  after 
the  first  year. 

At  the  first  conference  between 
President  John  J.  Stanley  and  the  offi- 
cers of  the  union,  Mr.  Stanley  informed 
the  men  that  a  15-cent  increase  was 
out  of  the  question.  Further  negotia- 
tions, however,  are  to  take  place  re- 
garding the  demand  of  the  men,  which 
also  calls  for  changes  in  working  con- 
ditions as  well  as  a  further  wage  boost. 


384 


Electric    Railway    Journal 


Vol.  61,  No.  9 


r  Financial  and  Corporate 1 


I.  T.  S.  Merger  Rumors 

Consolidation  of  McKinley  Utilities  with 

So-Called  Studebaker  Group  Said 

to  Be  Impending 

For  several  weeks  there  have  been 
rumors  in  the  financial  district  of  New 
York  of  a  deal  in  which  the  Illinois 
Traction  Company  was  to  be  involved. 
These  unconfirmed  statements  have 
gone  so  far  as  to  indicate  a  possible 
change  in  control  of  the  company. 
Although  the  rumors  have  persisted, 
nothing  definite  could  be  learned  about 
them  at  first  except  that  they  involved 
possible  financing  in  the  future. 

Even  during  the  war-time  period  the 
company  was  able  to  do  necessary 
financing,  mostly  in  the  form  of  deben- 
tures, at  very  advantageous  terms,  and 
the  recent  unconfirmed  statements  indi- 
cated that  the  plans  under  discussion 
included  the  refunding  of  these  loans 
for  longer  terms  than  the  original  bor- 
rowing. 

More  recently  there  has  come  from 
St.  Louis  a  statement  to  the  effect  that 
a  consolidation  is  contemplated  of  the 
Illinois  Traction  Company  and  the 
so-called  Studebaker  group  of  utilities 
into  a  $200,000,000  utility  company. 
Attorneys  for  the  two  sets  of  interests 
are  said  to  be  conferring  about  the 
matter  and  the  indications  are  that  the 
developments  have  progressed  to  a  point 
where  a  statement  will  be  made  about 
the  matter  in  the  near  future. 

At  the  head  of  the  Illinois  Traction  is 
Senator  W.  B.  McKinley.  He  is  the 
chief  executive  oflScer,  but  for  years  the 
details  of  management  have  been  in  the 
hands  of  H.  E.  Chubbuck,  vice-president 
executive.  In  addition  to  the  McKinley 
money  in  the  enterprise  the  company  is 
owned  largely  in  Canada.  The  stock 
is  listed  on  the  Montreal  and  Toronto 
exchanges  and  is  dealt  in  over  the 
counter  in  the  United  States  by  a  few 
of  the  public  utility  specialists.  In  the 
past  the  most  prolific  source  of  new 
money  to  the  company  has  been  from 
the  group  identified  with  the  Sun  Life 
Insurance  Company. 

The  Illinois  Traction  is  a  tremendous 
enterprise — one  of  the  largest  holding 
companies  in  the  United  States  operat- 
ing railway,  light,  power  and  gas  plants 
in  cities  in  the  highly  developed  and 
most  prosperous  agricultural  district  of 
Illinois,  Iowa  and  Kansas.  Almost  600 
miles  of  railway  are  included  in  the 
system.  The  company  is  a  very  large 
handler  of  freight. 

The  capital  structure  of  the  Illinois 
Traction  consists  of  $7,289,500  of  6  per 
cent  preferred  stock,  $12,331,000  of  com- 
mon stock'  and  $4,562,000  of  deben- 
tures. Of  subsidiary  preferred  stocks 
there  are  $16,259,000  outstanding.  The 
subsidiaries  are  bonded  for  upward  of 
$35,000,000.  The  dividend  on  the  pre- 
ferred stock  has  been  paid  uninter- 
ruptedly since  the  organization  of  the 


company  in  1904,  but  on  the  common 
the  recent  record  has  been  3  per  cent 
in  1915,  1916  and  1917,  and  three- 
quarters  of  1  per  cent  in  1918,  with 
none  since.  From  a  low  of  14  in  the 
period  between  1914-1917  the  common 
has  advanced  to  around  45  at  the  pres- 
ent time. 

The  so-called  Studebaker  properties 
are  embraced  in  the  system  of  the 
North  American  Light  &  Power  Com- 
pany, of  which  Clement  Studebaker,  Jr., 


South  Bend,  is  chairman  of  the  board 
and  William  A.  Baehr,  Chicago,  presi- 
dent and  general  manager.  The  com- 
pany was  incorporated  in  Maine  in  1915 
to  acquire  the  securities  of  public  utility 
properties.  It  owns  and  controls  sub- 
sidiary operating  companies  in  the  light 
and  power  field  serving  a  population  of 
more  than  300,000  in  104  communities 
in  Missouri,  Ohio,  Illinois  and  also  in 
Oklahoma.  The  capital  stock  consists 
of  $1,445,500  of  preferred  stock  and 
193,272  shares  of  common  of  a  nominal 
value  of  $5.  There  are  also  outstand- 
ing $3,785,900  of  first  lien  6  per  cent 
bonds,  $1,600,000  of  convertible  series 
A  and  B  bonds  and  $200,000  of  7  per 
cent  notes. 


San  Francisco  Loss  $190,866 

Sum  Shown  After  Taking  Out  Charter  Comparison  Charges — Income 

After  Expenses,  Interest,  Depreciation  and  Accident 

Reserves  Was  $55,669 


THE  report  of  the  Municipal  Rail- 
way,  San  Francisco,  Cal.,  for  the 
year  ended  June  30,  1922,  has  recently 
been  made  public.  It  was  prepared  for 
and  approved  by  the  finance  commit- 
tee of  the  Board  of  Supervisors.  The 
total  revenue  for  the  year  was 
$2,896,115,  to  which  was  added  $48,475 
interest  on  securities,  making  the  total 
income  $2,944,591.  The  total  operating 
expenses  were  $2,154,566,  made  up  as 
shown  in  the  accompanying  statement. 
The  excess  of  income  over  operating 
expenses  was  $574,936,  but  after  charg- 
ing off  $519,266,  or  18  per  cent  of  the 
gross,  for  depreciation  there  remained 
only  $55,669  as  the  excess  of  the  income 
over  operating  expenses,  interest,  de- 
preciation and  accident  reserves.  De- 
ducting from  this  charter  comparison 
charges  of  $246,535  there  was  a  de- 
ficiency for  the  year  of  $190,866.  This 
compares  with  a  deficiency  for  the 
previous  year  of  $188,811  and  makes  a 
total    deficiency    of    $475,110    for    the 


period  from  Dec.  28,  1912,  to  June  30, 
1922. 

The  report  is  particularly  interesting 
in  that  it  takes  up  the  various  items 
one  by  one  and  explains  them.  Thus  of 
the  depreciation  reserve  of  $1,603,572  it 
says  that  the  balance  to  this  account 
represents  the  amount  of  assets  avail- 
able for  the  purpose  for  which  the  fund 
was  created  and  is  made  up  by  setting 
aside  annually  18  per  cent  of  the  gross 
revenue.  Of  this  amount  4  per  cent 
was  intended  to  provide  for  accident 
claims  and  the'  other  14  per  cent  was  to 
accumulate  a  fund  for  the  redemption 
of  bonds  and  to  meet  all  charges  and 
expenses  arising  on  account  of  replace- 
ments, reconstruction  and  depreciation. 
The  assets  available  in  this  fund  follow: 

Book  value  of  securities  in  the  deprecia- 
tion fund $1,406,587 

Cash  in  depreciation  fund 216.235 

Total  assets $1,622,822 

Less  outstanding  warrants 19,249 

Balance  available $1,603,572 


.ST.\TISTIC.\L  DAT.\  OF  THE  MUNICIPAL  RAILWAY,  SAN  FRANCISCO,  FOR  FISCAL  -i-EAR 

ENDED  JUNE  30,  1922 

Total  Per  Per 

Amount         Car-Mile    Car-Hour 
Total  passengerrevenue $2,884,815,20       $0.3757       $3.5558 


Total  operating  expenses  (taxes  and  depreciation  not  included) . 
Total  operating  earnings  (taxes  and  depreciationnot  included) . 


Ratio  of  eai^iiugs  to  passefiger re veo ue . 
ECndcha 


2,154,566.46 
730,248.74 
.2531 
246,535.60 
.0854 
519,266.74 
.18 


Total  taxes  a^d  charter  charges . 

Ratio  to  passengerrevenue . 
Depreciation 

Ratio  to  passengerrevenue .  ,  _ 

Operating  expenses,  depreciation  and  taxes 2,920,368.80 

Ratio  to  passenger  revenue »   0123 

Net  deficit  from  operation 3  ,ii  .60 

Ratio  to  pas.sengerrevenue .0123 

♦Passenger  car  mileage 7,677,307 

1  Passenger  car  hours 81 1,292 

Platform  expense  (62  J  c.  jjerhour,  8-hour  day) $1,078, 16().  45 


Number  of  passenger  cars  owned , 
Number  of  work  cars  owned  . 


Total  number  of  cars  owned.  .  . 
Total  number  of  busses  owned . 


Total  number  of  cars  and  buses  owned 

Number  of  passengers  carried — 5-cent  fares . 

Government  tickets —  5-centfare8 

School  tickets — 2i-cen,t  fares   

JRevenue  transfers — 2-cent  fares 

Free  transfers 

Free  pass  (employees,  etc.) 


198 
I 

199 
8 

207 
189,579 
44,057 
818.504 
350.642 
11,820.449 
534,677 

70,757,908 


.2806 

2.6557 

.0951 

.9001 

.0321 

■  ! 3038 

.0676 

"iMOi 

.  3803 

'3! 5096 

.0046 

!6438 

57, 


Total  passengers  carried 

Numberof  passengers  carried  per  car-mile 9.2165 

*  Includes  mileage  of  buses. 

"t  Includes  hours  of  buses. 

t  Transfers  received  at  Fillmore  and  Union  Streets  treated  as  revenue  transfers  pending  result  of  litigation. 


March  3,  1923 


Electric    Railway    Journal 


385 


STATEMENT  OF  BUS  LINE  OPERATIONS— MUNICIPAL  RAILWAY   OF  SAN  FRANCISCO, 

YEAR  ENDED  JUNE  30,  1922 

Revenues: 

Passenger  revenue $28,564 

Quartermaster  tickets — -77  at  5  cents $3 .  75 

School  tickets— 1 6,852  at  2S  cents 421.30 

Local  transfers— 394, 948  at  2ioentB 3,873.70         10,298 

Totalrevenues $38,863 

Operating  expenses: 

Repairs  to  buses .', $13,504 

Conductors,  chauffeurs — buses 1 8, 1 5 1 

Garage  expenses — buses 1 4,958 

Tire  expense — 280, 1 27  miles  at  5]  cents  per  mile 15,406 

Depreciation —  1 8  per  cent  of  receipts 5, 144 

Compensation  insurance 786 

Total  operating  expenses 67,949 

Net  loss $29,086 

Average  net  loss  per  day $73 


It  is  explained  that  the  Municipal 
Railway  has  no  capital  stock  and  that 
the  excess  of  its  assets  over  its  liabili- 
ties represents  surplus.  In  the  prepara- 
tion of  the  balance  sheet  this  surplus 
has  been  divided  into  two  classes — first, 
that  which  was  created  by  donations  or 
contributions,  and  second,  that  which 
was  accumulated  from  the  earnings  re- 
sulting from  the  operation  of  the  road. 
They  are  listed  as  follows: 


bonds.  Of  this  amount  $1,090,900  is 
covered  by  bonds  redeemed  and  can- 
celed, and  the  remainder  consists  of 
cash  in  the  hands  of  the  treasurer.  The 
bond  redemption  program  is  as  follows: 


Name  of  Bond 
Geary  Street  Railway. . . 
Market  Street  Railway. . 
Municipal  Railway 

Annxial 

Redemption 

$95,000.00 

6,000.00 

100,000.00 

Serial 
Maturity 
1915-1934 
1915-1934 
1918-1952 

Contributed  surplus 
Premium  on  funded  debt Cr. 

Represents  premiums  realized  on 
Bale  of  bonds. 
Contribution  from  general  taxes.. .  .      Cr. 

Represents  the  following: 
Tax  moneys  applied  to  the  payment 

of  interest  on  funded  debt 

Cost  of  bond  elections 

Contiibutory  services  of  employees 

Total 

Surplus  fiom  income 

Bonds  retired  through  income Cr. 

Reserve  forbond  redemptions Cr. 


$26,000 


$306,552 


$239,901 
29.628 
37,022 

$306,552 

$1,090,900 
$99,100 


These  amounts  represent  the  income, 
$1,190,000,  which  has  actually  been  set 
aside    in    cash   for   the   redemption   of 


For  the  purpose  of  securing  a  com- 
parison between  the  results  of  the  oper- 
ation of  municipally  owned  utilities  and 
those  operated  by  private  capital,  the 
charter  of  the  city  and  county  of  San 
Francisco  provides  that  the  operating 
reports  shall  include  certain  comparison 
charges,  consisting  of  items  which  con- 
stitute part  of  the  actual  cost  of  operat- 
ing privately  owned  companies,  but 
which  the  municipally  owned  utility  is 
not  required  to  pay.  In  consonance 
with  the  above-mentioned  charter  pro- 
vision it  is  explained  that  there  has 
been  charged  to  the  earnings  of  the 
Municipal     Railway     certain     amounts 


COMPARATIVE  INCOME  ACCOUNT  OF  SAN  FRANCISCO  MUNICIPAL  RAILWAY  FOR  PERIOD, 
FROM  DEC.  28,   1912,  TO  JUNE  30,   1922 


Period 
12/ 28,' 1 2  to 
6/30/21 

Pas.senger  revenue ; $16,363,363 

Miscellaneous  revenue 71,331 

Total  revenue $16,434,694 

Interest  on  securities  owned 1 66,383 


Period 

7/1/20  to 

6/30/21 

$2,868,616 

10,468 

$2,879,084 
35,128 


Period  Period 

7/1/21  to  12/28/ l2to 

6/30/22  6  30/22 

$2,884,815  $19,248,178 

11,300      82,632 


$2,896,116  $19,330,610 
48,476     214,858 


representing  insurance  and  taxes  for 
the  period  of  Dec.  28,  1912,  to  June  30, 
1922. 

The  Municipal  system  not  having  to 
pay  any  of  these  charges,  the  receipts 
from  operations  were  deposited  in  the 
operating  cash  fund  without  any  re- 
striction as  to  how  they  were  to  be 
used.  As  a  matter  of  fact,  however, 
most  of  the  cash  in  the  operating 
fund,  represented  by  such  comparison 
charges,  was  actually  expended  in  new 
construction  and  addition  and  better- 
ment work,  so  that  these  reserves,  rep- 
resenting obligating  charter  compari- 
son charges,  have  in  reality  been  used 
as  reserves  for  betterments. 

For  the  purpose  of  making  the  bal- 
ance sheet  reflect  the  actual  results  of 
operating,  the  amount  expended  in  addi- 
tion and  betterment  work  has  been  re- 
flected in  an  account  entitled  "Additions 
and  Betterments  From  Income,"  and 
the  charter  reserves  for  insurance  and 
taxes  carry  a  balance  equal  only  to  the 
unused  portion  of  the  original  reserves. 

The  account  of  $1,431,800  for  addi- 
tions and  betterments  from  income  rep- 
resents the  value  of  construction  and 
addition  and  betterment  work  performed 
out  of  the  funds  derived  from  the  oper- 
ations of  the  road.  A  small  portion  of 
the  cash  used  in  this  connection  came 
from  the  depreciation  fund,  but  the 
larger  portion  consists  of  operating 
fund  moneys. 

Operating  surplus  of  $211,407  rep- 
resents the  following: 

Surplus  June  30,  1921,  as  per  last  report  ..Cr.    $26,761 

Add;  Deduction  of  compensa- 
tion insurance  reserve  cor- 
responding to  dividends  de- 

.  dared  by  the  state  com- 
pensation insurance  fund 
adjustment $96, 1 72 

Less:    Transfers    previously         „„  „„„  ,  ,„ 

madebyoperatingfund...  90,000  6. '72 

Deduct:  ^  »23'.934 

Amount  transferred  from 

income  account $190,866 

Interest  on  bonds  owned 
credited  to  income  but 
deposited  in  the  depreci-  ..„.,, 

ati^fund iS.VS  1^9  lit 

Halance *"  •♦''' 


Totalincome $16,601,077       $2,914,212       $2,944,591     $19,545,668 

Operating  Expenses 

Waj^s  and  structures 

Equipment 

Power . 

Conducting  transportation 

Traffic 

General  and  miscellaneous 

Loss  on  road  retired 


$462,249 

$100,228 

$112,630 

$574,880 

874,929 

201.109 

216,317 

1.091,244 

2.095,983 

401,861 

383.139 

2.479,119 

6.780,080 

1,315,475 

1,324,926 

8,105,007 

3,632 

994 

79 

3,714 

499,661 

89,124 

117,475 

617,136 

8,184 

8,184 

8,184 

Total  operating  expenses $10,724,718      $2,116,975      $2,154,566    $12,879,284 


Excess  of  income  over  operating  expenses $5,876,359 

Less  interest  on  funded  debt 1,757,927 

Excess  of  income  over  operating  expenses  and  interest. 

Less  reserve  for  depreciation  and  accidents  ( 1 8% 

of  gross  earnings) 


$4,118,432 
2,944,507 


Excess  of  income  over  operating  expenses,  interest  and 

depreciation  and  accident  reserves $1, 173,925 

Less  charter  comparison  charges 1,440,167 


$797,237 
224.453 

$572,784 

516,415 


$56,369 
245,180 


Net  income. 


siee.ns       ii88,8ii 


Analysis  of  comparison  charges: 

♦State  franchise  tax,  5i%  of  gross  earnings 

Municipal  franchise  tax,  3%  of  gross  earnings . 

Municipal  car  license 

Federal  income  tax 

Salary  of  clerks 

Law  expense 

Insurance 


$861,298 
490,934 
21,318 
13,270 
4.872 
13,500 
34,975 


$151,152 

86,069 

2,985 


4,974 


$790,025 
215.089 

$574,936 

519,267 


$55,669 
246,535 

iiBo.see 


$152,038 

86,545 

2,970 


4,982 


$6,666,384 
1,973,016 

$4,693,368 

3.463,774 


$1,229,594 
1.686,704 

H67,il0 


$1,013,336 
577,478 
24,288 
13,272 
4,872 
13,500 
39.957 


Total 


$1,440,167         $245,180         $246,535       $1,686,703 


Italics  indicate  loss  or  deficiency. 

*  Franchise  tax  percentage  has  varied  in  different  years. 


The  total  surplus  of  $2,905,373  de- 
rived from  the  operation  of  the  road, 
all  of  which  has  been  referred  to  in 
detail  above,  is  as  follows: 


Bonds  retired  through  income "•''oS'?2S 

Reserve  forbond  redemption 99,100 

.\dvanced  general  fund  account  Twin 

Peaks  tunnel 82,152 

.\dvanced  general  fund  account  Stockton 

Street  tunnel ,15'.il 

Charter  reserves ^Sl'inS 

Additions  and  betterments  from  mcome..  1,431.800 

Operating  suiplus tll.iOV 

Total $2,905,373 

Ila'io  indicate  loss  or  deficiency. 


The  comparative  income  statement 
for  the  periotl  from  Dec.  28,  1912,  to 
June  30,  1922,  presents  in  summary 
form  an  analysis  of  the  income  and  ex- 
penses of  the  road  from  the  date  opera- 
tions commenced,  Dec.  28,  1912,  to  June 
30,  1922;  also  a  comparison  between 
the  fiscal  years  ending  June  30,  1922, 
and  June  30,  1921,  and  an  analysis  of 
the  charter  comparison  charges.  For 
the  purpose  of  showing  clearly  just 
what  the  property  has  earned,  the  direct 


im 


Electric    Railway    Journal 


Vol.  61,  No.  9 


operating  expenses  have  been  deducted 
from  gross  income,  and  from  the  result- 
ant figures  there  has  been  deducted  in 
turn  interest  on  funded  debt,  reserve 
for  depreciation,  and  charter  compari- 
son charges,  a  new  total  being  shown 
after  each  deduction. 


MILEAGE— MUNICIPAL  RAILWAY 
SAN  FRANCISCO.  SINGLE  TRACK- 
JUNE  30,  1922 
Operated  track: 

Track  owned  and  operated  June  30,  1 922 ...     57. 97 
Track  owned  and  operated  jointly  with  the 

Market  Street  Railway j. ,  _       5.15 

Total  operated  track .'.^i>0<i^>.  63. 12 

Non-operated  track,  sidings,  turn-outs,  etc.: 

Masonic  Avenue  spur .46 

Polk  and  Geary  Streets  spur .05 

Columbus   Avenue,  between   Washington 

and  Jackson  Streets .08 

Geary  Street  carhouse  sidings  and  turn-outs  2.18 
Seventeenth  Street  carhouse,  sidings  and 

tuin-outs 1 .23 

4.00 
Total  single  track  mileage  June  30, 

1922 67,12 

Track  changes  made  dui  ing  yj'ar  ended  June 

30,  1922 None 


Financial  Readjustment 
Approved 

Readjustment  of  the  financial  struc- 
ture of  the  Chicago,  North  Shore  & 
Milwaukee  Railroad  so  as  to  give 
greater  elasticity  to  finance  and  permit 
capital  expenditures  such  as  will  enable 
the  company  to  accept  the  continuous 
new  business  offered  it,  as  recommended 
recently  by  the  board  of  directors,  was 
ratified  at  the  annual  meeting  of  par- 
ticipation shareholders  held  on  Feb.  27. 
The  reorganization  plan  provides  for: 

1.  The  creation  of  an  open  first  and  refund- 
ing mortgage  under  which  bonds  may  be 
issued  for  retiring  first  mortgage  bonds  and 
other  obligations  issued  for  capital  expendi- 
tures now  outstanding  and  for  capital 
expenditures  in  the  future. 

2.  The  issuance  of  $10,000,000  prior  lien 
7  per  cent  stock  to  be  sold  as  required  for 
capital  expenditures  and  to  retire  equip- 
ment notes  and  secured  notes  in  accordance 
with  the  sinking  fund  provisions  governing 
these  issues. 

3.  The  issuance  of  50.000  shares  of  6  per 
cent  non-cumulative  preferred  stock  of  $100 
per  share  par  value,  and  50.000  shares  of 
common  stock,  $100  par  value.  This  $10,- 
000,000  of  preferred  and  common  stock  Is 
to  be  given  to  the  participation  sharehold- 
ers m  exchange  for  their  170.000  no-par 
participation  shares  in  the  ratio  of  50  per 
cent  thereof  to  the  holders  of  the  first  pre- 
ferred participation  shares.  40  per  cent  to 
holders  of  second  preferred  participation 
shares  and  10  per  cent  to  holders  of  com- 
mon participation  shares.  Provision  for 
this  is  made  in  the  participation  trust  agree- 
ment. 

It  is  the  intention  to  give  recognition 
to  the  dividends  in  favor  of  the  first 
and  second  preferred  'p«rticipation 
shares.  These  unpaid  dividends,  on  Dec. 
31,  1922,  amounted  to  approximately 
$2,700,000.  In  recognizing  these  divi- 
dends it  is  proposed  to  give  the  share- 
holders the  unsecured  non-interest  bear- 
ing notes  of  the  new  corporation,  pay- 
able five  years  after  date,  the  new 
corporation  at  the  maturity  of  the  notes 
to  have  the  option  of  either  giving  new 
notes  bearing  interest  and  payable  in 
five  years,  or  of  exchanging  them  for 
the  company's  6  per  cent  non-cumula- 
tive preferred  stock  at  par,  or  to  pay 
the  notes  in  cash.  The  shareholders 
authorized  the  trustees  to  proceed  with 
the  sale  of  the  property  and  the  issu- 
ance of  the  securities. 

Charles  C.  Shedd  was  elected  a  direc- 
tor to  succeed  E.  A.  Shedd,  deceased. 
John  R.  Thompson  was  re-elected. 


$504,979  Net  in  LouisviUe 

Preferred  Dividend  Payments  Being 

Arranged — Common    Dividend 

Prospects  Very  Good 

At  the  annual  meeting  of  the  stock- 
holders of  the  Louisville  Railway  on 
Feb.  21,  President  James  P.  Barnes 
announced  that  arrangements  were  be- 
ing made  to  resume  paying  dividends 
on  the  preferred  stock  about  April  1. 
The  possibility  also  exists  of  resump- 
tion of  dividend  payments  on  common 
stock  by  1925.  The  voting  of  dividends 
on  the  preferred  stock  will  mark  the 
first  dividend  paid  in  a  period  of  five 
years  by  this  company.  This  dividend 
has  not  been  determined  as  yet  and 
must  come  out  of  net  earnings  since 
the  first  of  the  year,  according  to  Mr. 
Barnes  in  a  talk  after  the  meeting. 

The  company  has  a  fund  of  $504,979 
on  hand,  listed  as  a  balance  from  1922, 
available  for  dividends  on  stock,  but 
Mr.  Barnes  explained  that  under  the 
terms  of  the  present  franchise  contract 
with  the  city,  this  money  will  have  to 
be  spent  to  improve  service. 

All  directors  and  officials  of  the  com- 
pany were  re-elected. 

The  comparative  income  statement 
of  the  company  for  1922  showed  total 
operating  revenues  of  $4,542,817,  an 
increase  of  $73,315;  operating  expenses 
of  $3,190,232,  a  decrease  of  $83,490; 
net  revenue  from  operations,  $1,352,585, 
an  increase  of  $156,805;  gross  income 
of  $1,128,380,  an  increase  of  $198,838. 
Deductions  from  the  last  item  are  as 
follows :  *  Interest  on  bonds  and  notes 
$619,589,  a  decrease  of  $13,490;  amorti- 
zation of  discount  on  notes  $2,220,  a 
decrease  of  $2,882,  and  miscellaneous 
debits  of  $1,590,  an  increase  of  $825, 
giving  total  deductions  of  $623,400,  a 
decrease  of  $15,547. 


COMPARATIVE     INCOME     STATEMENT 
OF    THE    LOUISVILLE    RAILWAY 
1922  1921 
Revenue     from     trans- 
portation     $4,358,450   $4,275,435 

Other     operating     rev- 
enues       184,367         194,067 

Total  operating 

revenues    $4,542,817   $4,469,502 

Operating  expenses 3,190.232     3,273,723 

Net    revenue   from 

operations $1,352,585  $1,195,779 

Taxes     388,000         363,000 

0|)erating    income.     $964,585       $832,779 
Non-operating   income : 

LouLsville  &  Inter- 
urban  Railroad 
Co..  net  Income...     $145,982         $87,885 

Other     non-operating 

income    17.813  8,877 

Total  non-operat- 
ing income    ....     $163,795         $96,762 

Gross  income   ....$1,128,380      $929,641 
Deductions  from   gross 
income : 

Interest      on      bonds 

and  notes $619,689       $633,079 

Amortization  of  dis- 
count on  notes.  ..  .  2,220  5,103 

Miscellaneous  debits.  1,591  766 

Total   deductions.  .     $623,400       $638,948 

Balance  available 
for  dividends  on 
stock    $504,979       $290,592 

The  first  matter  touched  upon  by 
Mr.  Barnes  in  his  remarks  to  the  stock- 
holders was  the  fare  case.    The  various 


moves  made  in  this  connection  he  re- 
viewed very  briefly.  All  of  these  steps 
were  followed  from  time  to  time  in  the 
Electric  Railway  Journal  from  the 
hearing  before  the  Court  of  Appeals 
at  its  March  term  in  1922  to  the  pas- 
sage on  Aug.  24  of  the  new  franchise 
ordinance  by  the  Board  of  Aldermen. 
This  grant  the  stockholders  of  the  com- 
pany approved  on  Sept.  11  and  at  4 
a.m.  Sept.  17  the  ordinance  became  ef- 
fective, placing  in  effect  a  7-cent  cash 
fare  with  tokens  at  the  rate  of  five  for 
30  cents. 

It  was  explained  by  Mr.  Barnes  that 
on  July  16  one-man  safety  cars  were 
placed  in  operation  on  the  Brook  Street 
line.  These  cars  were  rebuilt  in  the 
company's  own  shops.  The  economies 
resulting  from  the  operation  of  these 
cars  make  it  possible  to  improve  the 
service  by  running  additional  cars  at 
closer  headway,  and  their  adaptability 
is  recognized  in  the  new  fare  ordinance, 
to  which  reference  has  just  been  made, 
which  contains  as  one  of  its  provisions 
a  paragraph  directing  the  acquisition 
of  80  additional  cars  of  this  type. 
Fifty-five  new  safety  cars  have  been 
ordered  from  the  J.  G.  Brill  Company, 
some  of  which  are  already  in  operation 
on  the  Chestnut  Street  line,  and  a  suf- 
ficient number  of  old  cars  have  been 
remodeled  in  our  own  shops  to  complete 
the  number  required  by  ordinance. 

When  this  program  is  completed  the 
company  will  have  available  for  opera- 
tion 101  safety  cars.  The  economies 
from  the  use  of  the  new  cars,  with  the 
saving  in  platform  expense,  reduction 
in  power  cost,  etc.,  result  in  an  esti- 
mated saving  of  approximately  $100,000 
a  year. 

In  1920  seventeen  lives  were  lost  in 
street  car  accidents  in  Louisville,  in 
1921  seven  lives  and  in  1922  three  lives. 
This  is  regarded  as  a  graphic  and  very 
gratifying  illustration  of  the  effective- 
ness of  the  safety  work,  in  which  the 
officers  of  the  company  have  been 
greatly  assisted  by  the  Louisville  Safety 
Council. 

Mr.  Barnes  explains  that  on  Dec.  18 
the  transportation  committee  of  the 
Welfare  Association  met  the  officers  of 
the  company  and  after  a  general  dis- 
cussion of  wage  scales  in  this  and  other 
industries  a  new  scale  was  arranged 
for  platform  employees  to  be  effective 
Jan.  1,  1923.  Under  the  new  scale, 
rates  paid  to  motormen  and  conductors 
are  as  follows: 

Period  Rate  per  Hour 

First  three   months $0.34 

Next  nine  months 37 

After  one  year 40 

After  two  years    45 

One  cent  an  hour  additional  is  paid 
for  interurban  service  and  3  cents  an 
hour  additional  for  safety  car  opera- 
tors. 


Purchases  Plant. — The  Potomac  Pub- 
lic Service  Company,  operating  in  Mary- 
land, Pennsylvania,  Virginia  and  West 
Virginia,  has  purchased  the  plant  of 
the  Fayetteville  Electric  Light  &  Power 
Company  and  will  take  possession 
June  1. 


March  3,  1923 


Electric    Railway    Journal 


387 


Valuation    of    Los    Angeles  The  commission  informed  the  Mayor         Auction  Sales  in  New  York.— At  the 

Pronerties  ProDOsed  ^^^^    i*^    "^^^^    between    $100,000    and    public  auction  rooms  in  New  York  there 

x-ropc  I  If  $200,000  to  compromise  claims  now  in     were  no  sales  of  electric  railway  secun- 

In  connection  with  plans  announced     utigation  against  it  by  reason  of  land-     ties  this  week. 

by  the  California  State  Railroad  Com-     guj^g  ^j^^g  ^j^^  gu^way  system.  Will  Issue  $1,000,000  in  Bonds.— The 

mission  for  the  proposed  unification  of  ^^^  Lima-Toledo  Railroad,  which  is  to 

the  lines  of  the  Los  Angeles   Railway  t„_u„_„  Roston  Net  $96  725  take  over  the  property  of  the  old  Ohio 

and  the   Pacific   Electric   Railway    the  January  Boston  mi  3.yb,/Za  ^^^^^^.^   Railroad,  between  Toledo  and 

City  Council  on  Feb.  21  adopted  the  The  Boston  (Mass.)  Elevated  Rail-  ^ima  recently  bid  in  by  the  bond- 
report  of  the  commission,  passing  the  way  still  owes  $3,462,955  to  fourteen  jjoije^g^  ^iH  jsgue  $1,000,000  in  bonds 
necessary  motion  in  the  Council  order-  cities  and  towns  which  advanced  money  ^^^  acquire  some  new  capital  by  the 
ing  a  survey  of  the  two  properties  in  by  taxation  to  pay  its  deficit  from  op-  jgguance  of  $750,000  in  preferred  stock 
question  with  a  view  of  their  consoli-  eration  during  a  lean  period  ending  in  ^^^  jj  qqq  qqq  jj,  common  stock, 
dation  into  a  single  transportation  1919  The  company  has  accumulated  j2.5(io,000  East  Penn  Issue.-A  new 
system.  $465,929  toward  its  second  payment  on     .*';'*":•  j,  50O  000  East  Penn  Electric 

Engineers  of  the  two  railways   work-     that  indebtedness.     That  payment  will     '^Zv^l^lf^ZrtSte  !TJ^:^1 
ng  under  the  supervision  of  the  State     be  made  next  July.    The  company  hopes  ^  ^  o-nlH  hnnHo   Hup  iq'5'i    is 

Railroad     Commission     and     the     Los     to  be  able  to  pay  $1,000,000.     At  the     ^eTng  „ff"rrat  97  and"^^^^^^^ 
Angeles  City  Board  of  Public  Utilities,     present    rate    the    entire    indebtedness     J^'^/gfo  p^  cent     The^^^^^^^^^^^^^ 
wi  1    make    a    survey    determining   the     should  be  wiped  out  m  three  or  four  ^^i'         ^^^^.^^  ^^  j    ^    ^^j^^ 

price  the  Pacific  Electric  Lines  should     years,  after  which  the  company  will  be     ^^^  gpencer  Trask   &   Company, 

pay  for  the  Los  Angeles  Railway  sys.  ,n  a  position  to  make  a  downward  re-  ^^^^^J  pj^,^  q,„1,  ^ard  &  Com- 
tem,  the  price  the   Los  Angeles  Rail-    vision  of  its  fare  unit,  now  10  cents.  ^^^  bankers  state  that  the  corn- 

way  should  pay  for  portions  of  the  So  long  as  the  company  continues  to  ^  srxpv^ies  most  of  Schuylkill  Coun- 
Pacific  Electric's  local  street  car  system  make  financial  gains  month  by  month  ^  Pa.,  with  electric  light,  power  and 
in  the  city  and  the  amount  to  be  paid     it  probably  can  reduce  fares  gradually     j.^-j^^    service 

by  the  city  of  Los  Angeles  for  both  city     by    the    introduction    of    more    5-cent         jj^^^  Gold    Bonds    for    Sale.- 

systems  should  the  city  elect  to  take     routes    which  are  not  considered  as  a     ^^^^^^  p  ^  Company  and  Paine, 

the  systems  over  and  operate  them,  part  of  the  straight  rate  fabric.  These  ^^^^^^  ^  Company,  New  York,  are 
Richard    Sachse,   formerly    chief   engi-     .5-cent  routes  are  intended  to  encourage     ^^  $750,000  of  the  Indiana  Service 

neer  of  the  State  Railroad  Commission,  short-haul  riding  where  they  ^o  not  Corporation,  Fort  Wayne,  Ind.,  first  and 
has  been  engaged  to  fix  the  valuation  encroach  upon  the  10-cent  routes,  or  ^.^^^^^  mortgage  5  per  cent  gold 
of   the    properties.  eat  materially   into   the  receipts  from     ^  ^^^.^^  ^      ^^j^^       i^^  j^  ggj  ^^j 

No  estimate  is  given  of  the  time  re-  the  10-cent  fares,  and  they  bring  down  i^^g^ggt  yielding  5i  per  cent.  The  bonds 
quired  to  complete  the  survey,  but  it  is  the  average  charge  per  fare,  but  the  ^^^  ^^^^^  j^^  ^^  ^ggQ^  and  are  due  Jan. 
thought  from  three  to  six  months  will  regular  10-cent  fare  cannot  under  the  ^  ^^^^  ^p^^^  completion  of  the  pres- 
be  necessary  in  order  to  compile  an  present  law  be  reduced  until  the  com-  ^^^  financing  it  is  estimated  that  the 
exact  valuation  cost  for  the  Los  Angeles  pany  has  paid  its  debt  to  the  cities  ^^^.^j  f„j,jgj  jgi,t  outstanding  in  the 
Railway  properties,  as  it  has  been  nine  and  towns  that  were  assessed  in  1919  j^^j^j^  ^^  ^^^  public  exclusive  of  income 
years  since  a  proper  value  was  affixed     to  pay  its  deficit  from  operation.  j^^j^^g  .^^jj  amount  to  less  than  47  per 

on  the  property.  However,  the  condi-  Even  Mayor  Curley  of  Boston  has  ^^^^^  ^^  ^.j^^  valuation  of  the  company's 
tions   are   somewhat   better   in   connec-     officially  announced  abandonment  of  his     property 

tion  with  the  Pacific  Electric  Railway  5-cent  fare  campaign,  in  the  face  of  i^^^' c„^^^^  Dividend  by  Federal 
properties,  as  that  company  recently  this  law  which  has  been  interpreted  t^  Light  &  Traction.-At  a  special  meeting 
completed  a  valuation  of  its  properties  him  by  his  own  law  department,  as  well  ^^^  ^^^  ^^^^^  ^^  directors  of  Federal 
started    during    the    year    1912    upon     as  by  the  State  Attorney-General.  ^  Traction  Company,  New  York, 

order  of  the  State  Railroad  Commission.  In  January  the  Boston  Elevated  jj  *  y  held  Feb  21  1923  an  initial 
These  completed  valuation  data  were  earned  $96  725  in  excess  of  the  cost  of  ^^^e'rly  cash  divide'nd,  at 'the  rate  of 
used   extensively   during   the   past  two     service,    while    m    1922    the    company     ^^  ^^^^.^  ^j^^^^^  ^^^  declared  upon 

years  in  rate  increase  hearings  held  earned  $203,273  in  excess  of  the  cost  ^^^  common  stock  of  the  company.  An 
before  the  commission.  of  service.    The  expenses  for  January      ^^^^^  dividend   of  75   cents  per  share 

1923,  however    mcluded   $190,807   cost    ^^^   ^,^^   j^,^^^^    ^p^^    ^^^    ^^^^^„ 

Bond  Issue  Approved  «*    removal   of   snow.      The    condensed    ^^^^^  ^^  ^^^  company  payable  in  6  per 

Conditionally  statement  for  January  follows.  ^^^^j.  cumulative  preferred  stock  of  the 

«  „„  „„„     ,  i,     ^.        ~  T7I  ,.„„        company.     Both  dividends  are  payable 

A  bond  issue  for  $500  000  of  the  Cm-  1923  1922         „„   ^prii    2,    1923,   to   common   stock- 

cinnati  Rapid  Transit  Commission  was  ^'^'^pXlioA""'". .  ."'.'^. .  .$2,982,532  $2,802,683  holders  of  record  at  the  close  of  busi- 
signed   recently   by   Mayor   George    P.    interest  on  deposits  m-  j^^g^  ^^  ^^^^-^  jg    ^ggs. 

Carrel  on  condition  that  no  further  con-  "P^  et^". . ."''."":  15.764  34.373  j,o,000,000  Philadelphia  Company 
tracts  would  be  entered  '"to  by  the  com-  -_^^  ^^^^^^^    Issue.-A    new    issue    of    $10,000,000 

mission  until  negotiations  betwee^^^^^      Cost  of  service * 2.901.572    2.633.783    Philadelphia    Company   fifteen-year  5J 

Cincinnati     (Ohio)  J™<=t'°n    Company J    convertible    debenture    gold 

and  the  Cincinnati  Street  Railway  look-  Lx-„-%f  J-^^;'' °-.  ,96,725  J203,273  g„„d  d^t^j  March  1,  1923,  and  due 
ing  to  an  adjustment  of  the  traction    ^ , ^^^^^  .^  ^^^^^^  ^^  g^i 

""uZr  Carrd'reZsedTo'sign  the  bond  The  report  is  interesting  in  that  it  and  accrued  interest  to  yield  over  6J  per 

issue  rNovTmber  giving  as'^his  reason  shows    25.016,707    10-cent    passengers  cent        The     Philadelph  a     Company's 

then     immediatelv  after  the  failure  of  carried  in  January,  1923,  as  compared  assets    consist   of    investments    m    gas 

threTtr^^Hv  tax  levv  to  pass-^th^^^  no  with  24,747,377  in  January.  1922,  and  and  oil  properties  valued  at  more  than 

additional  fiLncial  burdens   should  be  8,351,759  5-;ent  passengers  in  January,  $76000,000  and  investments  in  electric 

nfaced    on   the   voters     since    they   had  1923,   compared    with    5,449,332    5-cent  light   and    power   companies   valued  at 

expressed  at  the   eStion  their  desfre  passengers  in  January,  1922.     The  re-  $29000,000  above  existing  indebtednes.s^ 

tha't   the   ctty   shouwTnction   on   de-  ceipts   per  revenue  passenger  in  Jan-  It  a  so  owns  securities  of  the  Pittsburgh 

TUa  ^nni^Z^  uary    1923.  were  8.985  cents  compared  Railways  representing  the  equity  in  the 

The   proceed;  from   the   sale   of  the  with  9.395  cents  in  January.  1922.  The  electric  railway  system   in  Pittsburgh 

boS:  ^if  be  employed  to  pay  off  exist-  --^-0  *          ton    fa,  c_e^  SvSfat  ^e^  OSs  Sn^o^   'o^ 

'Z:t::Z^\Tt;Zi.lLTS'-  wltSsS^^i  jSaTSriSi'-Coal^costs  after  March  1.  1924,  par  for  par,  into 

Xforthe   competiorof     hf  ?ap^^  for   the   two   months   were:    January,  non-callable  6  per  cent  cumulative  pre- 

Snsit  system  1923.  $233,014;  January.  1922,  «194.388.  ferred  stock. 


388 


Electric    Railway    Journal 


Vol.  61,  No.  9 


Traffic  and  Transportation         I 


Rhode  Island  Commission  Has 

Approved  Short-Haul 

Bus  Plan 

The  substitution  of  motor  bus  service 
for  local  electric  railway  service  along 
Broadway,  placing  all  electrics  on  an 
express  line  basis,  was  authorized  on 
Feb.  23  in  an  order  entered  by  the  Pub- 
lic Utilities  Commission  of  Rhode 
Island  granting  such  a  request  of  the 
United  Electric  Railways.  As  was  ex- 
plained at  considerable  length  in  the 
Electric  Railway  Journal  for  Feb. 
17,  page  301,  a  bus  line  will  operate  be- 
tween Exchange  Place  and  Barton 
Street,  and  the  electric  cars  operating 
over  Broadway  will  run  express  be- 
tween La  Salle  Square  and  Broadway 
and  Valley  Street,  in  both  directions. 
The  outbound  cars  will  stop  to  take  on 
passengers  at  all  of  the  present  stops, 
and  the  inbound  cars  will  make  the 
customary  stops  to  discharge  passen- 
gers. All  cars  over  Broadway,  under 
the  new  plan,  will  be  operated  under  the 
same  plan  as  the  Hughesdale  and  Cen- 
tredale  cars  are  now  running,  and  the 
proposed  bus  line  will  provide  the  local 
service  for  patrons  between  Barton 
Street  and  La  Salle  Square. 


The  fare  reduction  comes  in  accord- 
ance with  the  franchise  amendment 
which  provides  that  when  the  interest 
fund,  the  fare  barometer,  contains  in 
excess  of  $700,000,  the  rate  of  fare 
shall  be  automatically  decreased. 

Feb.  28  is  the  end  of  the  company's 
ordinance  year  and  on  that  date  any 
surplus  in  the  company's  funds,  such  as 
the  operating  or  maintenance  fund,  is 
placed  to  the  credit  of  the  interest  fund. 
On  Feb.  1  there  was  a  surplus  in  the 
company's  funds  of  $488,008.  On  the 
same  day  the  interest  fund  contained 
$474,848.  Mr.  Stanley,  in  his  letter 
to  the  City  Council,  said  that  the  com- 
pany's operating  allowance  for  Febru- 
ary would  be  exceeded,  but  in  spite 
of  this  draft  upon  the  surplus  of  the 
company's  funds  on  Feb.  1  there  would 
still  be  enough  money  to  throw  into 
the  interest  fund  on  Feb.  28  to  make  the 
interest  fund  exceed  the  $700,000,  when 
the  fare  reduction  takes  place. 


Charter  Permits  Bus  and  Track- 
less Trolley  Operation 

The  first  move  by  up-state  traction 
companies  to  start  operation  of  track- 
less trolleys  was  made  on  Feb.  24  by 
the  New  York  State  Railways  in  the 
incorporation  of  the  Rochester  Railways 
Co-ordinated  Bus  Lines,  Inc. 

The  directors  of  the  Rochester  cor- 
poration are  James  F.  Hamilton,  presi- 
dent of  the  New  York  State  Railways, 
and  W.  A.  Matson  and  Daniel  M. 
Beach,  Rochester,  officials  of  the  New 
York  State  Railways. 

Under  the  terms  of  the  charter 
granted  to  the  new  corporation,  which 
is  incorporated  for  $50,000,  stage  or 
omnibus  routes  may  be  operated.  It 
is  probable  that  the  corporation  will 
operate  both  buses  and  trackless  trol- 
leys. As  has  been  noted  previously  in 
the  Elbctric  Railway  Journal  the 
new  corporation  intends  to  operate  con- 
necting cross-town  lines  between  the 
trolley  lines  in  Rochester. 


Cleveland  Fare  Down  to 
Five  Cents 

Fares  in  Cleveland  were  reduced  by 
the  Cleveland  (Ohio)  Railway  to  5 
cents  cash,  eleven  tickets  for  50  cents 
and  1  cent  for  transfer  without  rebate, 
on  March  1.  The  fact  that  a  decrease 
in  fare  was  impending  was  announced 
in  the  Electric  Railway  Journal  some 
time  ago.  Posters  announcing  the  fare 
reduction  were  put  in  all  Cleveland 
cars  by  the  company  on  Feb.  27,  follow- 
ing President  John  J.  Stanley's  noti- 
fication to  the  City  Council  on  Feb.  26. 


Council  Approves  Additional 
Bus  Lines 

The  City  Council  at  Toledo,  Ohio, 
has  finally  approved  the  addition  of  two 
auxiliary  bus  lines  for  the  Community 
Traction  Company  and  directed  that 
purchases  of  the  buses  be  made  from 
the  moneys  in  the  depreciation  fund  of 
the  car  company  as  set  up  by  the 
Milner  ordinance.  Commissioner  Wil- 
fred E.  Cann  had  combated  this  theory 
of  the  payment  for  the  new  bus  equip- 
ment, but  he  was  overruled  by  the 
Council. 

The  new  lines  will  be  on  Oak  Street 
from  Fassett  to  the  end  of  the  street 
and  on  South  Erie  Street,  where  the 
present  tripper  service  in  effect  will  be 
supplanted  by  one  bus. 

No  date  has  been  set  for  the  start- 
ing of  the  new  auxiliary  service  and 
company  officials  have  not  made  any 
announcement  as  to  the  type  of  bus 
to  be  purchased.  It  was  considered 
at  one  time  that  the  equipment  would 
probably  be  the  Garford  bus,  with  seat- 
ing capacity  of  about  twenty-five 
passengers.  Garages  and  shops  will  be 
constructed  to  take  care  of  the  buses. 


5-Cent  Agitation  Continued  in  Washington 

Tennessee   Senator  Wants   Special    Committee   to    Report   on    Railway 

Methods — Capital  Traction  Official  Does  Not  Believe  Congress 

Wants  to  Throttle  His  Company  Financially 


SENATOR  McKELLAR  of  Tennessee, 
as  a  continuation  of  his  efforts  to  se- 
cure a  return  to  a  5-cent  cash  fare  on 
the  railways  of  Washington,  introduced 
a  resolution  on  Feb.  27  calling  for  the 
appointment  of  a  special  committee  of 
the  Senate  to  investigate  the  entire 
question  and  report  at  the  next  session 
of  Congress. 

It  is  understood  that  the  committee 
to  be  named  under  this  resolution,  if 
adopted,  will  be  composed  of  Senator 
Ball  of  Delaware,  Senator  Couzens  of 
Michigan,  Senator  Keyes  of  New  Hamp- 
shire, Senator  Simmons  of  North  Caro- 
lina and  Senator  McKellar. 

The  resolution  proposes  an  inquiry 
into  the  franchise  grants  between  the 
railways  and  the  District  of  Columbia 
regarding  rates  of  fare,  and  especially 
into  the  authority  of  the  District  of 
Columbia  Public  Utilites  Commission 
to  order  increases  of  fares.  The  cash 
fare  in  Washington  is  8  cents,  with 
six  tokens  for  40  cents.  Senator  McKel- 
lar has  been  waging  war  against  rail- 
way fares  in  Washington  for  several 
weeks,  having  spoken  on  the  subject 
frequently  on  the  floor  of  the  Senate. 
He  has  also  attacked  the  members  of 
the  District  Public  Utilities  Commission, 
alleging  that  they  acted  without 
authority  in  granting  increased  fares 
and  that  such  increases  violated  con- 
tracts between  the  companies  and  the 
District.  In  this  connection,  it  has  been 
pointed  out  that  during  the  political 
campaign  in  Tennessee  last  fall,  when 
Senator  McKellar  was  re-elected,  the 
successful  candidate  for  Governor  on 
the  same  ticket,  and  others,  assailed  the 
Tennessee  Public  Utilities  Commission. 


Also,  there  is  a  politico-economic  con- 
troversy ranging  around  the  railway 
system  in  Memphis,  the  Senator's  home 
city. 

The  Tennessee  Senator  offered  amend- 
ments directing  a  return  to  5-cent  fares 
to  three  District  of  Columbia  bills  in 
the  Senate  recently.  On  the  last  occa- 
sion his  amendment  was  laid  on  the 
table  by  a  narrow  vote  of  thirty-seven 
to  thirty-six. 

J.  H.  Hanna,  vice-president  of  the 
Capital  Traction  Company,  Washing- 
ton, D.  C,  on  Feb.  20  wrote  to  Senator 
McKellar  calling  his  attention  to  cer- 
tain statements  made  by  him  on  Feb. 
17  in  debate  on  the  5-cent  fare  amend- 
ment relating  to  the  Capital  Traction 
Company  and  the  effect  which  the  pro- 
posed rate  of  fare  would  have  on  it. 
This  letter  was  sent  with  a  view  of  giv- 
ing Senator  McKellar  accurate  informa- 
tion respecting  certain  matters  on 
which  he  had  been  misinformed. 

In  view  of  the  position  of  Senator 
L.  Heisler  Hall  as  chairman  of  the 
Senate  district  committee,  and  knowing 
Mr.  Hall's  interest  in  all  affairs  con- 
cerning the  District  of  Columbia,  Mr. 
Hanna  sent  him  a  copy  of  the  letter  to 
Senator  McKellar  and  also  gave  him 
certain  more  detailed  information  re- 
specting the  situation. 

The  comparison  made  by  Mr.  Hanna 
is  shown  between  the  years  1922  and 
1912  because  in  the  discussion  of  the 
proposed  amendment  reference  was 
made  to  conditions  existing  ten  years 
ago,  and  also  because  the  year  1912, 
probably  as  fairly  as  any  of  the 
pre-war  years,  reflects  conditions  exist- 
ing  under   the   5-cent   fare,    with    six 


March  3,  1923 


Electric    Railway    Journal 


389 


tickets  for  25  cents.    Data  submitted  by 
Mr.  Hanna  show  that: 

Total  operating  reveiiue.s  in  the  year  1922 
were  12U.4  per  cent  greater  than  in  1912. 

Operating  expenses  and  ta.xes  in  1922 
■were  193.0  per  cent  greater  tlian  in  1912. 

Operating  income  available  for  interest, 
dividends  and  improvements  to  property 
was  34.3  per  cent  greater  in  1922  than  in 
1912. 

Pay  passengers  increased  34.6  per  cent 
in   1922   over  the   year  1S12. 

In  1922  this  company  earned  8.6  per  cent 
on  the  fair  value  of  its  property  as  fixed  by 
the  Public  Utilities  Commission,  and  paid 
a  7  per  cent  dividend  to  its  stockholders. 
During  the  past  ten  years  it  has  paid  divi- 
dends to  stockholders  ranging  from  5  per 
cent  to  7  per  cent  per  annum,  the  average 
being  5.975  per  cent. 

During  1922  operating  expenses  and  taxes 
per  pay  passenger  was  5.083  cents.  Interest 
and  dividends  required  a  further  1.637  cents. 
At  the  present  rate  the  average  fare  per 
pay  pa.ssenger  is  6.962  cents. 

Trainmen's  wages  constitute  a  very  large 
Item  of  operating  expense.  In  1912  the 
total  wages  paid  the  trainmen  was  $460.- 
070,  and  in  1922  ?1, 272, 399,  an  increase  of 
176.6  per  cent.  In  1912  the  average  wage 
paid  trainmen  was  approximately  23.72 
cents  an  hour  and  in  1922  55.62  cents.  The 
wages  of  other  employees  were  increased 
in  about  the  same  ratio  during  this  period, 
in  order  to  adjust  wages  to  living  costs. 

Mr.  Hanna  says  that  re-establishment 
of  the  pre-war  fare  of  5  cents  cash  with 
six  tickets  for  25  cents  would  reduce 
income  to  a  point  where  the  company 
could  not  meet  operating  expenses  and 
taxes,  unless  the  wages  paid  to  em- 
ployees were  materially  decreased.  Res- 
toration of  the  old  rates  would  simply 
make  it  impossible  for  the  company  to 
meet  interest  charges  or  pay  any  divi- 
dend. It  is  Mr.  Hanna's  idea  that  Con- 
gress has  no  desire  to  place  the  com- 
pany in  a  position  where  it  would  be 
forced  to  reduce  wages,  default  on  in- 
terest charges  and  suspend  all  divi- 
dends, as  would  be  necessary  under  the 
restoration  of  the  5-cent  cash  fare. 

Mr.  Hanna  calls  attention  particu- 
larly to  the  fact  that  any  discussion 
of  the  capitalization  of  the  company  has 
no  bearing  on  the  present  fare  situation. 
The  values  of  both  railway  companies 
operating  in  the  District  have  been 
found  by  the  Public  Utilities  Commis- 
sion, and  existing  rates  of  fare  were 
fixed  by  it  on  the  basis  of  those  values. 
Reports  for  the  year  1922  show  that  the 
amount  earned  under  the  existing  rates 
of  fare  on  the  combined  fair  value  of 
the  two  companies  as  found  by  the  com- 
mission was  less  than  6  per  cent,  and 
that  the  proposed  rate  of  fare  would,  if 
made  effective,  entirely  eliminate  any 
question  of  values  or  rates  thereon,  as 
the  income  would  not  be  sufficient  to 
meet  operating  expenses.  In  conclusion 
Mr.  Hanna  said  his  company  was  ready 
at  all  times  to  furnish  any  information 
that  Congress  might  desire  respecting 
the  operations  of  his  company. 


ment  to  out-of-town  buyers,  due  to  over 
burdened  main  thoroughfares  and  parking 
difficulties,  are  much  discussed. 

.Several  groups  of  Newarkers  are  study- 
ing conditions,  but  they  and  all  others  in- 
terested in  the  welfare  of  the  city  court 
advice  and  criticism.  How  can  these  prob- 
lems be  quickly  and  wisely  solved?     What 


Six-Cent  Fare  Again  Extended.— The 

City  Council  of  Richmond,  Va.,  recently 
extended  the  6-cent  fare  ordinance 
under  which  the  Virginia  Railway  & 
Power  Company  is  relieved  of  its  obli- 
gation under  franchise  to  carry  pas- 
sengers at  a  fare  of  5  cents.  The  Mayor 
signed  the  paper,  giving  the  company 
permission  to  charge  6  cents  for  six 
months  more.  The  ordinance  has  been 
extejided  regularly  every  six  months 
for  the  last  two  years,  awaiting  settle- 
ment of  the  new  franchise. 


Traffic  Congestion  Worries    ''"^rK^  ^'■°'"  ^^^  important  streets  on 

.-,"          ,  wh.eh  trolleys  operate  in  the  center  of 

INewark  the  city.   This  very  suggestion  had  been 

ni.            ■     D  ui-     r.  •   •       D       ix     •  P"*  forward  before  from  time  to  time 

Change  .n  Public  Op.n.on  Results  m  «  d^^ing  the  past  several  years  by  those 

Demand  for  Remova    of  J.tneys  ^ho    had    studied    the    transportation 

from  Trolley  Streets  p^^blem  but  it  had  always  met  with  a 

A   short  time  ago  the  Sunday  Call,  storm  of  protest  from  those  who  wished 

Newark,  N.  J.,  carried  under  the  cap-  to    have    the    buses    on    the    principal 

tion    "Newark    Needs   Your    Help"    an  streets.     Storekeepers  also   had  voiced 

appeal  to   its  readers  to  write  to  the  ^   determined   opposition   when    it   was 

paper   telling  their  views   on   ways  to  proposed  to  take  the  jitneys  away  from 

reduce  traffic  congestion   in  the  center  their  front  doors.     It  appears  now  that 

of  the  city.     By  this  action  the  news-  sentiment    is    beginning   to    swing    the 

paper   took   the   initiative   in   directing  other  way.    The  practical  unanimity  of 

public  attention  to  an  important  civic  the   letter  writers   in  urging  this   step 

problem   that   has  been   constantly   be-  shows  that  the  public  is  beginning  to 

coming    more   complex.      Many    letters  realize  the  disadvantage  in  having  du- 

were  received  in  answer  to  the  appeal  P'icate  transportation  facilities  on  the 

showing  that   many   people   had   given  same  crowded  streets,  and  the  improve- 

serious  study  to  the  question,  and  quite  ment  to  be  effected  by  removal  of  bus 

remarkably,  had  nearly  all  arrived  at  routes   to   streets   where   there   are   no 

the  same  conclusion,  namely,  that  the     trolleys. 

jitney  buses  should  not  be  allowed  to 

operate  on  the  same  street  with  the  Average  of  4,524  Passes  a  Week 

trolleys.  for  First  Year  in  Fort  Wayne 

Conditions  Becoming  Unbearable  The   first   year    of   the    use    of   the. 

The  original  announcement  about  the  "^^^^^^    P*^^    ^^^^em    by    the    Indiana' 

matter,  which  appeared  on  Feb.  18,  1923,  T'^v^  Corporation  on  the  Fort  Wayne 

said  in  part:  "^^  ''"^^  u"''^'*  ^^^-  ^^-     '^^^  '■«<='"-'ls 

of  sales  show  that  a  total   of  235,254 

Busmess   in   the   central  district  of  New-  weeklv     nnoooo     uro-n    „«ij     j      ■         ^■u 

ark  will  be  seriously  threatened,  if  certain  w^^Kiy    passes    were    sold    during    the 

conditions  are  not  corrected  soon.     Traffic  year,  making  an  average  of  4  524  Basses 

complexities,     with    attendant  .  discourage-  a  week  for  the  fifty-two  weeks. 

Starting  in  with  a  modest  sale  of 
only  2,967  the  first  week,  the  sales 
increased  steadily  until  the  peak  was 
reached    recently    with    sales    of    7,539 

do  you  think  is- the  basic  causeT-  "        weXr  an^d' ^^7' n  '^"'^      '''      '"^'^ 

Let  us  have  your  opinion,  your  analysis  ^eatner  ana  many  snows,  was  an  ex- 
of  the  whole  situation,  your  suggestion  for  ceptionally  good  month  for  pass  sales 
''*'"^''  each   week   the    number    sold    amount- 

On  Feb.  25  the  paper  published  ing  to  more  than  7,000.  The  previous 
several  pages  of  letters  received  in  high  mark  was  reached  in  the  week 
answer  to  the  appeal.  Well  considered  before  Christmas  when  7,162  were  sold, 
thought  characterized  almost  all  of  the  It  is  estimated  by  company  officials 
replies.  Only  one  writer  showed  that  that  the  average  use  of  each  pass  is 
he  was  unable  to  distinguish  between  twenty-five  rides.  As  the  pass  sells  for 
healthy  business  activity  and  hopeless  $1,  this  means  a  4-cent  fare  for  the 
traffic  congestion.    A  few  others  offered     steady  rider. 

rather  far-fetched  solutions  of  the  diffi- 

culty  suggesting  overhead  bridges  for         p,v„  r'^„t      v  n-i.     .-...    . 

pedestrians,  huge  underground  garages     M.^I^^hf.,,      «'  .  Killed.-The 

beneath  the  public  parks  and  so  forth.  Hv  '  nn  it  ^'  on°"'!  ."{  Representa- 
Subway  construction  was  suggested  r/n' t^f  .l  ,  """^"^  t°.  "Phold  the 
also  as  a  measure  of  relief,  although  fl^?^i  °'  5^;^^  committee  m  re- 
none  of  the  proponents  of  this  plan  of-  J"!!"?  M  rf^  the  Petition  of  Mayor 
fered  any  definite  ideas  to  show  how  it  l^^'L^"  ^ll'^  ^°.'^"  ^i"  t  ^■'=^"* 
could  be  arranged.  Various  other  reme-  fric  railtavs  "P^"^"*'""  °*  *^«  «'«<=- 
dies  found  a  little  support  among  the        „  .    ' 

writers  of  the  numerous  letters.  The  „  Magnanimous  Bus  Company.  _  The 
New  Jersey  Industrial  Traffic  League  "ort  Jervis  (N.  Y.)  Traction  Company 
contributed  a  novel  idea  by  urging  the  '"  *"®  ,  emergency  of  snow-clogged 
establishment  of  a  trolley  freight  serv-  "^'^''s  "as  been  operating  a  bus  be- 
ice  to  reduce  the  amount  of  heavy  „  ^,®"  Sparrowbush  and  Tri  States.  The 
trucking  in  the  city  streets.  Hudson    Transit   Company   loaned    the 

Most  of  the  answers  published  by  the  ['""way  company  a  bus  to  help  solve 
Call,  however,  agreed  in  putting  the  '^®  transportation  difficulty, 
blame  for  the  existing  traffic  congestion  One-Man  Cars,  Lower  Fare,  More 
on  automobile  parking  and  on  duplica-  Service. — One-man  operation  with  the 
tion  of  transportation  facilities  on  Birney  type  car  was  started  on  Sunday, 
streets  where  both  buses  and  cars  are  ^eb.  18,  on  its  city  line  in  Milwaukee 
operated.  Inasmuch  as  no  two  people  ''V  the  Chicago,  North  Shore  &  Milwau- 
thought  alike  about  the  proper  way  to  ^ee  Railroad.  At  the  same  time  the 
restrict  parking,  the  result  was  not  company  reduced  it  rate  of  fare  on  the 
particularly  informative.  Opinion  was  ''"e  from  6  cents  to  5  cents  and  in- 
almost  unanimous,  however,  that  the  creased  the  frequency  of  service  from 
first  step  to  relieve  traffic  congestion  in  a  headway  of  ten  minutes  to  a  headway 
Newark  must  be  to  remove  jitney  bus    of  six  minutes. 


390 


Electric    Railway    Journal 


March  3,  1923 


Mr.  Rossman  at  Mobile 

Westinghouse    Division    Manager    Be- 
comes  Railway   Vice-President 
and  General  Manager 

Frank  F.  Rossman  has  resigned  as 
division  manager  of  the  Westinghouse 
Electric  &  Manufacturing  Company  at 
Kansas  City,  to  become  vice-president 
and  general  manager  of  the  Mobile 
Light  &  Railroad  Company,  Mobile. 
Ala.,  the  duties  of  vsrhich  office  he  as- 
sumed on  March  1.  Friends  of  Mr. 
Rossman  tendered  a  dinner  in  his  honor 
at  the  Hotel  Baltimore,  Kansas  City,  on 
Feb.    22.      Brief    talks    were    made    by 


F.  F.  Rosr^iuan 


W.  M.  Hand,  district  manager  of  the 
General  Electric  Company;  C.  E.  Allen, 
southwestern  district  manager  of  the 
Westinghouse  Electric  &  Manufacturing 
Company;  Col.  K.  D.  Klemm,  president 
of  the  Kansas  City,  Kaw  Valley  & 
Western  Railway;  Col.  P.  J.  Kealy, 
former  president  of  the  Kansas  City 
Railways;  B.  C.  Adams,  vice-president 
and  general  manager  of  the  St.  Joseph 
Railway,  Light,  Heat  &  Power  Com- 
pany; Mayor  H.  B.  Burton  of  Kansas 
City,  Kan.;  L.  H.  Chapman  commis- 
sioner of  water  and  light,  Kansas  City, 
Kan.;  D.  0.  Vaughn,  vice-president  of 
the  Albert  Emanuel  Company.  F.  G. 
BufFe,  general  manager  for  the  receivers 
of  the  Kansas  City  Railways,  presided 
as  toastmaster. 

Mr.  Rossman  has  represented  his 
company  in  the  Kansas  City  territory 
for  the  last  eight  years,  and  in  that 
time  has  endeared  himself  to  all  those 
in  the  industry  with  whom  he  has  come 
in  contact.  Mr.  Rossman  has  completed 
his  twenty-third  year  of  service  with  the 
Westinghouse  Electric  &  Manufacturing 
Company  and  in  that  time  has  become 
thoroughly  acquainted  with  railway 
matters,  especially  those  pertaining  to 
the  mechanical  and  operating  depart- 
ments, so  his  entry  into  the  operating 
end  of  the  industry  as  an  official  of  an 
electric  railway  is  not  an  experiment. 

Mr.  Rossman  was  bom  in  Bay  City, 
Mich.,  on  Sept.  17,  1882.    He  was  edu- 


cated in  the  public  schools  there  and 
was  graduated  from  the  Bay  City  High 
School  in  1900.  He  started  work  with 
the  Westinghouse  Electric  &  Manufac- 
turing Company  as  helper  in  the  con- 
struction department  in  Philadelphia  on 
July  1,  1900.  After  about  two  years 
there  he  was  sent  to  East  Pittsburgh, 
where  he  served  two  years  as  an  engi- 
neering apprentice.  In  1904  he  was 
placed  in  the  construction  department 
and  followed  that  class  of  work  for 
four  years.  He  was  then  appointed 
district  engineer  of  the  Cleveland  office 
of  the  company.  In  1909  Mr.  Rossman 
entered  the  sales  department  and  has 
followed  railway  work  closely  since  that 
time.  Since  1916  he  has  been  manager 
of  the  Kansas  City  office  of  the  West- 
inghouse Company.  While  he  was  lo- 
cated in  Cleveland  Mr.  Rossman  had 
charge  of  the  construction  of  the 
Youngstown  &  Ohio  River  Railroad,  the 
Cleveland,  Ashland  &  Mansfield  Rail- 
road and  the  extensions  to  the  Lake 
Shore  Electric  Railway. 

Railway  Men,  Manufacturers 
AND  Others  Attend 

Among  those  present  at  the  dinner  to 
Mr.  Rossman  were: 

C.  E.  Allen,  N.  B.  Johnson,  B.  W. 
Stemmerich,  J.  S.  Warren,  Graeme  Ross, 
R.  C.  Redhead,  G.  S.  Gillespie,  F.  S. 
Detweiler,  of  the  Westinghouse  Electric 
&  Manufacturing  Company;  W.  M. 
Hand  and  F.  R.  Johnson  of  the  General 
Electric  Company;  F.  G.  Buflfe,  J.  A. 
Harder,    D.    E.    Druen,    I.    R.    Carson, 

C.  A.  Kincade,  R.  S.  Neal,  H.  M.  Smith, 
J.  J.  Fitzmorris,  C.  L.  Carr,  A.  E.  Har- 
vey, E.  E.  Stigall,  D.  L.  Fennell  and 
R.  W.  Bailey  of  the  Kansas  City  Rail- 
ways; B.  C.  Adams,  H.  C.  Porter,  Frank 
Harrington  and  F.  E.  Henderson  of  the 
St.  Joseph  Railway,  Light,  Heat  &  Power 
Company;  H.  B.  Burton,  Mayor,  Kansas 
City,  Kan.;  L.  H.  Chapman,  commis- 
sioner Water  &  Light,  Kansas  City, 
Kan.;  J.  D.  Donovan,  chief  engineer, 
Kansas  City,  Kan.;  A.  E.  Baum  and 
J.  M.  Dapron  of  the  Westinghouse 
Traction  Brake  Company;  J.  A.  Weimer 
and  C.  W.  Way  of  the  Kansas  City, 
Clay  County  &  St.  Joseph  Railway; 
K  D.  Klemm  and  O.  S.  Lamb  of  the 
Kansas  City,  Kaw  Valley  &  Western 
Railway,  and  P.  J.  Kealy,  F.  S.  Dewey, 
F.  L.  Markham,  F.  V.  Cook,  Nic  Le 
Grand,  L.  E.  Gould,  E.  T.  Bronenkamp, 

D.  O.  Vaughn  and  H.  S.  Day. 
Arrangements    for    the    dinner    were 

handled   by  a   committee   consisting   of 

E.  E.  Stigall,  purchasing  agent  of  the 
Kansas  City  Railways;  B.  C.  Adams; 
D.  L.  Fennell,  superintendent  of  trans- 
portation of  the  Kansas  City  Railways; 

F.  V.  Cook  of  the  Ohio  Brass  Company; 
and  W.  M.  Hand. 


Mr.  Shartel  Made  President 

Former    Vice-President   and    General 
Manager  of  Oklahoma  Road  Suc- 
ceeds Late  .Mr.  Classen 

John  W.  Shartel,  vice-president  and 
general  manager  of  the  Oklahoma 
Railway,  Oklahoma  Cty,  Okla.,  and  long 
an  associate  of  the  late  Anton  H.  Clas- 
sen, president  of  the  company,  has  been 
elected  president  of  the  company  to 
succeed  Mr.  Classen.  Mr.  Shartel  and 
Mr.  Classen  share  almost  equally  be- 
tween them  the  honor  for  the  excellent 
system  of  transportation  which  the 
residents  of  Oklahoma  City  now  enjoy. 
Each  of  these  men  in  his  respective 
field  made  the  success  of  the  enter- 
prise possible. 

In  the  brief  period  of  twenty  years 
the  city  grew  from  a  town  of  15,000 
to  a  city  of  100,000  population.     The 


J.  W.  Shartel 


A.  F.  Kertsing  has  resigned  as  man- 
ager of  the  Citizens  Gas  Company  in 
Jackson,  Tenn.,  to  accept  a  post  with 
the  Carolina  Light  &  Power  Company. 


local  company  was  liberal,  almost  to 
the  extent  of  being  radical,  in  building 
new  lines  through  unsettled  territory. 
Much  private  right-of-way  was  secured 
and  land  obtained  for  terminals  with 
the  result  that  the  railway  system  in 
Oklahoma  is  one  of  the  best  laid  out, 
if  not  quite  the  best,  to  be  found  any- 
where in  a  city  of  similar  size  in  the 
civilized  world. 

That  sounds  like  an  all-embracing 
statement,  but  it  needs  no  other  quali- 
fications than  those  previously  men- 
tioned. Moreover,  the  company  has 
been  uniformly  successful,  a  state- 
ment that  is  also  mighty  significant 
considering  the  adverse  conditions 
affecting  electric  railways  everywhere 
during  the  war-time  period. 

John  W.  Shartel,  the  new  president 
of  the  company,  was  born  in  Harmons- 
burg,  Pa.,  on  May  1,  1862.  Soon  there- 
after his  parents  moved  to  Missouri, 
where  Mr.  Shartel  received  his  early 
education  in  the  county  schools.  He 
was  graduated  from  Kansas  Agricul- 
tural College,  Manhattan,  Kan.,  in  1884. 
After  leaving  college  Mr.  Shartel  went 
to  Topeka,  Kan.,  and  studied  law.  He 
was  admitted  to  the  bar  in  1885  and 
practiced  law  in  Topeka  for  a  year. 
He  then  went  to  Sedan,  Kan.  After 
serving  three  years  there  as  county 
attorney  he  formed  a  partnership  in 
1890  with  W.   C.  Hackney,  and  prac- 


March  3,  1923 


ELECTRIC      RAILWAY     JOURNAL 


391 


ticed  at  Winfield,  Kan.,  until  Jan.  1, 
1893,  when  he  moved  to  Guthrie,  Okla., 
where  the  firm  of  Asp,  Shartel  &  Cot- 
tingham  was  formed. 

In  1898  Mr.  Shartel  went  to  Okla- 
homa City  and  became  general  attor- 
ney for  the  Choctaw,  Oklahoma  &  Gulf 
Railroad,  which  position  he  held  until 
1901.  Several  years  later  he  formed  a 
law  partnership  with  J.  R.  Keaton  and 
Frank  Wells.  This  connection  con- 
tinued until  1912,  when  he  retired  in  or- 
der to  devote  his  time  to  the  Oklahoma 
Railway,  which  he  had  helped  to  organ- 
ize in  1902  and  which  had  grown  mean- 
while to  such  proportions  that  the  con- 
duct of  the  company's  affairs  required 
the  greater  part  of  his  time. 

In  1920  he  was  elected  president  of 
the  Oklahoma  Utilities  Association  and 
the  following  year  was  reelected  to  that 
office,  the  precedent  of  a  single  term 
for  that  office  having  been  abandoned. 
Mr.  Shartel  is  also  a  director  of  the 
Chamber  of  Commerce  of  the  United 
States,  representing  the  fifth  district. 
He  was  elected  to  this  office  at  the  last 
annual  meeting  of  the  chamber,  held  in 
Washington  in  May,  1922. 


During  Mr.  Sachse's  service  on  the 
Railroad  Commission  he  has  been 
actively  engaged  in  handling  the  Los 
Angeles  Plaza  Terminal  project,  which 
the  Railroad  Commission  ordered  be 
carried  out  by  all  the  steam  road  and 
electric  interurban  lines  entering  Los 
Angeles.  The  railroads  carried  the 
matter  to  the  State  Supreme  Court 
on  the  score  that  the  Railroad  Com- 
mission lacked  jurisdiction  and  from 
that  body  the  case  went  to  the  Inter- 
state Commerce  Commission. 


J.  W.  Nicholson  Secretary 
at  Cincinnati 

Joseph  W.  Nicholson,  for  many  years 
assistant  to  W.  Kesley  Schoepf,  presi- 
dent of  the  Cincinnati  (Ohio)  Traction 
Company,  has  been  elected  secretary  of 
that  corporation  by  the  directors.  The 
promotion  comes  to  Mr.  Nicholson,  one 


Engineer  Resigns 

Richard  Sachse  Will  Work  Up  Plans  for 

Unifying  Railway  Lines  in 

Los  Angeles 

Richard  Sachse,  chief  engineer  of  the 
'  California  Railroad  Commission,  re- 
signed Feb.  21  to  engage  in  the  work  of 
fixing  the  valuation  of  the  properties  of 
the  Los  Angeles  Railway  and  the  Pacific 
Electric  Railway  in  the  proposed  unifi- 
cation plan.  Mr.  Sachse's  work  will  be 
to  determine  the  costs  of  the  properties 
so  as  to  ascertain  the  sum  to  be  paid 
for  the  properties  taken  over,  depend- 
ing on  which  plan  is  the  one  to  be 
finally  accepted. 

Since  the  railway  lines  involved  will 
assume  the  expense  of  the  proposed 
surveys,  Mr.  Sachse  will  be  engaged  by 
them  in  handling  the  surveys.  He  will 
also  represent  the  Railroad  Commis- 
sion. Likewise,  he  will  serve  tha  city 
of  Los  Angeles  in  a  supervisory  capac- 
ity, if  the  city  decides  that  his  services 
are  needed  in  this  respect.  It  is  under- 
stood that  Mr.  Sachse  resigned  his  post 
with  the  Railroad  Commission  primarily 
to  take  up  private  engineering  practice 
in  Los  Angeles.  Mr.  Sachse  announced 
more  than  a  year  ago  his  plans  for 
leaving  the  commission. 

Mr.  Sachse  entered  the  service  of 
the  California  State  Railroad  Commis- 
sion in  1912  and  was  appointed  chief 
engineer  of  the  commission  in  1916.  He 
was  recently  appointed  chairman  of  the 
engineering  advisory  commission  on 
valuation  of  all  railroad  and  public  util- 
ity properties  in  the  United  States. 
He  was  also  chairman  of  the  inductive 
interference  commission  which  investi- 
gated all  power,  railroad  and  telephone 
lines  in  California.  As  chief  engineer 
of  the  State  Railroad  Commission  he 
has  had  engineering  supervision  over 
public  utility  properties  valued  at 
$700,000,000. 


Chief   Engineer   of   Los   Angeles 
Board  Resigns 

H.  Z.  Osborne,  Jr.,  has  resigned  as 
chief  engineer  of  the  Los  Angeles  Board 
of  Public  Utilities  in  order  to  run  for 
Congress  as  successor  to  his  father, 
Congressman  H.  Z.  Osborne,  who  died 
recently.  Mr.  Osborne  had  been  em- 
ployed by  the  Los  Angeles  municipal 
government  for  twenty-seven  years. 
He  entered  the  Los  Angeles  city  engi- 
neering department  after  graduating 
from  Leland  Stanford  University.  After 
serving  in  various  positions  in  the  engi- 
neering department  for  twenty-four 
years  he  was  appointed  to  the  position 
of  chief  engineer  of  the  Board  of  Pub- 
lic Utilities  three  years  ago. 

Mr.  Osborne  will  retain  his  connec- 
tion with  the  semi-official  Los  Angeles 
Traffic  Commission  as  chairman  of  the 
executive  committee.  This  is  an  unsal- 
aried position.  The  commission  is 
organized  to  make  recommendations 
toward  the  improvement  of  relief  of 
traffic  conditions.  Resolutions  were 
passed  by  the  members  of  the  board 
expressing  regret  at  Mr.  Osborne's 
resignation  and  extending  appreciation 
of  the  service  rendered  by  him. 


3.  W.  Nicholson 


of  the  youngest  executives  in  the  elec- 
tric transportation  field,  after  years  of 
faithful  and  efficient  service.  He  en- 
tered the  employ  of  the  company  eleven 
years  ago  as  a  stenographer.  Mr. 
Nicholson  also  has  been  elected  secre- 
tary of  the  Cincinnati  Car  Company. 
In  1920  he  was  elected  secretary  of  the 
Ohio  Traction  Company,  the  parent  or- 
ganization of  the  Cincinnati  Traction 
Company,  which  office  he  still  occupies. 


William  T.  Crawford  has  replaced 
George  A.  Peirce  as  secretary  of  the 
Columbia  (Ga.)  Electric  &  Power  Com- 
pany. 

H.  B.  Weatherwax,  vice-president  of 
the  United  Traction  Company,  Albany, 
N.  Y.,  was  recently  elected  a  director  of 
the  Champlain  Transportation  Company. 
Senator  John  H.  Trumbull,  Plainville, 
Conn.,  a  director  of  the  Bristol  &  Plain- 
ville Tramway,  has  been  appointed 
president,  pro  tem.,  of  the  Connecticut 
State  Senate  at  Hartford. 

David  L.  Starr,  attorney  and  public 
utility  expert,  has  been  elected  repre- 
sentative of  the  Pennsylvania  League  of 
Boroughs  and  Townships  on  the  four- 
man  traction  conference  board  to  be 
created  in  the  proposed  reorganization 
of  the  Pittsburgh  (Pa.)  Railways. 


Mr.  Gaboury  in  New  Field 

Arthur  Gaboury,  formerly  superin- 
tendent of  the  Montreal  (Que.)  Tram- 
ways, has  been  elected  vice-president 
and  managing  director  of  the  American 
Druggists  Syndicate,  Ltd.,  of  Canada. 

Mr.  Gaboury,  a  well-known  figure  in 
the  railway  field,  first  became  identified 
with   the    Montreal    Street   Railway   in 
1894   as   conductor   after   he   had   com- 
pleted his  college  course  at  St.  Laurent. 
It   was    in    the   role    of   conductor   and 
later  as  a  motorman  that  he  learned  the 
practical  end  of  the  transportation  busi- 
ness.   In  1901  he  was  appointed  assist- 
ant inspector  and  from  that  time  on  we 
find  him  taking  on  new  and  bigger  re- 
sponsibilities until  in  1906  he  was  made 
assistant    superintendent.       Only    one 
year  did  he  remain  assistant  superin- 
tendent, being  appointed  superintendent 
in  1907.    This  position  he  held  until  last 
fall,  when  he  was  allowed  a  long  leave 
of  absence  to  regain  his  failing  health. 
Mr.  Gaboury  was  actively  connected 
with    the    Canadian    Electric    Railway 
Association,    at    different   times    being 
president  and  treasurer.    In  the  Amer- 
ican   Electric    Railway   Association    he 
was    also    a    prominent   figure,   having 
been  made  second  vice-president  of  the 
Transportation  &  Traffic  Association  at 
the  meeting  in  Chicago  last  fall.     Be- 
sides   his    professional    interests    Mr. 
Gaboury  gave  his  services  for  the  ad- 
vancement of  French  activities,  which 
in  1918  received  public  recognition  from 
the  French  government  in  the  form  of 
a  title  of  Officer  of  the  Academy. 

The  American  Druggists  Syndicate, 
with  which  Mr.  Gaboury 's  company 
is  affiliated,  is  a  $10,000,000  corporation, 
with  branches  throughout  the  United 
States  and  with  offices  in  New  York, 
Chicago  and  San  Francisco.  The 
Canadian  branch,  which  is  essentially-  a 
Canadian    industry    in    pharmaceutical 


392 


Electric    Railway    Journal 


Vol.  61,  No.  9 


products,  has  its  main  office  in  Montreal 
with  branches  in  Toronto,  Winnipeg 
and  Vancouver. 

C.  H.  Goddard,  president  of  the  Amer- 
ican Syndicate,  is  also  president  of  the 
Canadian  branch.  W.  B.  Woodland, 
B.  Sc.  and  Phar.  C,  was  elected  treas- 
urer and  production  manager  at  the 
same  meeting  at  which  Mr.  Gaboury 
was  made  an  officer  of  the  company. 


A.  G.  Nelson  has  replaced  W.  W. 
Crawford  as  secretary  and  treasurer  of 
the  Chicago  &  Interurban  Traction 
Company,  Chicago,  111. 

F.  G.  Hart  has  replaced  C.  B.  Hamil- 
ton as  acting  superintendent  of  trans- 
poration  of  the  Bloomington  &  Normal 
Railway  &  Light  Company,  Blooming- 
ton,  111. 

Norman  W.  Mumford  has  been  elected 
vice-president  of  the  Savannah  (Ga.) 
Electric  &  Power  Company  to  serve 
with  Harry  H.  Hunt  and  Charles  F.  W. 
Wetterer. 

Victor  D.  Vickery  has  been  elected 
vice-president  of  the  Jacksonville  (Fla.) 
Traction  Company.  Other  officials  act- 
ing in  this  capacity  are  Harry  H.  Hunt 
and  Charles  F.  W.  Wetterer. 

Walter  S.  Lee  is  now  auditor  of  the 
Chattahoochee  Valley  Railway,  West 
Point,  Ga.,  and  J.  L.  Pepper  is  claim 
agent.  Both  positions  were  formerly 
combined  and  were  held  by  Hubert 
Cumbee. 

I.  P.  Macnab,  superintendent  of  tram- 
ways of  the  Novia  Scotia  Tramways  & 
Power  Company,  Halifax,  N.  S.,  has 
resigned.  He  will  accept  the  position  of 
manager  of  the  Riverside  Iron  Works, 
Calgamy,  Alta. 

C.  A.  Harvey,  associated  with  the 
North  American  Railway  Construction 
Company  for  fifteen  years,  has  been  ap- 
pointed roadmaster  of  the  Chicago  & 
West  Towns  Railway,  Oak  Park,  111. 
The  appointment  became  effective  on 
Feb.  11. 

Walter  M.  Bird,  formerly  general 
superintendent  of  the  railway  depart- 
ment of  the  Savannah  (Ga.)  Electric 
&  Power  Company,  has  been  appointed 
manager  of  the  Fort  Madison  (Iowa) 
Electric  Company.  Both  properties  are 
under  the  management  of  Stone  &  Web- 
ster, Inc.,  of  Boston. 

Judge  Warren  W.  Foster  has  been 
elected  chairman  of  the  executive  com- 
mittee of  American  Light  &  Traction 
Company,  New  York,  N.  Y.,  succeeding 
the  late  Emerson  McMillin.  M.  S. 
Paine,  vice-president  of  the  Bowery 
Bank,  New  York,  has  been  made  a 
member  of  the  executive  committee. 

Oscar  Johannesen,  for  several  years 
connected  with  the  Brunswick  &  Inter- 
urban Railway,  Brunswick,  Ga.,  in  the 
capacity  of  superintendent,  has  resigned 
from  the  company  to  accept  an  appoint- 
ment by  the  Brunswick  Board  of  Trade 
and  the  Young  Men's  Club  as  port  sta- 
tistician for  the  port  of  Brunswick. 
During  his  long  years  of  service  with 
the  local  railway  lines  Mr.  Johannesen 
made  an  enviable  record  for  faithful 
service  and  efficiency  and  received  many 


expressions  of  best  wishes  from  his 
immediate  associates  and  others  for 
success  in  his  new  work. 

R.  F.  Tyson,  who  has  been  assistant 
to  the  vice-president  of  the  Philadelphia 
Rapid  Transit  Company,  has  been  made 
operating  manager  of  subway-elevated 
lines  of  the  company,  succeeding  G.  B. 
Taylor,  who  resumes  his  former  place 
as  engineer  of  way.  This  change  in 
personnel  of  the  company  is  in  addition 
to  the  ones  noted  in  the  Electric  Rail- 
way Journal  for  Feb.  24,  page  353. 

N.  M.  Aycock,  formerly  superintend- 
ent of  car  maintenance  of  the  Phila- 
delphia (Pa.)  Rapid  Transit  Company, 
has  joined  the  electric  street  railways 
department  of  the  Texas  Company,  pro- 
ducers of  Texaco  petroleum  products. 
Mr.  Aycock  will  act  in  an  engineering 
capacity  with  the  Texas  Company. 
His  headquarters  will  be  in  New  York 
City. 

.  Matt  L.  Cobb,  has  been  employed  by 
the  Dallas  Railway  in  the  claim  depart- 
ment. Mr.  Cobb  is  experienced  in  this 
work,  having  served  the  company  in  a 
simi>ar  capacity  from  1911  to  1914.  Mr. 
Cobb  served  the  people  of  Dallas  County 
as  District  Clerk  for  three  successive 
terms,  a  period  of  six  years.  The  last 
two  years  of  his  public  service  was  as 
deputy  tax  assessor  under  W.  E.  Horton. 
Mr.  Cobb  re-enters  the  employment  of 
the  Dallas  Railway  as  assistant  claim 
agent  under  G.  P.  Reddick. 

James  Mangan  has  been  appointed 
superintendent  of  the  railway  depart- 
ment of  the  Rutland  (Vt.)  Light  & 
Power  Company,  W.  R.  Farr  superin- 
tendent of  the  gas  department  and 
W.  O.  Minard  superintendent  of  the 
electric  department.  J.  M.  Eveleth, 
W.  H.  Lawson  and  E.  D.  Sibley  were 
the  former  superintendents  of  these  de- 
partments. W.  H.  Lawson  was  ad- 
vanced from  his  position  at  the  head 
of  the  gas  department  to  that  of  as- 
sistant manager.  W.  E.  Kampf  is 
operating  engineer  in  the  place  of  C.  D. 
Spencer. 


Obituary 


Anton  H.  Classen 

Anton  H.  Classen,  president  of  the 
Oklahoma  Railway,  whose  death  was 
noted  briefly  in  the  Electric  Railway 
Journal  for  Feb.  17,  was  one  of  the 
pioneers  of  Oklahoma  and  in  more  than 
one  sense  the  father  of  Oklahoma  City. 
He  was  one  of  the  first  men  to  see  the 
future  possibilities  of  the  city  and  the 
very  first  to  set  systematically  about 
the  task  of  planning  for  the  city's 
future  growth.  In  the  pioneer  days 
there  he  made  an  intimate  study  of 
cities  elsewhere  with  a  population  of 
100,000  and  then  set  about  shaping  the 
development  of  Oklahoma  City  to  its 
future  requirements  as  he  discerned 
them. 

Mr.  Classen  was  born  in  1862.  He 
was  graduated  from  the  law  school  of 
the  University  of  Michigan  and  went 
to  Oklahoma  from  Illinois  in  1889  at 


the  opening  of  the  new  State.  He  spent 
one  year  in  Guthrie  and  then  moved 
to  Edmond.  There  he  became  editor  of 
the  Edmond  Sun.  In  1895  he  was 
appointed  receiver  of  the  land  office 
at  Oklahoma  City.  In  1897  he  entered 
the  real  estate  field  in  Oklahoma  City, 
in  which  line  he  continued  active  until 
the  time  of  his  death.  In  1902  he  or- 
ganized the  Classen  Company  to  take 
over  his  real  estate  holdings.  It  was 
in  this  same  year  that  a  company  was 
organized  to  build  an  electric  railway 
in  Oklahoma  City.  Mr.  Classen  at 
once  became  one  of  the  principal  back- 
ers of  the  company.  He  was  connected 
with  the  company  officially  from  that 
time  on  and  in  1903  was  made  president 
of  the  company. 

Writing  in  the  issue  of  Oklahoma  for 
Jan.  18,  Ed.  Overholser,  president  and 
manager  of  the  Oklahoma  Chamber  of 
Commerce,  concluded  an  appreciation 
of  Mr.  Classen  with  this  statement: 

As  I  sat  in  the  Methodist  church  the  day 
Mr.  Classen  was  buried  and  watched  Okla- 
homa City  filed  by  his  casket,  it  occurred  to 
me  that  a  man  who  could  so  live  that  he 
would  receive  such  homage  in  his  last  hour, 
would  leave  as  a  heritage  to  his  family,  city, 
state  and  nation  something  of  greater  value 
than  any  hero  of  wars,  holder  of  office, 
prince  or  potentate,  and  surely  such  a  man 
will  hear  the  final  message:  "Well  done, 
thou  good  and  faithful  servant  .  .  .  enter 
thou  into  the  joy  of  the  Lord." 


Martin  Francis  Hanley  died  at  Ot- 
tawa, 111.,  on  Feb.  13.  He  had  been  in 
poor  health  for  more  than  a  year,  but 
it  was  not  until  quite  recently  that  his 
condition  became  critical.  Mr.  Hanley 
was  claim  agent  for  the  Chicago,  Ot- 
tawa &  Peoria  Railway  and  a  special 
investigator  for  the  law  firm  of  Duncan 
&  O'Conor.  He  had  held  these  positions 
for  the  past  fifteen  years.  Mr.  Hanley 
had  a  very  large  circle  of  friends  in 
Ottawa,  and  was  well  known  in  every 
city  in  which  the  Chicago,  Ottawa  & 
Peoria  Railway  operates.  He  was  born 
in  La  Salle  June  29,  1884,  a  son  of  the 
late  Judge  and  Mrs.  Patrick  Hanley  of 
La  Salle.  He  is  survived  by  a  wife  and 
four  children. 

William  E.  Kuhlman,  a  brother  of  the 
late  Gustave  Kuhlman,  founder  of  the 
G.  C.  Kuhlman  Car  Company,  Cleveland, 
Ohio,  is  dead.  With  the  passing  of 
William  E.  Kuhlman  one  brother  is  left 
of  the  four  who,  with  their  father,  Fred 
Kuhlman,  Sr.,  won  a  niche  in  the  city's 
cabinet  making  industry.  The  oldest 
was  Charles.  Next  came  in  order  Gus- 
tave, William  and  Fred,  who,  with  two 
sisters  and  the  widow,  Mrs.  Anna  Kuhl- 
man, survives.  Born  in  Cleveland,  Wil- 
liam entered  his  father's  cabinet  mak- 
ing shop  as  a  boy.  Some  time  later, 
horse-drawn  street  cars  came  into  use 
and  the  father  and  the  three  eldest  sons 
were  commissioned  to  build  the  first 
half  dozen.  With  the  organization  of 
the  G.  C.  Kuhlman  Car  Company,  Wil- 
liam was  associated  with  his  brother. 
A  number  of  years  before  he  opened  a 
wood  working  shop  at  E.  Fifty-seventh 
Street,  north  of  Euclid  Avenue.  This 
he  later  sold,  but  some  months  before 
his  death  he  opened  another  shop.  Mr. 
Kuhlman  was  sixty  years  old. 


March  3,  1923 


Electric    Railway    Journal 


393 


\ 


Manufactures  and  the  Markets 

News  of  and  for  Manufacturers — Market  and  Trade  Conditions 
A  Department  Open  to  Railways  and  Manufacturers 
for  Discussion  of  Manufacturing  and  Sales  Matters 


\t, 


/r 


Car  Building  Active 

Orders  for  Rolling  Stock  So  Far  Placed 

This  Year  Running  Ahead 

of  1922 

Confirmation  was  hardly  needed  of 
the  predictions  made  previously  in  the 
Electric  Railway  Journal  regarding 
the  outlook  in  the  market  for  electric 
railway  cars  for  the  year  1923,  but  it  is 
at  hand  in  the  figures  of  the  car  building 
companies  with  respect  to  the  amount 
of  work  on  hand  as  expressed  in  dollars 
of  business  booked.  Thus  on  Feb.  1 
the  J.  G.  Brill  Company  had  orders 
booked  for  $11,000,000  of  work,  while 
the  St.  Louis  Car  Company  has  more 
than  $2,000,000  of  work  on  its  books  and 
the  Cincinnati  Car  Company  has  $5,- 
000,000  of  new  car  construction  under 
way.  Here  is  a  total  of  more  than  $17,- 
000,000  of  work  in  hand  by  the  three 
largest  manufacturers,  to  say  nothing 
about  orders  placed  with  other  builders. 

That  the  electric  railways  were  com- 
ing back  into  the  market  for  equipment 
was  indicated  early  in  1922  by  the 
record  of  orders  listed  from  week  to 
week  in  the  Electric  Railway  Journal. 
So  pronounced  did  the  tendency  become 
early  in  1922  to  order  new  equipment 
that  a  survey  was  made  in  the  issue  of 
this  pa{)er  for  July  1,  1922,  which  re- 
duced the  matter  to  definite  figures. 
The  tendency  to  buy  manifested  itself 
slowly  at  first,  as  many  buying  move- 
ments do,  but  as  the  year  rolled  on  the 
orders  continued  to  increase  in  number 
and  size  with  the  result  that  the  year 
1922  closed  with  nearly  200  per  cent 
increase  in  rolling  stock  orders  placed, 
as  noted  in  the  Electric  Railway 
Journal  for  Jan.  6,  1923. 

It  might  properly  be  expected  that 
a  buying  movement  which  so  quickly 
accelerated  its  pace  and  to  such  pro- 
portions would  shortly  spend  its  momen- 
tum, but  such  has  not  been  the  case 
judging  from  the  orders  so  far  placed 
this  year  of  which  there  is  a  record  and 
of  the  inquiries  that  are  out  for  bids 
on  additional  rolling  stock. 

No  doubt  much  of  the  buying  being 
done  is  on  account  of  deferred  pur- 
chases in  the  past,  but  that  does  not 
alter  or  detract  from  the  facts  with 
respect  to  the  indicated  total  of  busi- 
ness now  on  hand  among  the  car  build- 
ers. If  there  is  to  be  any  slackening  in 
the  market  for  cars  in  the  near  future 
there  has  certainly  been  no  indication 
of  any  such  trend  so  far  this  year.  Not 
all  the  orders  so  far  placed  or  those 
likely  to  be  placed  in  the  near  future 
have  been  recorded  in  this  paper,  but 
enough  of  them  have  to  show  the  trend. 
As  typical  of  some  of  the  orders 
placed  recently  there  is  one  from  the 
Key  Route  for  fifty-five  cars,  one  from 


the  Louisville  Railway  for  fifteen  cars, 
one  from  the  Interstate  Public  Service 
Corporation  for  forty-four  cars,  one 
from  the  Philadelphia  Rapid  Transit 
Company  for  576  cars,  one  from  the 
Washington  Railway  &  Electric  Com- 
pany for  ten  cars,  to  say  nothing  of  the 
smaller  orders.  This  is  a  total  of  con- 
siderably more  than  700  cars  reported 
as  ordered  since  the  first  of  the  year 
and  places  the  industry,  even  allowing 
for  the  unusual  Philadelphia  order, 
back  on  the  pre-war  basis  when  orders 
for  cars  ran  from  4,000  to  6,000  a  year. 
So  far  the  new  year  is  running  ahead 
of  1922  with  its  record  of  3,538  cars. 

As  regards  contemplated  purchases 
there  is  the  desire  of  the  city  of  Seattle 
to  provide  the  Municipal  Railway  with 
from  100  to  200  new  cars,  the  plan  of 
the  Los  Angeles  Railway  to  build 
eighty-two  cars  in  its  own  shops,  the 
contemplated  purchase  of  fifty  cars  for 
the  Cleveland  Railway,  the  inquiry  of 
the  Brooklyn  City  Railroad  for  500  new 
double-truck  cars  and  the  contemplated 
purchase  noted  in  this  week's  issue  by 
the  Kentucky  Traction  &  Terminal 
Company  of  twenty-seven  new  city 
cars,  a  few  extra  one-man  interurban 
cars  and  some  one-man  express  cars. 

These  are  merely  the  outstanding 
inquiries  from  the  railways  among 
the  plans  so  far  made  public.  Doubt- 
less these  represent  most  of  the  large 
additions  to  rolling  stock  equipment  so 


far  decided  of  which  news  has  become 
public,  but  the  list  is  not  meant  to  be 
inclusive  and  probably  is  far  from  being 
so.  As  a  criterion  for  judging  the 
future,  however,  the  facts  set  down 
show,  as  indicated  previously,  that  the 
cars  so  far  ordered  this  year  are  pro- 
portionally in  excess  of  the  total  of 
cars  ordered  for  1922,  while  purchfises 
contemplated  in  the  future  indicate  tife 
demand  for  cars  continues  unabated. 


Large  Order  for  Automatic 
Substations 

The  order  for  automatic  substation 
equipment  placed  on  Feb.  17  by  the 
United  Railways  &  Electric  Company 
of  Baltimore  is  said  to  be  the  largest 
single  order  ever  placed  by  a  city  rail- 
way company  for  automatic  substation 
apparatus.  There  will  be  four  new 
substations,  each  containing  two  1,500- 
kw.  rotary  converters  with  necessary 
transformers  and  control  equipment. 

The  installation  will  be  unique  in 
other  respects  than  size.  The  new  sub- 
stations are  designed  to  supply  power 
to  the  central  portion  of  the  railway 
system  where  the  heaviest  loads  occur, 
and  the  four  new  substations  will  all 
be  within  a  mile  of  each  other.  This 
installation  will  not  involve  the  dis- 
continuance of  any  of  the  existing  sub- 
stations. They  will  be  continued  in 
service  with  manual  operation  as  at 
present.  The  company  purchases  its 
power  at  25  cycles. 

The  order  for  substation  .equipment 
was  placed  with  the  Westinghouse 
Electric  &  Manufacturing  Company, 
and  it  is  expected  that  one  or  two  of 
these  substations  will  be  in  service  by 
Dec.  1  and  all  of  them  within  slightly 
more  than  a  year.  The  cost  of  instal- 
lation is  said  to  be  more  than  $500,000. 


ELECTRIC  RAILWAY  MATERIAL  PRICES— FEB.  27, 1923 


Metals — New  York 

Copper,  electrolytic,  cents  per  lb 16. 687 

Leaa,  cents  per  lb 8.15 

Nickel,  cents  per  lb 27.50 

Zinc,  cents  per  lb 7.95 

Tin,  Straits,  cents  per  lb 44.875 

Aluminum,  98  to  99  per  cent,  cents  per  lb 24 .  00 

Babbitt  metal,  wsrenouaa,  oents  per  lb.: 

Fair  grade 42. 00 

Commercial 25 .  00 

Bituminous  Coal 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads $6. 275 

Somerset  mine  run,  Boston 4.00 

Pittsburgh  mine  run,  Pittsburgh 2.75 

Franklin,  111.,  screenings,  Chicago 2.375 

Central,  111.,  screenings,  Chicago 1 .  625 

Kansas  Screenings,  Kansas  City 2 .  50 

Tratfk  Materials — PittsboEgh 

Standard  Bessemer  steel  rails,  gross  ton $43 .  00 

Standard  open  hearth  rails,  gross  ton 43.00 

Railroad  spikes,  drive,  Pittsburgh  base,  cents 

perlb 2.90 

Tie  plates  (flat  type),  cents  per  lb tic 

Angle  bars,  oents  per  lb ^•''. 

Rail  bolts  and  nuts,  Pittsburgh  base,  oents,  lb.  ♦  • '  J  ' 

Steel  bars,  cents  per  lb 2. 25 

TIee,  white  oak,  Chicago,  6i  n.  i  8  in.  x  8)  ft.  1 .  50 

Hardware — Pittsburgh 

Wire  nails,  base  per  keg 2 .  80 

Sheet  iron,  (28  gage),  cents  per  lb 3.50 

Sheet  iron,  galvanised,  (28  gage),  cents  per  lb  4. 60 

Galvanised  barbed  wire,  oents  per  lb 3.45 

Galvanised  wire,  ordinary,  cents  per  lb 2. 65 

Waste — New  York 

Waste,  wool,  cents  per  lb 

Waste,  cotton,  (tOO  lb.  bale), oents  per  lb.: 


Faints,  Putty  and  Glass — ^New  York 

Linseed  oil,  (Sbbl.  lots),  oents  per  gal 99.00 

White  lead,  (100  lb.  keg),  cents  per  lb 13. 125 

Turpentine,  (bbl.  lots),  per  gal $1,55 

Car  window  glass,    (single  strength),  first 

three  brackets,  A  qualitv,  discount* 84.  0% 

Car   window   glass,    (single  strength),    first 

three  brackets,  B  quality,  discount* 86. 0% 

Car  window  glass,  (double  strength,  all  sises. 


A  quality),  discount* 85.  0% 

'  itty,  lOOlb.  tins,  cents  per  lb 5.50 

*Thefle   prices   are  f.o.b.    works,   boxing 


13.50 


White .■ .' \ll\ 

Colored 10.00 


charges  extra. 

Wire— New  York 

Copper  wire  base,  eents  per  lb 18.75 

Rubber-covered  wire.  No.  14,  per  1. 000  ft...  7.30 

Weatherproof  wire  base,  oents  per  lb 17.50 

Paying  Materials 

Paving   stone,   granite,    4x8    z    4,  f.o.b. 

Chicago,  dressed,  iwrsq.yd $).60 

Common,  persq.yd 3.15 

Wood  block  paving  3),  16  treatment,  N.  Y., 

persq.yd 3.04 

Paving  brick,  3)  x  8}  x  4.  N.  Y.  per  1,000  In 

carload  ]ot« 50.00 

Crushed  stone,   S-ln.,  carioad  lota,  N.  Y., 

perou.yd 1.75 

Cement,  Chicago  oonsumera  net  prioea,  with- 
out bags 2.20 

Graveh  i-in..  cu.yd.,  N.  Y 2.00 

Sand,  ou.yd..  N.  Y 1 .  00 

Old  Metals— New  York 

Heavy  copper,  cents  per  lb 13.25 

Light  copper,  cents  per  lb II   75 

Heavy  brass,  cents  per  lb 8 .  00 

Zino.  old  scrap,  cents  per  lb 4.75 

Yellow  brass,  oents  per  lb  (heavy) 8.00 

Lead,  heavy,  cents  per  lb 6.75 

Steel  car  axles.  Chicago,  net  ton 24.25 

Old  ear  wheels,  Chicago,  groM  ton 27 .  75 

Rails  (short),  Chicago,  groas  ton 25.25 

Rails  (relavin|:),  Chicago,  gross  ton 33.50 

I  Machine  turnings.  Chicago,  net  ton 14 .  25 


394 


Electric    Railway    Journal 


Vol.  61,  No.  9 


Rolling  Stock 


Community  Traction  Company,  Toledo, 

Ohio,  will  purchase  buses  in  accordance 
with  a  recent  ruling  of  the  City  Council. 

Virginia  Railway  &  Power  Company, 
Richmond,  Va.,  received  five  new  one- 
man  type  cars  recently  from  the  Brill 
Company.  The  cars  are  for  use  on  the 
Richmond  division  and  are  of  the  type 
in  use  throughout  the  system. 

American  Electric  Power  Company, 
Philadelphia,  Pa.,  successor  to  Amer- 
ican Railways  Company,  is  considering 
the  purchase  of  thirty  cars  within  the 
next  six  weeks.  These  cars  will  be 
purchased  on  the  car  trust  plan  and  will 
be  assigned  among  the  different  prop- 
erties owned  by  it. 

Kentucky  Traction  &  Terminal  Com- 
pany, Lexington,  Ky.,  contemplates  the 
purchase  of  twenty-seven  new  city  cars, 
a  few  additional  one-man  interurban 
cars  and  some  one-man  express  cars. 
This  company  was  one  of  the  first  to 
use  the  one-man  light-weight  car  in 
interurban  service,  so  that  the  order 
now  contemplated  is  a  repeat  one. 

Louisville  (Ky.)  Railway,  through 
Frank  Miller  superintendent  of  main- 
tenance and  vice-president,  reported  on 
Feb.  23  that  so  far  it  has  taken  no  action 
in  regard  to  replacing  the  fifty-four 
cars  lost  to  the  company  in  the  last  six 
weeks.  Thirty-five  of  these  were  lost 
in  one  fire  and  seventeen  in  another, 
while  two  were  demolished  in  grade 
crossing  accidents.  Mr.  Miller  stated 
that  he  had  been  busy  with  plans  for 
rebuilding  the  two  burned  carhouses 
and  was  not  in  a  position  as  yet  to  say 
much  about  the  rebuilding  program  for 
the  carhouses  or  replacement  of  cars 
lost  by  fire  and  wreck.  Some  new  cars 
will  probably  be  purchased,  although 
in  actual  number  of  cars  the  company 
is  protected  by  the  new  ones  which  are 
arriving. 


president  and  general  manager,  will  be 
submitted  to  the  directors  and,  if  rati- 
fied, work  will  begin  at  once  on  the  im- 
provements. These  will  include  several 
extensions,  addition  to  power  plant  and 
replacement  of  some  old  cars  now  in 
service. 


Track  and  Roadway 

Cape    Fear    Railways,    Fayetteville, 

N.  C,  will  extend  its  line  to  Hope 
Mills  and  to  Manchester. 

Louisville  (Ky.)  Railway  will  likely 
extend  its  Second  Street  car  line  to  the 
new  park  which  is  being  erected  by  the 
Louisville  Baseball  Club.  The  company 
has  also  been  requested  to  arrange  new 
trackage  to  carry  part  of  the  service 
on  the  Fourth  Street  line  to  the  new 
ball  yard  during  the  season. 

Houston-Beaumont,  Tex.  —  Ed  Ken- 
nedy, Houston,  Tex.,  is  now  at  work  on 
a  project  to  build  and  operate  a  line 
from  Houston  to  Beaumont,  via  Goose 
Creek,  with  connection  from  Beaumont 
to  Port  Arthur.  Mr.  Kennedy  has 
launched  several  interurban  projects 
which  have  been  carried  out  and  the 
lines  put  in  operation. 

El  Paso  (Tex.)  Electric  Railway  an- 
nounces a  program  of  improvements 
and  extensions  for  1923  calling  for  the 
expenditure  of  $450,000.  A  tentative 
budget  prepared  by  Alba  Warren,  vice- 


Trade  Notes 


A.  E.  Ensell,  formerly  with  the 
Equipment  Corporation  of  America,  is 
now  engaged  in  the  purchase,  sale  or 
rental  of  contractors'  railroad,  mine, 
mill  and  quarry  equipment,  new,  used 
or  rebuilt.  He  will  deal  in  inspection, 
appraisals,  and  retail  estimates.  He  is 
located  at  1628  Market  Street,  Phila- 
delphia. 

Ohio  Brass  (Company,  Mansfield,  Ohio, 

has  built  a  new  plant  at  Niagara  Falls, 
Ont.,  and  organized  a  company  to  be 
known  as  the  Dominion  Insulator  & 
Manufacturing  Company,  Ltd.,  which 
will  manufacture  high-tension  insula 
tors  and  such  other  O.  B.  products  as 
are  sold  to  any  particular  extent  in  the 
Canadian  market. 

Portland  Cement  Association,  Chi- 
cago, 111.,  announces  the  opening  of  a 
new  district  oflice  in  the  Hibernia  Bank 
Building,  New  Orleans.  tAssociation 
Work  in  Louisiana  and  Mississippi  will 
be  directed  from  this  oflSce.  The  dis- 
trict engineer  in  charge  of  the  New 
Orleans  oflice  is  John  E.  Tate,  formerly 
associated  with  the  Atlanta  office  as 
field  engineer  in  North  Carolina. 

The  Uehling  Instrument  Company, 
Paterson,  N.  J.,  has  just  appointed  two 
new  agents,  namely,  John  E.  Arnold, 
154  South  Fourth  Street,  Tulsa,  whose 
territory  is  the  State  of  Oklahoma,  and 
H.  R.  N.  Johnson,  917-A  Marquette 
Avenue,  Minneapolis,  whose  territory  is 
Minnesota,  North  Dakota  and  South 
Dakota.  These  agents  are  well  ac- 
quainted in  the  power  plant  field  and  are 
thoroughly  conversant  with  the  prob- 
lems necessitating  the  use  of  Uehling 
COj  recorders  and  other  Uehling  gages. 

Mitsui  &  Company  have  been  ap- 
pointed exclusive  representatives  in 
Japan  and  China  for  Uehling  COs 
recording  equipment  and  other  Uehling 
power  plant  instruments  and  gages. 
The  head  office  of  Mitsui  &  Company 
is  located  in  Tokio  and  the  New  York 
branch  office  is  at  65  Broadway.  Many 
Uehling  installations  have  been  made  in 
Japan  and  China  without  the  aid  of 
local  representatives,  but  it  is  believed 
that  with  the  co-operation  of  the  very 
able  engineering  department  of  Mitsui 
&  Company  the  Japanese  and  Chinese 
Uehling  customers  will  be  served  to 
the  very  best  advantage. 

Combustion  Engineering  Corporation, 
New  York,  N.  Y.,  announces  that  T.  J. 
Cleary,  who  has  recently  opened  an 
office  in  Atlanta,  Ga.,  for  the  sale  of 
power  plant  equipment,  has  been  ap- 
pointed the  company's  Southern  agent. 
Mr.  Cleary  has  been  a  sales  engineer 
in  the  South  for  many  years  and  has  a 
thorough  knowledge  of  Southern  busi- 


ness methods  and  power  plant  problems. 
By  this  arrangement  the  company  is 
enabled  to  extend  to  Southern  power 
plants  a  complete  service  covering  all 
phases  of  combustion  engineering  and 
to  supply  equipment  of  its  own  manu- 
facture to  meet  any  fuel-burning 
problem. 

Railway  Bearing  Company,  Syracuse. 
N.  Y.,  capital  $200,000,  has  been  formed 
to  manufacture  bearings  for  railway 
cars.  Incorporation  papers  give  Alex- 
ander T.  Brown,  Willard  C.  Lipe,  J.  H. 
T.  Bell,  Herman  Cassler  and  Harry  D. 
Weed  as  incorporators.  Most  of  these 
men  have  been  prominent  in  the  gear 
industry  in  Syracuse.  Of  the  capital 
stock  of  $200,000,  a  total  of  $50,000  is 
to  be  preferred  to  pay  8  per  cent,  and 
the  balance  $150,000  in  common  stock. 
The  new  company  is  the  successor  to- 
the  Railway  Roller  Bearing  Company 
and  the  change  in  name  is  to  provide 
for  extension   of   operations. 

Globe  Ticket  Company,  Philadelphia, 
Pa.,  recently  opened  a  branch  factory 
in  Los  Angeles,  Calif.  The  new  plant 
i-=  located  in  the  Westinghouse  Building^ 
420  South  San  Pedro  Street.  During 
the  last  year  or  two  the  business  of  thia 
company  has  increased  to  such  an  ex- 
tent that  it  seemed  advisable  to  estab- 
lish a  factory  on  the  west  coast.  This 
factory  is  a  complete  unit,  prepared  to 
turn  out  all  classes  of  tickets  on  short 
notice.  C.  M.  MacAllister,  who  was  in 
the  Philadelphia  office  for  several  years, 
has  charge  of  the  Los  Angeles  factory. 
The  same  brand  of  service  that  has 
been  the  standard  of  the  Globe  Ticket 
Company  in  Philadelphia  for  over  forty 
years  will  be  the  aim  of  Mr.  MacAlIiste? 
in  operating  the  Los  Angeles  plant. 


New  Advertising  Literature 

Combustion  Engineering  Corporation, 
New  York,  N.  Y.,  has  just  published  an 
eleven-page  pamphlet  describing  with 
illustrations  its  Combusco  water  seal 
ash  conveyor. 

Nic  Le  Grand,  Inc.,  Rock  Island,  III., 

has  issued  a  folder  describing  some  of 
the  railway  equipment  parts  handled. 
These  include  safety  hand  and  foot- 
holds for  cars,  improved  scrapers,  life 
guards  and  ball  and  roller  bearings  for 
center  plates  and  side  bearings. 

Philip  Casey  Company,  Cincinnati, 
Ohio,  has  issued  a  thirty-two  page  book- 
let entitled  "Insured  Results  with  Con- 
crete Paving."  In  the  introduction  it 
IS  said  that  the  booklet  exhibits  what 
Elastite,  "the  Sandwich  Joint,"  has  ac- 
complished when  afforded  the  oppor- 
tunity. 

The  Conveyors  Corporation  of  Amer- 
ica, Chicago,  III.,  has  issued  a  new  folder 
describing  the  American  airtight  door. 
This  door  is  largely  used  in  ashpits, 
and  boiler  settings  and  is  made  in  five 
sizes  15  X  16,  18  x  18,  22  x  26,  24  x  24 
and  24  x  36.  The  door  is  of  unique  de- 
sign, strong  and  substantially  built  of 
cast  iron.  When  closed  and  locked  it 
is  airtight. 


March  3,  1923 


Electric    Railway    journal 


25 


Write  us  for  full  data  a* 
to  weight,  space-saving 
dimensions  and  other  at- 
tractive features  of  these 
brakes. 


The  big  graphite  bronze 
bushings  on  the  hand 
wheel  bearings  eliminate 
the  need  of  lubrication 


PEACOCK 

Staffless  Brakes 

require  least  maintenance  work 


lESIDES   ensuring  greater  safety,  Peacock 
Staffless  Brakes    on  safety  cars  need  far 

I  less  attention  than  the   ordinary  type  of 

land  brake.  We  are  now  bushing  the  hand  wheel 
bearings  with  graphite  bushings,  and  the  chain- 
winding  bearings  are  also  bushed.  This  makes  the 
brake  easier  to  operate  and  does  away  with  the 
frequent  oilings  such  as  are  needed  by  ordinary 
types  of  brake. 

Peacock  Staffless  Brakes  mean  lowest  costs. 


NATIONAL  BRAKE  COMPANY 

890  EUicott  Square 
Buffalo,  N.  Y. 

Canadian  Representative:  Lyman  Tube  &  Supply   Co.,  Ltd.,  Montreal,  Canada 


26 


Electric    Railway    Journal 


March  3,  1923 


J3  atxK.ere  ^  ^rt^irveefvsl 


ifor^,  SJacott  &  "S'avie 

Incorporated 

Business  Established   1894 

115  BROADWAY,  New  York 

PHII.ADKLPHIA  CHICAGO  SAN  FBANCISCO 


Stone  &  Webster 

Incorporated 

EXAMINATIONS         REPORTS  APPRAISALS 

ON 

INDUSTRIAL  AND  PUBLIC  SEIRVICE  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 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER.   MASSACHUSETTS 

RIPORTS — APPRAISALS — RATES— OPERATION — SERVICE 


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. 

Conaulting  Engineer* 

2065-75  Railway  Exchange  Bids.,  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 


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  Exchanfi^e  Place,  New  York 


John  A.  Beeler 

OPERATING.  TRAFFIC  AND  RATE  INVESTIGATIONS 

SCHEDULES — CONSTRUCTION— VALUATIOTUS 

OPERATION— MANAGEMENT 

52  VANDERBILT  AVE..  NEW  YORK 


A.  L.  DRUM  &  COMPANY 

Conaulting  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,    IlL  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. 


Joe  R.  Ong 


Consulting  Transportation  Engineer 

Specialixing  in  TrafRc  Problem*  and  in  Method*  to 

Improve  Service  and  Increase 

Efficiency  of  Operation 

PIQUA,  OHIO 


ROBERT  M.  FEUSTEL 

CONSULTING  ENGINEER 

Rate,  TrafiBic  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. 


Parsons,  Klapp,  Brinckerhoff  &  Douglas 

WM.  BARCLAY  PARSONS  H.  M.  BRINKEKHOFF 

BCOKNE  KLAPP  W.  J.  DOUOLAS 

Engineers — Constructors — Managers 

Hydro-electric  Railway  Light  and  Industrial  Plants 

Appraisals  and   Reports 

CLEVELAND  NEW  VOBK 

1570  Hanna  BIdc.  «4  Pine  St. 


March  3,  1923 


Electric    Railway    Journal 


27 


10  seconds  to  change  wheels! 


BAYONET 

Detachable  Trolley  Harps 

Trolley  wheel  mileage  can  be  increased  and 
service  interruptions  reduced  when  Bayonet 
Trolley  Harps  are  used.  They  permit  re- 
moval of  wheel  and  harp  for  inspection, 
lubrication,  adjustment  or  repair.  The 
change  is  made  in  a  fraction  of  a  minute — 
no  tools  needed. 

With  Bayonet  Detachable  Harps,  there  is 
no  need  or  incentive  for  running  a  wheel 
which  needs  some  minor  repair.  That's  the 
kind  of  business  which  shortens  the  life  of 
equipment.  Bayonet  Equipment  helps  you 
to  prolong  its  life. 


Wheels 

Sleet  Cutters 

Bases  with  Detachable  Pole  Clamps 


Bayonet  Trolley  Harp  Co.,  Springfield,  Ohio 


Transmission  Line  and  Special  Crossing 
Structures,  Catenary  Bridges 

WRITE  FOR  OUR  NEW  DESCRIPTIVE  CATALOG 

ARCHBOLD-BRADY  CO. 

Enxineert  and  Contractors  SYRACUSE,  N.  Y. 


DAY&ZIMMERMANN.Inc 

'D£ji^n,    Construction 
"Rfporix,  Valuations,   "Management 

NEW  YORK    PHILADELPHIA    Chicago 


The  Most  Successful  Men  in  the  Electric  Railway 
Industry  read  the 

ELECTRIC  RAILWAY  JOURNAL 

Every  Week 


THE  P.  EDWARD  WISH  SERVICE 

BO  Church  St.  Street  Railway  Inspection  131  State  St. 

NEW  YORK        DETECTIVES        BOSTON 


When  writing  the  advertiser  for  Information  or 

prices,  a  mention  of  the  Electric  Railway 

Journal  would  be  appreciated. 


THE  COAL  &  IRON  NATIONAL  BANK 
of  the  City  of  New  York 

Capital  $1,500,000 

Surplus  $1,000,000  Und.  Profits  $363,051 

Resources  $23,743,000 

Offers  to  dealers  every  facility  of  a  New  York 
Clearing  House  Bank. 


Dwight  P.  Robinson  &  Company 

Incorporated 

Design  and  Construction  of 

Electric  Railwayt,  Shop;  Power  Statione 

125  East  46th  Street,  New  York 

Chicafo  Younffstown 


Lo«  AnflrolcB 


Montreal 


DaUaa 
Rio  de  Janeiro 


J.  ROWLAND  BIBBINS 

Engineer — Washington,  D.  C. 

TRANSPORTATION 

Complete    Transit    Surveys    gnd    DeTelopment    Programs,    Adopting    Motor- 
Transport,    B.B.    Termlnsl     and    City    Plans,       Traffic,     Service,     Routing, 
Operation  and  Valuation. 

EXPERIENCE  IN  20  CITIES 

_ 

28  ElectricRailwayJournal  March  3,  1923 


IN    YOUR    BUDGET 

Deciding  About  That  Track 

—OLD  or  NEW,  is  EASY 

The  best  is  the  cheapest — and  when  the  cheapest  is  the  best  no  need  to  hesitate. 
Get  prices  on  the  "Ideal  Track"  the  "Continuous  Rail"  kind,  that  is 

"Jointless",  "Bond less"  and  "Costless" 

Indianapolis  Welded  Joints Exterminate  maintenance 

Indianapolis  Welded  Joints Low  in  cost,  high  in  efficiency 

Indianapolis  Welded  Joints Super-rail,  strength  and  conductivity 

Indianapolis  Welded  Joints Any  rail,  anywhere,  any  time 

Indianapolis  Welded  Joints Proven  in  performance — 10  years'  test 

Indianapolis  Welded  Joints In  use  on  over  125  different  rails 

Indianapolis  Welded  Joints In  200  cities,  48  states 

Indianapolis  Welded  Joints The  last  word  in  track  economy 

INDIANAPOLIS  Welded  Joints 

Applied   with   the   Indianapolis  Electric  Welder  and   with-  Indianapolis  Fluxated 
Welding  Steel. 

Insures   Dependable,  "Continuous  Rail   Track,"  the  only  kind  of  track  that  will 
ELIMINATE  MAINTENANCE,  PRESERVE  PAVING,  CONSERVE  CARS 

Thoroly    Dependable — ^Inexpensive — No  Bolts — No  Bonds — No  Maintenance. 


The  Proof  of  the  Product  Is  In  the  Performance 

ONE  SAYS:    Have  installed  3,000  pairs  since  1917.  ANOTHER  SAYS:    Installed  2,+00  pairs,  beginning 

Thoroly  satisfactoni'  and  efficient  in  every  respect.  in  1916,  with  very  satisfactory  results. 

Economical  and  adopted  as  standard.  ANOTHER    SAYS:     Since    1912   have   used   about 

A  M/^T^iiT-n  o  A17C      Ti                  ^  nnn       •       r-       ■  3,000  pairs.  Standard  for  our  paved  tracks. 

ANOTHER  SAYS:    Have  over  6,000  pairs,  first  in-  ax^Utuitd  ca^-c     r^  i    u          ■     1010       vu  caa 

stalled  in  1913,  consider  them  thoroly  practical  and  ANOTHER  SMS:    Only  begun  in  1919,  with  500 

satisfactory,  standard  with  us.  P^'"'  ""'formly  good  results. 

ANOTHER    SAYS:      Joints    welded    in    1916,    no 

ANOTHER  SAYS:   About  2,500  pairs  installed  since  maintenance  and  track  apparently  "Jointless"  today. 

1907.  with  very  gratifying  results.  ETC.,    ETC..    ETC.,    ETC.,    ETC.,    ETC.,    ETC. 


That  ''INDIANAPOLIS'' Welders,  Steel  and  Joints 

ARE  GOOD,  is  our  claim.  That  they  DO  GOOD,  is  your  opportunity.  That  they  have.  MADE  GOOD, 
is  conclusively  proven,  in  that  manv  properties  owe  their  present  existence  to  the  use  of  these  products,  which 
are  saving  hundreds  of  roads,   MILLIONS  of  DOLLARS  ANNUALLY. 

To  Users— The  MORE  you  USE  the  MORE  you  SAVE 
To  Not-Yet  Users— JOIN  THE  SAVERS 

Get  our  proposition  for  comparison 

The  Indianapolis  Switch  &  Frog  Co. 

SPRINGFIELD,  OHIO 

J.  J.  Costello  Boston,  Mass.  New  England  Representative 


The  Lid  Is  Off! 

$440,000,000 

The  best  salesman  in  the  Electric  Railway  Field  is  about 
to  make  another  trip.  He  is  scheduled  to  call  on  6000  buyers 
in  the  United  States  and  about  700  in  Canada  and  foreign 
countries. 

He  will  produce  a  bi{/  volume  of  business  this  trip. 

This  salesman  is  ready  to  make  your  sales  talk  for  you. 
He  will  get  orders  for  you.  Many  more  can  be  had,  if  you 
supply  the  selling  facts  and  full  information  about  your 
product.      This  salesman  is  the 

Annual  Maintenance  Number 

Electric  Railway  Journal 

He  reaches  people  the  usual  salesman  never  sees.  He  can 
talk  with  eloquence  to  men  who  like  him,  believe  him  and 
who  may  not  know  all  about  what  you  make. 

You  can  put  this  remarkable  man  to  work  for  you  at  a 
nominal  sum — no  traveling  expenses. 

Why  let  him  go  forth  without  information  on  your 
product? 

Make  sure  this  man  is  posted.  Wire  instructions  to  him 
today.  Reserve  space  now.  Forms  close  March  10.  Sample 
copies  and  rate  cards  on  request. 

Yours  truly, 
-"  Electric  Railway  Journal 


C    ^•^v1A^0-u>a.<«>w<...<^^1^>o^>uA^ 


Advertising  Manager 


The  Standard  Textile  Products  Co. 


iiHO  Broauway,  Nkw  York. 

Dept.  E.  R.  J. 


MEB|T*S 


March  3,  1923 


Electric    Railway    Jouenal 


31 


t 


^ 


m 


-& 


^ 


m 


^ 


^ 


[^ 


^SSSHS 


THERMIT 

Insert  Welds 

99.9% 

perfect 


in  Youngstown,  O. 


Maintenance  cost  on  joints 
practically  zero 

If  you  could  show  your  Board  of  Directors  a  record  like 
that — wouldn't  it  make  them  sit  up  and  take  notice?  It 
can  be  done.     It  is  being  done! 

Look  at  this  story  of  the  Youngstown  Municipal  Railway 
Company.  In  the  past  six  years  they  have  eliminated 
2000  joints  with  Thermit  Welds— 1998  of  them  have 
never  cost  a  cent  for  maintenance  since.  That's  99.9% 
perfect. 

Their  Engineer  says:  "The  oldest  joints  have  been  in 
for  six  years  and  are  still  in  as  good  condition  as  when 
installed.  Excepting  for  the  two  joints  mentioned  we 
have  had  no  expenditures,  maintaining  any  of  the  joints. 
We  are  well  pleased  with  this  type  of  joint  and  intend  to 
install  approximately  250  more  this  year"  (latter  part 
of  1P22). 

Youngstown  confirms  what  others  say — "The  first  cost  is 
the  last  cost."     Find  out  how  low  the  firtt  eo*t  it. 


Metal  &  Thermit  Corporation 

120  Broadway,  New  York 

Pittsburgh    Chicago    Boston    S.  San  Francisco    Toronto 


SSH^S^^HSSSSSa^HS^HHHHSH^^SI 


32 


Electric    Railway    Journal 


March  3,  1923 


Laying  Resilient  ties  in  con 
traffic  and  without  temporary 
crossovers 


March  3,  1923 


Electric    Railway    Journal 


33 


Crete  without  interruption  to 


Think  of  having  a  permanent,  easy-riding  track 
on  a  permanent  concrete  foundation  without 
interrupting  service  during  construction  and 
without  the  expense  of  temporary  crossovers. 

On  the  page  opposite  are  shown  city  and  inter- 
urban  cars  operating  on  a  five-  and  thirty-minute 
headway,  respectively,  while  dry  concrete  is 
being  tamped  under  the  ties. 

The  setting  of  unseasoned  concrete  is  not,  in 
any  way,  disturbed  by  the  operation  of  the  cars 
over  it. 

The  asphalt  cushion  in  the  resilient  tie  absorbs 
the  shocks  so  effectively  that  they  do  not  reach 
the  green  concrete. 

Tests  have  proved  this  construction  sound.  On 
other  properties  where  this  method  was  em- 
ployed the  concrete  was  found  to  be  in  perfectly 
good  condition  after  3  years  of  service. 

Resilient  ties  are  fundamentally  and  practically 
right,  moreover,  they  permit  of  a  saving  of  $6000  a 
mile  over  wood  ties  laid  in  concrete.  Ask  for  de- 
scriptive  literature. 

The  Dayton 
Mechanical  Tie  Go. 

707  Commercial  Building,  Dayton,  Ohio 


34 


Electric    Railway    Journal 


March  3,  1923 


March.  3,  1923 


Electric    Railway    Journal 


86 


T£l. 


^yi  ^oostexg SloAaTLi 


ES 

^KTAnON 


But  it's  a  good  one.  The  Phoenix,  Arizona, 
boosters  find  that  it  pays  to  feature  the  bright 
sunshine  of  their  native  state.  It  attracts  instant 
attention  and  brings  people  there. 


Are  your  cars  shining  today  ? 
Advertise  with  PAINT! 

Like  the  featured  sunhght  of  Arizona,  the 
freshly  painted,  glistening  street  car  rivets  the 
attention  and  reminds  the  pedestrian  that  trans- 
portation is  there  at  his  disposal.  And,  further- 
more, by  its  refreshingly  new  appearance,  it 
automatically  suggests  clean,  comfortable  and 
even  luxurious  accommodation. 

Beckw^ith-Chandler  paints  and  varnishes, 
especially  prepared  for  car-finishing  work,  are 
used  by  steam  and  electric  railways  which  are 
noted  for  their  progressive  ideas. 

The  Beckwith-Chandler  Company  specializes  in  car  finishes. 
Beclcwith-Chandler  makes  finishes  for  the  flat  color  and  var- 
nish system,  the  enamel  system,  and  the  color  varnish  system 
— everything  needed  on  the  outside  or  inside  of  the  car.  Our 
railway  experts  can  suggest  many  improvements  in  your  car 
painting  practice  which  will  mean  money  in  your  pocket. 

Write  for  further  details. 


The  Beckwith-Chandler  Company 

320  Fifth  Ave.,  New  York 
203  Emmett  St.,  Newark,  N.  J. 


36 


Electric    Railway    Journal 


March  3,  1923 


T 


Discomfort 
ys  Unsafe 


A  CHILLED,  uncomfort- 
-^  ^  able  motorman  cannot 
give  undivided  attention  to 
the  operation  of  his  car.  It's 
against  human  nature. 

Hours  of  duty  on  the  plat- 
form, alongside  constantly 
opening  doors,  are  not  con- 
ducive to  comfort  —  unless 
you  make  it  so. 


^^  CONSOLIDATED 

Stationary  Cab  Heater 


Keeps  the  vestibule  comfortable. 
Distinct  from  the  regular  car- 
heating  system  and  subject  to  indi- 
vidual control. 

Connected  directly  across  the  line. 
Controlled  by  a  simple  snap  switch 
and  fuse,  combined. 

The  perforated  case  and  the 
louvres  in  the  top  permit  free 
circulation  of  air,  utilizing  to  the 
utmost  the  heat  produced. 

Compact  and  durable  in  construc- 
tion. Trim  and  neat  in  appearance. 
Economical  in  maintenance. 

Let's  tell  you  more  about  it 


Consolidated 


Car-Heating  Co. 


New  York 


Albany,  N.  Y. 


Chicago 


March  3,  1923 


Electric    Railway    Journal 


37 


£ I    , 


_J  I »  i 1< 


-f?r-^-7::-i- 


Z7 


i^ 


The 

COLUMBIA 
Electric  Car 
Hoist 


The  Columbia  Electric  Car  Hoist  is  economi- 
cal, efficient  and  time-saving. 

It  will  raise  a  50  ton  car  six  feet  in  less  than 
5  minutes. 

It  makes  car  hoisting  easy  and  because  of  its 
speed  of  operation,  saves  workers'  time  as  well 
as  affording  absolute  safety  to  men  in  the  pit, 
and  to  equipment. 

It  can  be  operated  by  a  discarded  electric  motor. 

We  also  make  special  car  hoisting  machinery 
for  car  work  shops. 


38 


Electric    Railway    Journal 


March  3,  1923 


The  Philadelphia  and  Western  are  using  Steel 

Tired    Wheels    and    Axles,    made    by    the 

Standard  Steel  Works  Company,  who  also 

manufacture  Steel  Springs,  Solid  Forged 

and    Wrought    Steel    Wheels,    Steel 

Forgings,  Steel  and  Malleable  Iron 

Castings  and  Steel  Pipe  Flanges. 

"Not  only  to  mak.e  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 

man  ufacturers .' ' 

— Vauclain 


Standard  Steel  Works  Company 


PHILADELPHIA,  PA. 


CHICAGO 
ST.  LOUIS 
ST.  PAUL,  MINN. 


BRANCH  OFFICES: 

HOUSTON.  TEXAS 
PORTLAND,  ORE. 

SAN  FRANCISCO 

NEW  YORK 
BOSTON 

MEXICO  CITY,  MEX. 

PITTSBURGH,  PA 

RICHMOND,  VA 

WORKS:  BURNHAM, 

PA. 

March  3,  1923 


Electric    Railway    Journal 


39 


MILLER  TROLLEY  SHOES 

(patented) 

more  economical  on  this  road  too 

THREE   years    ago   they  decided    to   try   Miller 
Trolley  Shoes  on   the   Hudson  Valley  Railway 
Company's  cars. 

Today  this  company  uses  Miller  Trolley  Shoes  exclu- 
sively because  they  find  them  better  than  trolley  wheels. 
They  report  that  Miller  Trolley  Shoes  give  more 
mileage  with  better  contact  and  have  no  dewirements. 
Calls  for  the  emergency  line  crew  have  been  greatly 

!  reduced.    In  every  way  they  agree  that  Miller  Trolley 

.Shoes  are  more  economical. 

V 

The  Cost  is  less — the  service  better 


that's  the  real  compelling 
reason  why  your  road 
should  equip  with  Miller 
Trolley  Shoes.  Arrange 
for  a  thorough  test  now. 

Write  Hs  today. 


MILLER  TROLLEY  SHOE  CO. 

Boston-21,  Mass. 

fCeslern  Representative 

Economy  Electric  Devices  Co. 

1590  Old  Colony  BIdg.,  Chicago,  III. 


40 


Electric    Railway    Journal 


March  3,  1923 


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 — 

It's  Boyerized! 


^-m^ 

^■5^ 


It  is  not  exaggeration  to  say 
that  "Boyerized"  car  parts 
last  three  and  four  times  as 
long  as  parts  of  ordinary  steel 


Buyers  will  generally  admit  that  specially 
treated  steel  parts  ought  to  last  twice  as 
long  as  ordinary  steel  parts. 

But  they  sometimes  smile  when  we  tell 
them  that  "Boyerized"  parts  last  three 
and  four  times  as  long — but  it's  true! 

Other  BOYERIZED  Parts 


Brake  Pins 
Brake  Hangers 
Brake  Levers 
Pedestal  Gibs 
Brake  Fulcrums 
Center  Bearings 
Side  Bearings 
Spring  Post  Bushings 


Spring  Posts 

Bolster  and   Transom 

Chafing  Plates 
MacArthur   Tumbuckles 
Manganese  Brake  Heads 
Manganese  Truck   Parts 
Bushings 
Bronze  Bearings 


Boyerized  Parts  cost  slightly  more  because  they  last 
three  or  four  times  as  long  as  parts  of  ordinary  un- 
treated steel.    Let  us  quote  you  on  your  requirements. 

Bemis  Car  Truck  Company 

Electric  Railway  Supplies 

SPRINGFIELD,  MASS. 

Repreitentatives: 

Economy  Electric  r).;vices  Co..  Old  Colony  Bldg.,  Chicago.  III. 
F.  P.  Bodler.  903  Monadnock  Bid?.,  San  Francisco.  Cal. 
W.  F.  McKenney.  34  First  Street.  Portland.  Oregon 
J.  H   Denton.  13:.>8  Broadway.  New  York  City,  N.  Y. 
A.  W.  Arlin.  T7C  Pacific  Electric  Bide,  Los  Angeles.  Cal. 


March  3,  1923 


Electric    Railway    Journal 


41 


It  is  the  least  expensive  of  all  babbitt  metals,  judged  by  its 
ability  to  keep  down  repair  and  maintenance  expense. 

M-J  Armature  Babbitt  is  one  of  more  than  twenty  grades  of 
babbitt  metal  which  we  manufacture,  but  it  is  the  only  grade 
that  we  recommend  for  the  hard  gruelling  service  of  electric 
railway  armature  bearings. 

It  is  standard  because  it  goes  farther,  lasts  longer  and  can  be 
used  over  and  over  again. 


MORE-JONES  BRASS  &  METAL  CO. 

St.  Louis,  Mo. 


TROLLEY  WHEELS:  \iEXR\^G^:    "Tiger"  Bronze  ARMATURE   BABBITT 

V-K  Oil-less,  M-J  Lubricated  Axle  and  Armature  and  Similar  Products 

HARPS: 
V-K  Non-Arcing,  M-J  Standard 

mmrmf.%  asm  &mei4i  cq 

St.  loiiis  MifiKSoiuri 

QUAUTY  PRODUCTS 


42 


ELECTRIC    Railway    Journal 


March  3,  1923 


LIST   of  MEMBERS 

Each  has  subscribed  to 
and  is  maintaining  the 
highest  standards  of 
practice  in  its  editorial 
and  advertising  service. 


Advertisings  and  Selline" 
American   Architect   & 

Architectural  RevieTP 
American  Blacksmith. 

Auto  &  Tractor  Shop 
American  Exjjorter 
American  Funeral 

Director 
American  Hatter 
American  Machinist 
American  Paint  Journal 
Americaji   Paint    &    Oil 

Dealer 
American  Printer 
American  School  Board 

Journal 
Architectural  Record 
Automobile   Dealer   and 

Repairer 
Automobile  Journal 
Automotive  Industries 


Baker's  Heli>er 
Bakers  Weekly 
Boiler  Maker  (The) 
Boot  and  Shoe 

Recorder 
Brick   and   Clay   Record 
Buildintr     Aire     &    The 

Builders  Journal 
Building-s   and    Buildini: 

Management 
Building-  Sunnly  News 


Canadian  Grocer 

Canadian  Machinery  & 
Manufacturingr  News 

Cana<Han  Railway  & 
Marine  World 

Candy  and  Ice  Cream 

Chemical  &  Metal- 
lurgical EnK-ineeriuH 

Clothier  and  Furnisher 

Coal  Ag-e 

Concrete 

Cotton 


Daily  Metal  Trade 

Domestic  Engrineering 

Dry  Goods  Economist 

Drygroodsman 

Dry  Goo<ls  Reporter 


Electric  Railway 

Journal 
Electrical 

MerchandisinfT 

Electrical  Record 

Electrical  World 

Embalmers'  Monthly 

Engrineerine-  and 

Mininp:  Journal-Press 

Enerineerinsr  News- 
Record 


Factory 

Farm  Implement  News 

Fire  and  Water 

Engineering- 
Foundry  (The) 
Furniture  Manufacturer 

and  Artisan 


Gaiment  Weekly  (The) 
Ga«  Age- Record 
Good  Furnitiu-e  Mag'a- 

zine 
Grand  Rapids  Furniture 

Record 


You    are    invited    to    consult    us    freely    about 
Business  Papers  or  Business  Paper  Advertising 


BUYING 

as  affected  by 

SELLING 

TT  IS  to  your  interest  to  know  that  goods 
are  %vell  sold,  as  well  as  well  made.  You 
have  to  pay  the  cost  of  selling  just  as  you 
have  to  pay  for  the  cost  of  manufacturing. 
Think  it  over. 

And  the  cost  of  selling  is  no  small  item. 
In  some  cases  it  costs  more  to  sell  goods 
than  to  make  them.  The  seller  who  clings 
to  antiquated,  expensive  methods  of  selling 
is  no  more  entitled  to  your  patronage  than 
the  one  who  nms  an  out-of-date  factory, 
because  you  have  to  pay  the  additional  costs 
in  either  case. 

If  the  waste  is  to  be  squeezed  out  of  sell- 
ing, the  buyer  cannot  escape  a  share  of  the 
responsibility  in  bringing  it  about. 

THIS  means  recognizing  the  efforts  of 
those  sellers  who  have  adopted  modern, 
economical  methods  of  selling,  and  one  of 
these  beyond  any  question  is  good  adver- 
tising in  good  Business  Papers. 

Advertising  not  only  cuts  the  cost  of  sell- 
ing, but  it  increases  production  volume  and 
lowers  manufacturing  costs.  It  standardizes 
quality,  and  is  a  guarantee  of  good  faith. 


LIST   of   MEMBERS 
(continued) 

Haberdaaher  (The) 
Hardware  Ag-e 
Hardware  &  Metal 
Heating  and  Ventilating 

Matrazine 
Hide  and  leather 
Hospital  Manae-ement 
Hotel  Monthly 
Hotel  Review 


lliiistrated  Milliner 
Imi>lemcnt  &  Tractor 

Trade  Journal 
Industrial  Arts 

Ma^iazine 
Indusliial  Engineer 
Inland  Printer 
Iron  Age 
Iron  Trade  Review 


Lumber 

Lumber  World  Review 


Manufactur-^rs*  Record 
Marine  En^nneering'  & 

Shippin;;  Asre 
Marine  Review 
Millinery  Trade  Review 
Mill  Supplies 
Modern  Hospital  (The) 
Motor  Age 
Motorcyle  and 

Bicycle  Illustrated 
Motor  Truck 
Motor  World 


National  Builder 
National    Cleaners     Sc 

Dryer 
National  Lanndry 

Journal 
National  Miller 
National  Petroleum 

News 
Nautical  Gazette 
Northwest  Commercial 

Bulletin 

Oil  News 

Oil  Trade  Journal 


Power 

Power  Boating 

Power  Plant 

Entfineenng 
Printers'  Ink 
Piu*cha«ing  Agent 


Railway  Ag-e 
Railway  Electrical 

Eng-ineer 
Railway  Engineering  & 

Maintenance 
Railway  Mechanical 

Engineer 
Railway  Signal 

Engineer 
Retail  Lumberman 
Rock  Products 
Rubber  Age 

Sanitary  &  Heating 

Engineering 
Shoe  and  Leather 

Reporter 
Shoe  Retailer 
Southern  Engineer 
Sporting  Goods  Dealer 


Tea  and  Coffee  Trade 

Journal 
Textile  World 


Welding  Engineer 
Western  Contractor 
Wood- Worker  (The) 


THE  ASSOCIATED  BUSINESS  PAPERS,  Inc. 


HEADQUARTERS: 


JESSE  H.  NEAL,  Executive  Secretary 
22a  West  42nd  STREET 


NEW  YORK  CITY 


March  3,  1923 


Electric    Railway    Journal 


48 


THE  map  above  shows  the  location  of  the 
50    foundries   in   the   United    States   and 
Canada,  represented  by  the  Association  of 
Manufacturers  of  Chilled  Car  Wheels. 


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,  4 

St.  Louis,  2 

Buffalo,  4 

Pittsbursh,  2 

Cleveland,  2 

Amherst,  N.  S. 

Montreal 

Mich.  City,  Ind. 

Louisville 

Mt.  Vernon,  111. 

Ft.  Wayne,  Ind. 

Birmingham 

Atlanta 

Savannah 

Boston 

Detroit 

St.  Paul 

Kansas  City,  Kan. 

Denver 

TacoRia 

Rochester,  N.  Y. 


Sayre,  Pa 
Berwick,  Pa. 

Albany 
Toronto 

New  Glasgow,  N*  S. 
Madison,  IlL 
Huntinston,  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 


(MIED 

mON  WHEELS 


American  Railroad  Association 
Standards 

650  lb.  wheel  for  60,000  Capacity  Car. 
700  lb.  wheel  for  80,000  Capacity  Car. 
750  lb.  wheel  for  100,000  Capacity  Car. 
850  lb.  wheel  for  140,000  Capacity  Can 

The    Standard    Wheel   for    SeoerUy-Two 


44 


Electric    Railway    Journal 


March  3,  1923 


Bates  Steel  Poles 

Will 

Help 

Sell 

Your  Securities 


A  permanent  Bates 
Pole  installation  is  easy 
and  inexpensive  to 
maintain.  All  surfaces 
are  exterior  and  are 
easily  and  quickly 
painted. 


T™ 


208  South  La  Salle  Street 
CHICAGO,  ILL. 


Have  you  your  Bates  Trea- 
tise on  Steel  Poles? 


m^mm 


ANDERSON   LINE  MATERIAL 

with 

Aetna    Insulation 

For  over  twenty  years,  Anderson  Line  Material 
has  been  a  leader  in  the  field  because  of  its  em- 
inently satisfactory  and  long  service.  Aetna  In- 
sulation has  helped  to  make  this  reputation  for  it. 

Aetna  Insulation  is  our  own  special  compound. 
Developed  years  ago,  it  has  continued  ever  since 
to  meet  the  exacting  requirements  of  electric  rail- 
road line  service. 


-Let  us  send  our  catalog — 


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-.  Chicago.  105  So.  Dearborn  St.  Ix>ndon. 
E.  0.  4,  38-39  Upper  Thames  St. 


TRADE 


MARE 


Reg.  n.  S.  Pat.  Off. 


R£01  JEERED 


March  3,  1923 


Electric    Railway    Journal 


45 


The  "Universal"  Standardized  Safety  Car 


Combines  the  best  results  of  all  the  various 
experiments  with  double-truck,  one-man,  two- 
man  cars.  Furthermore,  it  includes  all  the 
successful  "safety"  features,  and  interlocking 
control  of  doors,  brakes  and  emergency  pro- 
visions,   which    have    become    standard    on    the 


single-truck  Birney  "Safety."  The  Universal 
Safety  Car,  with  its  light  weight,  its  large 
carrying  capacity,  its  separate  entrance  and 
exit  facilities,  and  its  standardized  construc- 
tion  will   increase  your   profits. 

If  rite  for  full  details. 


>lL^Bg  E^c  i^m.^m^^.1  St^  L^i^iflfe,  Wa 


TKc  Birthplace  of  the  SafetyCar" 


Write  for  our 
Circular  No.  10 


Brazed  Bonding  with 


KiCO  Portable   Series  Type  Outfit 


Efficient  power  consumption 


is  dependent  on  the  condition  of  your  rail 
bonding.  The  ERICO  Method  of 
Brazed  Bonding,  with  the  Portable  Series 


Type  Bonding  Outfit  insures  bonding  of 
the  highest  conductivity  and  long  life  at 
a  very  low  cost  per  bond  applied. 


Investigate  now — and  be  prepared  for  your  Spring  bonding  problems 

The  Electric  Railway  Improvement  Co. 

Cleveland,  Ohio 


46 


Electric    Railway    Journal 


March  3,  192b 


R.^ 


Hr 


TAYLOR  REDUCED  HEIGHT  TRUCK 

WITH 

S.  A. 

TAYLOR  STRAIGHT  ACTION  BRAKE 


SMOOTH  RIDING 
LOW  MAINTENANCE  COST— Absolute  Safety 

Center  Plate  Height  22)4  in-  ^tb  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 


A    single    acting    duplex    compressor 
with  crankcase  and  cylinders  integral. 


One-piece  cylinder-head  for  both 
cylinders  contains  suction  and  discharge  valves. 
Heavily    designed    crankshaft    of    high-grade    steel 


AA-7B 

Railway 

Air 

Compressors 

In  the  City  of 
Seattle  service 


turns  in  journal  bearings  of  ample 
proportions  to  insure  minimum  wear. 
Herringbone  Gears  transmit  power 
from  motor  shaft  to  crankshaft  with 
practically  silent  operation. 
Lubrication   is  positive   and   efficient. 


AUUIS-CHAl-MERS 
PRODUCTS 

Electrical  Machinery 

Steam  Turbines 

Steam  Engines 

Gas  and  Oil  Engines 

Hydraulic  Turbines 

Crushing  and  Cement 

Machinery 

Mining  Machinery 


M/:)NUF/^CTURINC       COMPANY 


MILWAUKEE,    WISCONSIN.  U.S,A, 


I   AI.UIS-CHAI_MERS 
PROOUCTS 

I  Flour  ud  Saw  Mill  M»chtB«y 
Power  Tiuumission  Machiaoy 
Pumptnt  CngtB«>-C«ainlu8al  Pta^^ 

SlFstn  and  Eltectrk  Houts 

Air  Compressors  .  Air  Brtkck 

Agricultural  M«chiaeiy 

Coodeoaen 


March  3,  1923 


Electric    Railway    Journal 


47 


Are  you  prepared 

to  meet  competition? 

It  may  be  sharpened  to  a  very 
keen  edge — this  competition — ^but 
nevertheless,  it  must  be  met. 

After  you  get  the  people  to  ride 
on  your  cars,  you  have  the  problem 
of  holding  patronage.  But  your 
first  and  most  important  problem 
is  to  get  riders.  You  must  influ- 
ence the  choice  of  the  people  who 
do  not  ride  on  your  cars,  and  get 
them  for  your  patrons. 

And  how  can  you  manage  this? 
Well,  lots  of  Electric  Railways 
are  coaxing  riders  on  their  cars  by 
means  of  Weekly  Passes.  These 
are  sold  at  a  set  price,  and  entitle 
the  holder  to  ride  on  the  cars  of 


m^w^ 


.'A>ri>i»/-jm»M'i 


"^   The  YouHgstown   Municipal   Railway  Company 


April  17 

Past  b«ar«r  oti    

within  the  on*  f  JHHftkiJ 
»ev«n  (7)  days  as  thowj 

Pass  must  be 
for  on*  (1) 


OOOSli 


22,  (Incl.) 

[I  Railway  Companr 
,own  for  a  period  of 
ia  pas». 
T  and  is  food  onlv 

rven    the    r{|[ht    to 
ind  pro«rata  unused 


the  Company  for  a  week.  This 
sort  of  thing  appeals  to  the  people, 
and  so  builds  business  for  the  rail- 
ways. 

Why  not  tempt  the  riders  in  your 
vicinify-  by  selling  Weekly  Passes 
on  your  lines? 


GLOBE  TICKET  COMPANY,  112  N.  12th  St.,  Philadelphia,  Pa. 


Bittldin^s 


Fainting 

with  the 

Dayton 

Air  Brush 


Handles  all  materials 
from  the  lightest  disin- 
fectant to  the  heaviest 
leads  and  oils  v.-ithottf 
special  preparation. 


Man  power  is  too  valuable  these  days  to  waste  it  daubing  paint  by  hand  on 
sides  of  buildings,  elevated  structures,  bridges  and  other  heav>'  work.  There 
is  plenty  of  higher  grade  work  for  good  painters  to  do. 

The  Dayton  Air  Brush  can  be  used  by  any  intelligent  workman,  and  will  do 
a  smooth,  uniform,  finished  job,  in  less  time  than  several  experienced  Pointers 
using  hand  brushes.  Moreover  it  actually  saves  paint.  Still  it  reaches  the 
most  inaccessible  cracks,  joints,  spaces  under  rivet  heads,  etc.  By  its  more 
thorough  and  complete  covering  power,  the  Dayton  Air  Brush  actually  adds 
to  the  certainty  of  preventing  corrosion  of  iron  and  steel  structures. 

Send  for  quotations 

The  Dayton  Air  Brush  Company 

17  Maryland  Avenue,  Dayton,  Ohio 


48 


Electric    Railway    Journal 


March  3,  1923 


^^. 


THE  NEW  Trolley  Catcher  which  has  made  good.  Less  parts  than  any  other 
Catcher.  Catches  pole  before  it  acquires  the  momentum  which  breaks  the  trolley 
cord.  Sample  for  free  trial  on  application.  Also  manufacturers  of  the  Eclipse  and 
Acme  Fenders,  Eclipse  Wheelguard,  Eclipse  Trolley  Retriever. 

THE  ECLIPSE  RAILWAY  SUPPLY  CO. 

CLEVELAND,  OHIO 


Specify  HALE  &  KILBURN  SEATS 

for  your  new  cars 

Best  seats  for  City  Cars 
Interurban  Lines,  One  Man  Cars 
Trolley  Buses 

Neatest 
Lightest 
Strongest 
Simplest 


Lightest  IVeight 
Stationary 
Steel  Seat 


No  higher  in  price  than  others 
JVrite  for  particulars 

Hale  &  Kilburn  Corporation 

American  Motor  Body  Company,  Successors 
PHILADELPHIA 


Lightest 

IVeight 

IFalioi'e 

Steel  Sen! 


New  York 


Chicago 


Washington 


Atlanta 


San  Francisco 


Los  Angeles 


il/arcfe  3,  1923  Electric    Railway    Journal 

I""" """""' ' """"' iiiMiiniimrimiiiiiiimiiiiiiimiif miiiiiiiii mil iiiiiiiiii iiiiiiniiimiii' 


49 


Our  Cars  Cost  Less 
To  Maintain 


-■  li  BlillllPBI 


Safety  First 


Cars  of  All  Types 

From  I 

Birney  One- Man  Safety 

To  I 

Large  City  and  Interurban  | 

SPECIALTIES 

X 

Sash,  Doors,  Interior  Finish  and  I 
Framing,  Curtains,  Ventilators  and  = 
Car  Trimmings,  Brakes,  Gongs,  j 
Door  and  Step  Mechanism.  | 

"We  Satisfy"  | 

Give  Us  A  Trial  i 


Perley  A.Thomas  Car  Works 

High  Point,  N.  C. 


Examine  this  useful  library 
for  10  days  FREE 

The  four  books  give  modern,  reliable  information 
derived  from  the  actual  experience  of  practical  elec- 
tric railway  engineering  men.  The  library  contains  no 
far-fetched  suggestions — practical  usefulness  is  its 
keynote.  It  points  out  ways  and  means  of  increas- 
ing efficiency  and  lowering  costs  which  other  en- 
gineers have  found  successful.  You  can  apply  these 
methods  to  your  every-day  problems.  Why  not  make 
this  information  count  for  you?  It  will  shorten  the 
road  to  better  results. 

Electric 

Railway 

Library 

4  volumes,  over  2,000  pages,   fully  illustrated 
$16.00  postpaid,  payable  in  five  installment* 

Electric  Railway  Engineering  is  a  thorough  manual  of 
the  broader  engineering  problems.  Electrical  Railway 
Transportation  covers  the  business  side  of  the  subject — 
the  relation  of  traffic  to  profits.  Electric  Car  Main- 
tenance has  saved  money  for  hundreds  of  lines.  It  is 
a  complete  treatment  of  this  special  subject.  The  Elec- 
tric Railway  Handbook  is  a  pocket  encyclopedia  of 
electric  railway  construction,  operation  and  maintenance. 
It  is  the  Webster  of  the  industry. 

Sent  on  approval 

No  advance  remittance 

Small  monthly  payments 


FREE  EXAMINATION  COUPON 


M<'(>riin-HIII    Bonk    Co.,    Inc.. 

370   Sfvrath  .Vveiiue,   New  York. 

Yiiu  may  Bend  mi-  the  Electric  Railway  Library  for  my 
inspection.  If  the  books  prove  satistartory  I  will  send 
$-J  00  In  10  clays  and  %'A.iM  per  month  tor  four  months — 
until  I  have  paid  the  price  of  the  books — flO.OO.  If  the 
books  are  not  what  I  want  I  agree  to  return  them  pest- 
l)aid  within  10  days  of  receipt. 

SubKcrlber  to  the  Electric  Railway  Journal? 

Member  of  the  A.I.E.E.  or  the  A.G.B.A.? 


Sifrncd    

Address    

Name  of  Company 
Official   Position    .  . 


(Books   sent   on   approval    to  retail   ourehssers   In  tlie 
V.  S.   and  Canada.)  E.  3..3  23 


.iiiiiililiiiiiiiiiiiitiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiijiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiitlliiilliiimiillllliiiiiiiiimiiiiiii     'Ui 


50 


Electric    Railway    Journal 


March  3,  1923 


iiraiiiiiiiiiiiiiiiiiiiiiiiiimiiuiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiins 


When  you  have  to  connect  cables  from 
the  dial  to  the  grids  of  field  rheostats 
— you  need  this 


T\f\Q.^T^'0'^   Rheostat 
UVyOi^rLJV  J      Terminal 


The  elongated  shank  holds  the  cable  in  a 
straight  line — the  contact  disc  being  slotted 
to  fit  over  the  grid  —  while  the  Dossert 
tapered  sleeve  and  compression  nut  gives 
solderless  connection  to  the  cable. 

Another  example  of  Dossert  adaptability 
taken  from  the  book  below. 


FREE 


BOOK 


Dossert  &  Go. 

242  West  41st  Street 
New  York,  N.  Y. 


riiiiiiutMi':iiiiiiiiiuiMiitiiiiiiiirii>iMiiiiiiiiiiit)iiiiiiiiiii(iiiiiiiiiiniiiiiiiiiiiiiiiiMiiiiiiiiiiiiiuiiniiiiiiiriiiriiiiiiiiiiiiiiiiitiiirMiiiii(iH 
HiHiiniiiiiiitiiiitiiiiiiiniiiiiiiiMiniiiiMiiiiiitiiiiiiiuiiiniiiiiiiiiiiriiiiiiiiiiHtiiiiiiMiitiiiiriiiiiiiiiiitiiiniiiiiiuiiiriiiriiiiiiiiiiiiiiiiiiiL 


AMELECTRIC  PRODUCTS 


iV'\BARE  COPPER  WIRE  AND  CABLE  i 


TROLLEY  WIRE 


WEATHERPROOF  WIRE 
AND  CABLE 


Bei.  U.  8.  Pat  Offloe 

Oklvanlzed  Iron  and  Steel 

Wire  and  Strand 


Incandescent  lAmp  Cord 


PAPER  INSULATED 
UNDERGROUND  CABLE 

MAGNETIC  WIRE 


Standard  Underground  Gable  Go. 

Manafactnrerft  of 

Electric  Wirea  and  Cables  of  all  kinds; 

also  Cable  Terminals.  Junction  Boxes,  etc. 

Bostt^i  Philadelphia  I'ittsburgli  Detixiit  New  TOPTk 

San  Francisco  Chicago  Washington  St.  Louil 


-iiirii inniiiiiiiniiillliliriMiiHitrillliinillirillllilllllliilllHiiiiiMUiiiiiHiiiiiiidtlllllliilll iiiiiriiHiiiuiiniilllliilllliMniiniiiR 

■JiiniiiuiiniiiriHitiiMiiiiniinMiiiiiiriiiiiniriiiniliiMimiiiiiiiiiiiiiiiiiiiiiuiiniintiiniiiiiiiiiiiiiiiiiiiniiiniiiiiiitiiitiriiiiiiiiiittiiiir 


ROEBLlNt 


§  INSULATED  WIRES  AND  CABLES 

I     .lOHN   A.    ROEBLING'S   SONS   CO.,   TRENTON,   NKW   JEKSKY 

'.SIlniiiiiuiiililllfttnillllHllllliiilrliliiiilMiniiillilnMiltMlitllltMilliliiltllurlltlrntintiiiiriiiniiiriiiiiiitMiiitiiiriniriiiriiiiMinilii 


Jimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiuniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii Ill iiiiiiiiiiiii II uiiig 

I     >o.  t  i 

Electric  Railway  | 

Automatic        | 
Signals  | 


IM^mofwaMp 

S^roS^i 

^        1 

\ 

^^^^^^^■jcC^ 

L^^^TflRt 

Am 


Co 


for  Accessibility 
and  Reliability 

isr  IS65  8^82         mcjva 

"American" 

/JfNSVLAnNG  , 
«/lil^coi»fF»Arrr  ' 


*«0.  U.*    ttHT. 


AMERICAN  ELECTRICAL  WORKS  I 

PHILLIPSDALE,  R.  I.  | 

Bosun,    ITS    rsdsnl:    Ctilcsgo,    111    W.    Adami:  : 

Clndnnstl.  Trsotltn  Bide.;   New  Toik,  IS 3  B'wi;  | 

niiiiiiiiiiiiiiniiiiiiiiiiiiniiiniiiiiiiiiiiniiiiiHiiiitiiiiiiiiiiiiiiiiitiiiiiiiiHiiiiiiiiiiiiiiiMiitiiiiiiiiiiiiiiiMiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiitn 

illllllllllllllllllllllllllHtllllllHIIIItllllllHTIIIIIMnMIHIIItlllHMHIIIIIIMIIIllllllllllllllllllllllllllllllMlltllllinilllltlllinilUlllllllllllllllla 


Philadelphia,  New  Terk.  Paiia,  1 

Sides  Agentai  | 

Electric  Serrice  Supplies  Co.     | 

Phlladelpliia.        New  York       Chlcafo    | 

iiiiiiiiiiiiiriiiiiiiitiiiiiiiiniiiuiiiiiiiiniiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiuiiiiiiiniiiiiiiiiitiiiiniittiiiiiiiiiiiiiiiiiiNiiiiiiiiiiuiiuiiiiiiiiir 

SiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiitiiiiuiiiiiiiniiiniiiiiiitiiiiiiiiiiiiiiiiiiiiuiiniiHiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii:, 

■    .©ME   WDE]    " 

I  BARE  AND  INSULATED  I 

I  Rome  Merit  Wins  Customers  | 

I  Rome  Service  Holds  Them  | 

ROME  WIRE  COMPANY 

I  Main  Plant  and  Executive  Offices:  Rome,  N.  Y.  i 

I  "Diamond"  Branch:  BufTalo,  N.  Y.  | 

I  DISTRICT  SALES  OFFICES:  | 

I  New  York,  50  Church  St.                     ChlcsKO,  lU.,  14  E.  Jaokson  Blvd.  I 

S  Boston.  Mass..  Little  Bids.         Detroit.  Mich..  «S  Parsons  St.  ^ 

f  Los  Angeles,  Cal.,  J.  O.  Pomeroy,  336  Azusa  St.        2113.L  | 

fiiiiiiirjiiiijijiijjiijjijijMiijiiiiHjiiiiiiijjiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiliiiiiilliiiiiiiiiiiiiiiuiiiiiiiiiiiijiiiiiHiiiiiiiiiiiiiiiiiiHiiiiiiiijiiiiil 

^•IIIIIIHMHIIIIIIIIIIIItlllllllllllllllttllllllltllillllltlllllllllllltllUIIIIIIMIIIlllllllllllllillllllllllllllllllllllllimillllllllllllllllllllllllllllltP^ 

Chapman 

I  Automatic  Signals 

i  Charles  N.  Wood  Co.,  Boston 

^limMHIIIIIIIIIIIIUimilUHIIIIINMIIIHIWIWIIIHIIIIMIIIIIIIIIIIWIIIIIIIIIIIIIIWIIIIUIimilllllllllllllllllllllllinilMHIMH  

.2iiniiHimiMiriiiiiHiiiiiMiiiiiiiMiiii:iiiiiimiiiiiiiiimiimiiMiii iiiiiiiii)iMiiiiiiiMiiMiiiiiiiiimiiimii[imMiiMiiiiiiiiiiiiiiiiiiiiti£ 

U.  S.  ELECTRIC 
AUTOMATIC  SIGNAL  | 

for  single  track  block  si«rnal  protection    | 

United  States  Electric  Signal  Co.    | 

Vvest  Newton,  Mass.  = 

iiinMiiiiiniiiiMiMiiiiMiiiiininMiMiiiiMiiiiiiuiiiiiiiiHJiiiiniiMiiitiiiiiiiiiiiiMiiuiiiiiiiniiitiiiiiiiiiiiiiiiiiuiiitiiiitiiitiiiiiiiiiiiiiiiiii- 

^iiti]iiinuiiiniHnniiiiiiNiiiiiuiiMiiHiMiiiMiiiiiiiiiiiiniiiiiiiutiiiiiiiiiniiiiiiiiiiiiiiiiiiii[iii[iii(ituiiriMiiiiiiiiiiiiiitMiiiiiitiitiiiiiii. 


TRO 


ANACONDA  COPPER 

MINING  COMPANY 

Conway  Building.  Chicaeo.  Ill 


THE  AMERICAN 
BRASS  COMPANY 

rnrra!  Offices:  Watcrbury.  Conn. 


HiiiiiitMiMiiMiiiHiiHiiiiiiNMitiMniiiiniiiiiniiHiiininiiiHiiiniiiiiiiiitiiHnnMiJiiiniiiiiiiiiiiiniiiniitiiiiiniiMiiiuiiiiiiiiiiiiniiiHii: 
atMiniiimiiiiitniinnmiiiriniiiuiiiiMiiiiiitiiiiiiiiMiiiriiiMiiiiiiiiiiiiMniiiniHiMittiiniiiHiHiiimiiiiiiiiiiiimiiiimiiiim 

I     AUTOMATIC  SIGNALS 

I  Highway  Crossing  Bells 

I  Headway  Recorders 

I     NACHOD  SIGNAL  COMPANY.  INC. 
I  LOUISVILLE.  KY. 

e  = 

^iiiuiniiiiMiMiiiiiiiiiMiiMiitiiriiiiiniiiHuiiiiiiiitiiHiiniiiiininiiiriniiMiitniiiiiiiiiiiiiuitiHiiitiiiHtiitiiiiiHiiiiiiiiiiiiiiiiiiiiiiitiMr 


March  3.  1923  Electric    Rai 

MimniiiimiiiiiiimmiiiiiiiiiiiiiHiiiiiiiiuiiiiiiiiiininiiiiimiiiiiiiiiiiiiwiiiiiiiiiiiiiiinimiiiiiiiiiiiiiiiiiiiimiiiiiiiimiiiiiiiiiniiiir 

I    Lorain  Special  Trackwork    I 
I  Girder  Rails 

I  Electrically  Welded  Joints  | 

I  THE  LORAIN  STEEL  COMPANY  | 

I  Johnitown,  Pa.  i 

I                                                           Sates  Offices:  | 

I  Atlanta                       Chicago                       Cleveland  New  York     I 

I                                 Philadelphia                                  Pittsburgh  | 

i                                          Pacific  Coast  Representative;  1 

I                                 United  States  Steel  Products  Company  1 

I  Los  Angeles                  Portland                  San  Francisco  Seattle     = 

=                                                 Export  Representative:  § 

I              United  States  Steel  Products  Company,  New  York,  N.  Y.  I 

nmillllllllllliliiJiriiiiiiiiiriiiiriiiiiiiiiiiii iiiiiil riijiriiiiiillliiiiiii i rii iiiniilillllijiiiiiiiiii'iiimiiiiiiiiiiilir 

^iHinnilllllllHiiiiiiiiniiiiiiiiiiiir iiilil i llililiriiiiiiiiiiiiiiiiiiiiiiiiiirriimiiiiiiiiijiirriiiiiiiiriiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiinL 

I  SPECIAL  TRACKWORK  | 

I     Of  the  well-known  WHARTON  Superior  Designs     I 
I  and  Constructions  I 


LWAY     JOURNAL 


51 


Steel  CutiiiC* 

Forgintfs 

Ga«  Cylinden 

CoBTerter  aad 

Drop  Hammer 

Seamlaat 

Bleetrie 

and  Preaa 

Steel 

I       Wm.  Wharton  Jr.  &  Ck».  Inc.,  Easton,  Pa.       | 

I  (Subsidiary  of  Taylor-Whartoa  Iron  &  Steel  Co.,  I 

I  High  Bridge,  N.  J.)  | 

s  - 

I  ORIGINATORS  OF  | 

i      MANGANESE   STEEL  TRACKWORK       | 

rriifiiniMiHiiiiiiiiHiiiiMiniiiHiiHtiniiiiMiniiniiiiriiHiiimiiiMiiiiiiiiiiiitMinttiiiHiiiHiiiiifiiiiiiiiiniiiniiiuMitniiiiiiiiiiiiiniiuiin 
aimnimiriiiiiiiiimiiiiiniMiiiiiiiMimiiiiiiiMiiiiimiiiii miii iiiiMiUMiiiiniiimiiriiiiimiimiiiimiiMiiiiiii iiiiimim. 


American 
Rail  Bonds 


CROWN 

UNITED  STATES 
TWIN  TERMINAL 
SOLDER 
TRIPLEX 

Arc  Weld  and  Flame  Weld 

Send  for  new 
Rail  Bond  Book 


American  Steel  &  Wire 
NEW  YORK  Company 


^ntniiHillllHliiiimtliiiiiiiiiiiimiiiiimiimitiii 


I  Use  only  Awebco  Tape  on  your  Armatures  | 
I  Field  Coils  have  better  protection  when  wound  with  i 
I       "AWEBCO  Tape."    Send  for  samples.  | 

I        ANCHOR  WEBBING  COMPANY        1 

1300  Brook  Street,  Pawtucket,  Rhode  Island  I 

iiiiiiiiimimiiiiniinriiiiiiiiiiiitiiiitiiiiiiiiiiiifiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiitiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiimiiiniiiiiiiiHi!: 
«iililllli)liniiiiiiiiiriiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiililllirii)iii)iriiiriiiiriiiniiiiiriiiiiiiiiiiiiiitiiiiiMiiiiiiiiilll)niiiniiiitiiiiiiliiitiiiiniii>: 

I     NASHVILLE  TIE  COMPANY     f 


afiHlliiiiiiiiiiMiiiiiiiiiiiiiiriiiiiiiri ii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiir iirMiiiiiiiuiiiiiiiiiiniiiiHiiiiiiiiiiiiiiiiiiHiiiiiiiiiR. 

E 

I  High-Grade  Track 
Work 

I  SWITCHES— MATES— FROGS— CROSSINGS 

I  COMPLETE  LAYOUTS 

I  IMPROVED  ANTI-KICK  BIG-HEEL  SWITCHES 

I  HARD  CENTER  AND  MANGANESE 

I  CONSTRUCTION 

I        New  York  Switch  &  Crossing  Co. 
I  Hoboken,  N.  J. 


ntiiiiiimiiiiiiHiiiiiimiiiiiiiitiiiimiiiiiHiiiiiiitiiiimiiiiMiiiiiiiriiiiiiiiiiirriiiiuiiiiutiiiiimii 


bunt ir itiliiilliiiiilluii iiiliriiiiiiillllllllK iiii i iiiiiiiiimhiiiiimii iiiiiiirMiiiiiiiiiniiiiti iiiiiitr 


i       Croia  Ties: 


White  Oak,   Chestnut,    and   Treated  Ties. 
Oak    Switch   Ties. 


I  Prompt  ihipment  from  our  o<um  stocks.  | 

I  Headquarters — Nashville,  Tenn.  | 

I        A.    D.    Andrews,    Terre    Haute,     Ind.,    Representative.       | 

nuilllllliiriiiiiiiiiitMiiiiiiii)iiiMiiiiiiiiiii>iiiiiiiiiiiitri)itiiiiriiiitiiiiiiniMiiriii)ii>iiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiitiiiiiriiiirilliiirillUE 

gniimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiriniiiiiiiiiiiiniiiiiiiiiiiiiiiMiiiiiiiimriiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiHiiiii^ 

i    Ramapo  Iron  Works  AJaz  Force  OoiUMUiT     i 

I  Gitibllabed  1881  ElUbllsCed  liSI  = 

I  RAMAPO  AJAX  CORPORATION  | 

1  Successor  = 

I  HILLBURN,  NEW  YORK  I 

I  Chicago  New  York  Superior,  Wis.  Niagara  Falls,  N.  Y.  | 

i  Automatic  Return  Switch  Stands  for  Passing  Sidings  i 

g  Automatic  Safety  Switch  Stands  i 

i  Manganese  Construction — Tee  Bail  Special  Work  S 

Clllliminiriimiiiinimiiiliiiniiiniimiiiiliiiiilllllllillirillim rlilririiililllllriiliiiiiiiiriiii riiiiiitilliiriiilliririiir illliiiH 


<2/^  InsutatorCoJncJeFi^^lCf 


=  Trade  Mark 

jMniMMMiiiiiriiiiiinHiiMiriiiiiitnMiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiuiiiiiiiiriiiiiiiiriiirtriiifiiiiiiiiriiiiiiiiiiiriiiiiniiiitiiMiittiinnrHMn 

(nmmHiiiiiiiiMiiiimHiiiiitiiiiiiniiiiiiiiiiiintiiiiinimitiiiiiuiiiiiitt iiiiiiiiMiiiiniiiiiiiiiiiimiiimiiiiitiiiimiimmmiiitmn^i 

FLOOD  CITY 

Rml  Bonds  cmd  Trolley  Line  SpecUdtimt 
Flood  City  Mfg.  Co.,  Johnstown,?*. 


iiiiniiiittHiiiniiniiiniiiiiiiimiiuuiuitMiiiiiiiiiiiiiimiiiinMiiiintiiiiiiuiiiiiiiiiiiiuiiiiimttW 


62 


Electric    Railway    Journal 


March  3,  1923 


nilllHlliraitniimiililliiiiiiiliiiiiiiiiiiiiiiiilimiiiiiimiiiiiiiirliiiiiii iiiiniiiiiiiuiiiiiiiiiiriiiiuiluniiiiiiiiiiiiiuiiiiiiiiiiHiiijiiijiiiiiriimiuiiiliimiiiliiiiiiiuJiiillllilliiijiiiiniitriiiiiiii uiiiiiiii iiiiHiiiiiiiiiiiiiiiiiiiiiiinriii i iiiiuiiliiiimiiiuiinim 

THE  BABCOCK  &  WILCOX  COMPANY 


85    Liberty    Street,    New    Vork 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 


BRANCH  OFFICES 
Boston,  49  Federal  Street 
Phiuadei-phia,  North  American  Building 
Pittsburgh,  Farmers  Deposit  Bank  Building 
Cleveland,  Guardian  Building 
Chicago,  Marquette  Building 
Cincinnati,  Traction  Building 
Atlanta,  Candler  Building 
Tucson,  Akiz.,  21  So.  Stone  Avenue 
Dallas,  Tbx^  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  Paclflc  Building 
Denver,  435  Seventeenth  Street 
Salt  Lake  City,  705-6  Kearns  Building 
San  Francisco.  Sheldon  Building 
Los  Anqbles,  404-6  Central  Building 
Seattle,  L.  C.  Smith  Building 
Havana,  Cuba,  Calle  de  Aguiar  104 
San  Juan,  Porto  Rico,  Royal  Bank  Building 


iHUiiiiiiiiiiiiiiiininiiitiiiiiiraiimiiiiiiniiimmiimiiiiiiiiiimiiiiiin iii"ii"i»iiiniitiiiiiiiiiMiiMiiiiiiiiitiiiiiiiiniiiiiiiiiiiiimiiiiiiiiiii»iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHHiiiiiiiiMiihiiiuiimitMiiiuiniiiiiriiMiiiiiiiriiniiiHii»irnMiiMnMiiiiiiiuiin^ 

iiiiiiiiiriiiiii miriiiiiiinuiiimi iiiiiiiiiiiiiiiiim i ii iii iiiiiiiiiuiiiiiiiiiiiraiminiiimiiiimic     gniiiiimimiiiiiiiiiiiiii iiiiiiiiiiiiiiiuiii uiiiuiimiiim iiiiiiiHiiuiiiniiitiiiiiiiuiiiiiiiiriiiriiiii nimiimiiiiin- 


BARBOURSTOCKWELL  CO. 

205  Broadway,   Cambridgeport,   Mass. 
Established   1858 


Manufacturers  of 

Special  Work  for  Street  Railways 

Frogs,  Crossings,  Switches  and  Mates 

Turnouts  and  Cross  Connections 

Kerwin  Portable  Crossovers 

Balkwill  Articulated  Csut  Manganese  Crossing* 


I  Don't  throw 

i  the  oily 

I   waste  away! 


I     Save  Money  By  Reclaiming  It!  | 

1  i     This   oil    extracting"  machine   is  reclaiming   hundreds  of   gallons   of  i 

i  =     perfectly   good    lubricating   oil    and   many    pounds  of    waste    for   the  i 

i  i      Milwaukee    Electric   Railway    &   Light   Co.    as    well    as    many   other  = 

I  £     companies.     It  will  do   the  same  for  you.     It  is  widely  used  as  a  = 

=  =     real    economy   producing  equipment.  = 

I  I                                                   Write  for  full  details  1 

f  I        OIL  &  WASTE  SAVING  MACHINE  CO.  I 

I  I                                             Philadelphia,  Pa.  | 

ir  ^tiiiHiiiiiiiiiiiiiiiiiHiiiiiiiiiimnniHiimimiitiiiniiiHiiitiiniiiiHiiMiiMiinniiiiMiiMiitiiiniiiiiiiiiimiitiiiiMimuiiiHtwiiHim 

imilllliimiiiiiiiiiiiniiiiiiiiiiiiiMiHiiiuiiiiiiiiiiiiiiiiiiiiMiiitiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiHiiiiiiiiHiiiiiiiiiiiiiiiiiim  aiiiiiimiiiniiiiiiiiiHiimiiiimiiMiitiiiuMuiiiriniiiHMUiiiniitiiiiMiniiiriiiiiiiniiiiiiiHiiMiHiMiiiiiiiiiiiimiiiHiiiiiiiMiiiiiiiimiiiiu 


ESTIMATES  PROMPTLY  FURNISHED 


THE  WORLD'S  STANDARD 

"IRVINGTON" 

BUck  and  Y*Uow 

Vamiakvd   Silk,   Vamisked   Cambric,   Vamisked   Papar 

iiT>0-Slot  Inaolsttion        Flexible  Vamisked  Tubing 
Insulating   Vamisbes   and    Compounds 

Irvington  Varnish  &  Insulator  Co. 

Irvington,  N.  J. 

Sales    Representatives   in   the   Principal   Cities 


We  Specialize  in 
Electric  Railway  Lubrication 


Tulc,  a  lubricant,  gives  many  advantages,  I 

in  operation  and  reduces  the  cost  of  lubri-  i 

cation.      Our   service   men   are    engineers,  i 

and  besides  advising  proper  methods,  vfill  1 

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.  f 


Cleveland,    Ohio 


Scientifically    and 

accurately    compounded    to 

reduce   lubricating  costs. 


liilliniiiirlliiniliniiliiilliiiiiiiii iiiiiiiiiiiiii iiiiiiiiiiiiii iiiiiiiinHiiiiiiiiiiiimiiiimiiiliiuiililliniiiiiiiiiiiiiiipir      'iiiriiiiiiimiiiiiiiiiiiiiiiiiiiirrliriiiiiiiiiimiiiiriiiiilililllllllimimiilllliniillllir iiiiiirniiiii iiiiiiiii iillmiriiitK 

uuiliniiiniliiiiiuiltillliiriuiiHiiiuiMiiiniinMiiiiiHiiiniluiiiiMiuiiiiiiiuMniiiiiiiiMiiniltiiiuiniiiniiiiiiiiMliinihnitiiiinHiiiuiiiMiiniiniituiiiiitiiiiiiirHiinuniNiiiiuMiiiiiihuiiiiiiiiiNniinii^ 

FOSTER  SUPERHEATERS  | 

A  necessity  for  turbine  protection,  engine  cylinder  economy  and   utilization  of  superheat  for  all   its   benefits  S 

POWER  SPECIALTY  COMPANY,  111  BROADWAY,  NEW  YORK  I 

Boston  Philadelphia  Pittsburgh  Kansaa  City  Dallas  Chicago  San  Francisco  London.  Bng.  | 

iMiiimiiiiiiiimiuiiiHiiMiiniiiiiiiniiuiniiiiiMiiKiiiiMiiuiiniiiuiiuiiHMiiiiiniiuiinMinMiiuiiMuiiiniiiMiiiiiiniHMitnitniiniiiiMiiiiiiM^ 

diiiiiiiininii niiiiiiiuiiiiiiii iiiii iiiniiiiiiiiiiiniiiiiiiiiiMiiiiKiiiiiiiiiiiiitiMiiiii iiiiiiiiiiiiiiiiiiiMiiiiiiniiii ^ 


iiHiiiiiiiiniiiiiiiiiiMitiiiiiimiiitiiiMiiniiiiiiiHiiiiiiiiHiiMiimiiMiiiiiiimiiniHuiitiiiiiiiiiiiMiiiiiiiHiiiiiimiiiiiiiuiiiim^^ 

Peirce  Forged  Steel  Pins 
with  Drawn  Separable  Thimbles 

Your  best   insurance  against   insulator   breakage 

Hubbard  &  Company 

PITTSBURGH,  PA. 


GODWIN    STEEL 
PAVING      GUARDS 


to     all     types 
and 


limilHIHItHHIIIIMIMIKMIIMIIillllllltllMlllflllllllHmHIIIIIIl 


I     Adapted 
I    of    rail: 
I    paTinflf. 

I     W.  S.  GODWIN  CO.,  Inc.       ^^^^,^2  E.  Lexington  St.,  Baltimore.  Md.    | 

fiUHimiiiiiimiiUMitiiiHiiiiiiiiuiiniiiuiiiiiiiiiimiiuiiiuiiiniitiiiiitiiuiiiiiiiHiiiiuiitniiiuiiiiiiiuiiiuiiiiiMiMiiiuiimiiin^ 


Proven     by 
service        to 
economically  pre- 
vent    seepage     and 
disintegration         o  f 
street    railway    paving. 

H^rite      for      Illustrated 
Catalog   No,  20. 


March  3,  192S  Electric    Railway    Journal 

|<'i<"iii iiuiiiiiiii JiiiJiiiiiriniMiniiiiMiirriiiiiiiiiiiiiiiciiir iiifriiiiiiiiiiiiiliii riiiiiiiiiiiiillll I llilllllliuiiir:     iiiiini rillliiiiiuiiiiiimiimiiuiiimiiiiiimii 


53 


HOPE  TAPES 


iHiiiiiiMiiiimmiimiiiiiimmiiiiiiMiiiimiiiiuiiiiiiMiiiHmiiiiiii..ii(iiiimiiiHnr 


For  results  —  Tapes,  Webbings,  f 

Sleevings,  of  uniform  and  standard  j 

quality  for  electric  purposes,  that  is,  I 

Hope  Webbing  Company  service.  [ 

Send  for  samples  and  prices  | 

HOPE  WEBBING  CO.    ! 


New  York 


Providence 

Troy 


Chicago    I 


nllmiiiiiiiiniiiniiiiiiiiiiiiitiiiniiiiMiHiitiiitiiimiHiiiiiiiiiiiiiiiiiiiiii.'iiiiitiiiiiiiimiiiiiliiimiiimiiiiiiiiiiiiiiiiiiiitiiiiniiiiiiiiiiiiin 
■nniiniiiiiiniiiHiiiniittiiiiiiiiniitiiiiiiiitimiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiitiiiiiiiiiitiiiiiiiiiiMiiiiiiiiiHg 

I  Car  Seat  and 
Snow  Sweeper  Rattan  | 


For  60  years  we  have  been  the  largest  im- 
porters of  rattan  from  the  Far  East.  It 
is  therefore  to  be  expected  that  when  Rat- 
tan 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 


Ohmer  Fare  Registers 

Ohmer  Fare  Registers  place  the  sale 
of  electric  railway  transportation  on 
a  correct  business  basis. 

They  indicate  the  exact  amount  of 
each  sale  and  print  a  record  of  it. 

Ohmer  Fare  Registers  are  made  in 
many  sizes  and  types.  All  fare  col- 
lection requirements  can  be  easily 
met. 

Ohmer  Fare  Register  Company 

Dayton,  Ohio 

'tuiiiiiiiimilliiiiiliuiiiiiiiiiiiiiimiiiiiiiiiiiiiMiiiHiiiiiiiiiiiitiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiimiiiiiitiiiiiiiJiiiiiiniiulu 


Factory:  Wakefield,  Mass. 

SALES   OFFICES: 

Heywood- Wakefield  Co.  Heywood- Wakefield  Co. 

516  West  34th  St.,  New  York  1415  Michlg-an  Ave..  Chicago 

E.  F.  Boyle.  Monadnock  Bldg..  San  Francisco.  Cal. 

F.   N.  Grigg.   630  Louisiana  Ave..  Washington.  D.  C. 

Railway  and  Power  Engineering  Corp..  Toronto  and  Montreal 

G.  F.  Cotter  Supply  Co.,  Houston,  Texas 


For  Accurate  Placing 

THE  Tribloc  lowers  its  load  gently  and 
accurately  into  place.  To  understand 
why,  one  has  only  to  examine  the  planet- 
ary gear  system.  Such  a  well  balanced 
drive  insures  absolute  smoothness  of  oper- 
ation. A  Tribloc  will  never  jump,  jam, 
or  jerk  under  its  proper  load. 

H^rite  for  information  on  any 

type   or   capacity   to   40  torn.     2217-D 

FORD     CHAIN     BLOCK    CO. 

«NO   a>   DIAMOND  aTRKKTS  RHILJkOCl.PMIA.   FA. 

^:^Emi^*'-LIED  MACHINERY  COMPANY  Of  AMERICA  .^--Jfj;^gA> 


^iitHnmrmiiiiiimMmiiuiimmnrnmiiimnimmfiHiiitmiimiinmMHiiinnTfiiminiMmminmHiiurminfniiMiutM 


54 


Electric    Railway    Journal 


March  3,  1923 


jmiiiimiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiifiiiiiiiiriiimiiiiiiiiiiiiiiiiHimiiHiiiuiiHiiiniHiiiniiiiiiiHiiiiiiuiiniiniiiiiiitiiiiiiitiiiiiiin 

I  They  are  Used 

Nearly  Everywhere 


aimuMiitiriiiiiiiiimntiimtinimiimiliiltmil.lli 


Notice,  when  you  travel,  the  large 
number  of  street  railways  and  city 
systems  using  International  Fare 
Registers,  Many  of  these  properties 
have  been  using  International 
Registers  for  years,  and  many  of  the 
registers  are  veterans  in  service. 

The  widespread  use  of  International 
Registers  is  not  a  matter  of  chance. 
In  many  cases  they  have  been 
selected  only  after  a  p>eriod  of  trial 
which  has  demonstrated  the  value 
of  their  reliable  registration.  Their 
simplicity  of  operation  and  the 
definite  visible  and  audible  registra- 
tion of  each  fare  helps  platform 
men.  and  giv«»  a  record  which  the 
accounting  department  can  rely 
upon. 

The  newest  models  of  International 
Registers  retain  all  the  distinctive 
features  which  have  established  the 
reputation   of   this  equipment. 

A  full  description    will  be   sent   on 
request. 


i  The  International  Register  Co. 

I  15  South  Throop  Street,  Chicago  | 

I  Exclusive  Selling  A^nts  for  HEEREN  Enamel  Badges  = 

.1iiiiiiiiniiiniiiiiiniiiiiHnriiiniiiiiiini>;i:tin!iiiitii(iii<iMtiiiiiiiiii:iiiiiHiiniiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiniiniiniiiiiiiiiiiiiiiiiiiinn 
.^iitiiniiiitiimiiniiiiriiniiiiiiiHiiiiiiuiiiltiiltllllllliiiillliiiiiiniiniiuiiiiiiiirliiiiiiiiiilillllitiiiniiniiiiiiiiiiiiiiiiiHlllllluilliiMUiii'j 


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, 


Croft's 
Wiring  for 
Light  and  Power 

426    pages,   flexible,   pocket 
size,  $3.00  net,  postpaid 
A  Wiring  Handbook  ^ 

That  flts  the  requlremcDta   ot  the      ** 
National  Code.  ^»' 

That  conforms    to  the  best  Amerl.    ^** 
can  practice.  ^' 

That  is  Indexed   so    that   you   can      ,*     McGraw- 
flnd      Instantly      the      tacts       you      «'       Hill  Book 
need.  ^»'  Co.,  inc.. 

That  U  a  common  sense,  practical      .»'        »*'•     Serenth 
commentary  on  the  National  Electrical  Code.         ,♦  Yotk'N'  Y     "^ 

That  tells  how  to  install  wiring    and    appa-      ,''      you  may   Knd    me  on 

10  day<i'  approval. 
Croft's  WIrlnit  for  Ll^t 
That  tells  how  to  Install  these  so  ,>'  and  Power,  S3.M.  I  agree  to 
as  to  be  electrically  sale  and  ,'  remit  tor  the  book  or  return  It 
mechanically  correct.  ^„'         postpaid   within  10  days  ot  receipt. 

That  explains  why   Inatal-     ,''       Member  ot  A,  I.  E.  E.T 

l"i''3've'n  «?.  "'  ""'''  ,'''      subscriber  to  Electric  RaUway  Journal? 

ExamOieit  .'''      signed 

for-tOdaym         *'         Address Official  Position 

FREE        ,''      Name  ot  Company F.E 


ratus  for  practically  all  services,   under 
practically  all  conrlitlons. 


JOHNSON 


Universal  | 
Changer 


Adjustable 


Hie  beet  changer  on  the  market. 
Can  be  adjusted  by  the  conductor  to 
throw  out  a  Taryinr  number  of 
coins,  necessary  to  meet  chanrea  in 
rates    of    fares. 


Flexible 


i!Uich  barrel  a  a^arate  unit,  permit- 
ting the  conductor  to  interehanre 
the  barrels  to  suit  his  personal  re- 

auirements.  and  to  facilitate  the  ad- 
Ltion  of  extra  barrels. 


SiiiiiiiiiiiiiiiiiiiuiHiininMniiiiiitinniiininriiHiiHiiiiiiiiiiiiiiiiiiirintiiiiiiiiiriiiiiiniiininniiirMniiiiiiiiiiiiMtiiiiniiiiiiiiniHiiiiR 

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I                                                    B.   A.   HeKeman,  Jr.,  President  = 

=     Charles  C.  Cistle,  First  Vice-President             W.    C.    Lincoln.   Manager   Sales    and  = 

I      Harold    A.    Hegeman,    Vice-President,                  Engineering  = 

I          Treas.    and  Acting   Secy  | 

National  Railway  Appliance  Co.  | 

E           Grand  Central  Terminal,  452  Lexington  Ave.,  Cor.  4Sth  St..  i 

=                                                                New  York  i 

=                                                         BR.\N(H    OFFICES:  § 

£      Munsey    Bldg.,    Washington.    D.    C;     100    Boylston    St.,    Boston.    Mass.;    Union  1 

=     Trust   Bldg.,    HarrUburg.    I'a. ;    Ilegeinan-Castle   Corporation,    Railway   Exchange  = 

1      Btdg..   Chicago,   III.  = 

I                               Railway  Supplies  I 

=     Tool  Steel   Gears  and  Pinions 
I     Anderson  Slack  Adjusters 
§     (ipnespo  Paint  Oils 


JOHNSON  FARE  BOX  COMPANY 

Ravenswood,  Chicago,  111. 


immiiiiiiiiiiiiiiiiitiiiHiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiimniiiiiMiiiiimiiiiiimiiiiiiiiiiiiiimim 


Diinhain   Hopper   Door  Devices 
=     .XiiKlo-.Xnierican  Varnish   Co., 
=  A'aniiNlies.  Enamels,  etc. 

=     I>rew  Line  Material  and  Railway 
=  Specialties 

i     Turnstile  Car  Corporation 
=     National  Hand  Holds 
=     PUtsbureh   Forge  &  Iron  Co.'s 

=  Products  = 

I  Tneniec  Paint   &  Oil  Co.'s  Cement  Paint  = 

I  Fort  Pitt  Spring  &  Mfg.  Co.,  Springs  | 

wiiiiMMiiimiiiiiiiiiiiiiiiiiiiMMinitnMiiiiirMiiMniiiiMitMiiiiiiiMinMuiiiMnuiiiiMiiMiaMituiiriirtintiiimiiiiimiiiuiiiiiiiitiiiiiiiiS 


Kcunoniy    Electric    Devices    Co..  = 

Power  Saving  Meters  i 

Lind  Alaminuni  Field  Coils  I 

C-H  Electric  Heaters  | 

(iarland  \>ntilatorB  = 

National    Sofety    Car    Equipment  i 

Co.'s  One-3Ian  Safety  Cars  | 

Flaxlinnm  Insulation  | 

E-Z  Car  C-ontrol  Corporation  | 

Safety  Devices  1 


aiimiiiniiiHiiiMi 


iimiiiiimiuiiuiimiillllii .      SHiiiiiniiiHiiHiiiiiiiiiiiHiiiiiiiHiiiiiiiiimiiiiiiiHiiniiniiiiMiiiiiiiiiitiiimiiiniitiiiniiuiiiiiiuiiinMiniiiiiiniiiiiiuiiiitmiiiiiiiiiiti 


1  Fare  Boxes  Change  Carriers  i 

i  COIN  I 

I  COUNTERS  SORTERS  WRAPPERS  | 

THE  CLEVELAND  FARE  BOX  CO.       I 

I  CLEVELAND,  OHIO  | 

§  Canadian   Branch,    Preston,   Ontario.  1 

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i  SS  New  Users  in  the  Last  4  Months 

I  KASS  SAFETY  TREADS 

I  present  an  Unusual  Combination 

I  in  that  they  grive  BETTER  RESULTS  AT  LESS  COST 

I  Manufactured  and  Sold  bw 

I      Morton  Manufacturing  Company,  Chicago 

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Gets  Every  Fare  I 

PEREY  TURNSTILES    I 
or  PASSIMETERS         f 

Use  tliem   in  your  Prepayment  Areas   and        i 
Street  Oars  | 

Percy  Manufacturing  Co.,  Inc.      | 

30  Church  Street,  New  York  City  | 

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Saa  th*  Crank  of  the  i 

GREA6HEAD  DESTINATION  SIGN  I 

Uy    meani    of    it,    conductor    or    motorman  = 

cnn    change    sign    without    leaving  platform,  g 

All    that    has    to    be    done    is    to    turn    the  § 

crank.      Better   investigate.  = 

CREAQHEAD  ENGINEERING  CO.,  CINCINNATI.  0.  | 

^lUiiiiiiiiMiiiiiiiiiiniiiiiiiiiiiiriiiiiiiiiimiiiiiiiiiiiiiiiiiiim i tiiiniiiuiiiiiiiiiiiiiuiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiS 


March  3,  1923  ElectricRailwayJournal  55 

giillliilllllllllliuiliuilljllllllililliuiiijiiliiiiiiiiiuiiiiiiifiiiiliiiiijiiiitiiiiiiliiii liutiiiiilllllllllllliiiiiilllllliuilllllllllllllllllinill'^    amirriiiiiiiii triiiiiiiiiiiimimil iriiiiiiiriiiiiiiiiiiilliilnliiliilliit riiiiiir mill uiiiliiiiiiiiiiiiiiiiiimillllinnnHli 

E  A  R  L  L  1 1  VENTILATORS 


DIFFERENT  kinds  of  service  require  different  modes 
of  treatment.  For  years  we  have  specialized  on 
Catchers  and  Retrievers  exclusively.  We  can  satisfac- 
torily meet  every  condition. 

We  can  give  you  the  Ratchet  Wind,  the  Emergency  Re- 
lease, the  Free-Winding  Spring,  the  Drum  Check,  and 
other  absolutely   exclusive  features. 


i-^J^^T-^,  7^ 


Canadian  Agents: 

Railway  A   Power  Engineering   Corp.,   Ltd.,  Teronto,  Ont. 

In  All  Other  Foreign  Countries; 

International  General  Electric  Co.,  Schenectady,  N.  Y. 


§    § 


THE  N-L  New  Style  Type  C  Venti- 
lator is  absolutely  weatherproof,  lays 
low  on  roof,  looks  well  and  meets  every 
requirement  of  ventilation. 

More  than  seven   thousand  N-L   V entilators 
sold  during  1922. 

The  Nichols-Lintern  Company 

7960  Lorain  Ave.,  Cleveland,  O. 

S-L  Products  mantdastured  and  sold  in  Canada  by 

Railway   and   Power   Engineering   Corporation,   Ltd., 

133  Eastern  Avenue,  Toronto,  Ontario 


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.'miiiniiiiimiimiiitiiiniiiiiiiiiiitiiitiiiniiitiimiiininiiiiiiiiiiiiiirMiiMiiiiiiiiriiiiiiiiniMiiiiiiiiiiiiMiiiMiiiiiiiiiMiniiiiiniiiiiMiiiiiiniMiMiiiiiiiiiiitiin  t i i iiiniiiiiii iiiiiiiiii ■iiiiitniiiiiiiiiniiiig 


MAIL     THAT     ORDER     TO      NIC 


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iiiiiiiiiiiiuiuiiimiiimiiiimnuiiiiiiiiimiiiimiiiHiimiHiiimiimiiiniui.- 


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▲ddreM  All  I 
Conununi-  = 
cations  to       = 

BUSH         I 
TERMINAL   = 

<220  36tfaSt.>i 

Brooklyn,      = 

N.  Y.  I 

LrterotttT*  on  = 

Rm^nmmt        = 


GOLD  CAR  HEATING  & 

LIGHTING  CO.      . 
NEW  YORK  cirr 


PATENTED 


=  TUIktfcMUaAAT  CUAilbUA.  &.«««.  u  .«a^  ' 

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I  75%  of  the  electric  railways 


B-V  Punches 


i  Send  lor  Catalog 

I    BONNEY-VEHSLAGE  TOOL  CO.,  Newark,  N.  J. 

'm iiiiiiiiiHiiiiiiiniiiiiiiiiiiiillllllllliliiilllll niiiiiiiiiimiilliuiiniillliiiiiillllliiiiiM iiiilinililiimiiMii iniiiiiiir 

mil Ill iiiiiii IIIIIIIIII Miiiiiiii iiiiiiiiiiii III! Ill" mill iiiiitiiiiiiiiiiiiiiiiiiiiiitiiiiiniit^ 

Car  Seating,  Broom  and  Snow  Sweeper 
Rattan,  Mouldings,  etc. 

AMERICAN  RATTAN  &  REED  MFG.  CO. 

Brooklyn,  N.  Y. 

AMERICAN  mean.  QUALITY 
RATTAN  SUPPLIES  OF  EVERY  DESCRIPTION 

A imiiiiiiniiiiiiimiiiiiiiiniiiiiii iiiiiiiiitiiiiiiiiiiiiitiiiiii iiiiiiiuiiiii iiiiiiiiiiiiimiiiraiiiniiHiiiiiii'iiiii 


JilllllllllirillllllllllllllllllllllllillittlliiillillllltllllllililiiltiiiiiiiiiilllllllliiiiiiiilllHiliHiiimiMlll nilllliiiiitiiillltliimniiHNM^ 

tiii*^     wm^-ny       ConJu^^  Direct  | 

Automatic        | 
Registration       \ 

By   tb*  I 

Passengers 
Rooke   Automatic      i 
Register   Co.  | 

Providence,  R.  I.  I 

F.tiiiiiiiiiiiiiiiiitiiiiiii>iiiiiHiiiiiii>iiiiiiiiiiiii>iiiii"iiii">iiii"iiii<iiiii<iiiiii>>iiii*>'>'ii<i>'i<>'ii"<>i'''"*'i<"''<l>>>iiniiiiiii<iii**^ 

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Mummiu- 

E 
E 
E 


I    i^ 


P5 


BSi 


Car  Heating  and  Ventilation 

is  one  of  the  winter  problems  that  you  mam 
Bettle  without  delay.  We  can  show  you  how 
to  take  care  of  both,  with  one  equipment. 
Now  IB  the  time  to  get  your  cars  ready  for 
next  winter.     Write  for  details. 

The  Peter  Smitli  Heater  Company 

1725  Mt.   Elliott  Ave.,   Detroit,   Mich. 


iiiiiiiiiiiHriiiitHiiiiiiiHiMHiMiiHHMMiiiMiiiHMifiiiiiinnMiiriiiiitnmiiiiiiiitinniiiiiit.iiiriiiiiiiiiimMiiiHiirmtiiiinriiiitiiiinm 
tiiiiiniiiuiiiiniiMiiiriiiiiiiiiiMiiiiriiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiitiiMiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiMiniiiiiuiiiimiiiiiiiriiuti 

STUCKI 

SIDE 

BEARINGS 

A.  STUCKI  CO. 

OUTwBldc. 
Phtabursk,  Pik 


56  ElectricRailwayJoubnal  March  3,  1923 

iimiimiiiiiiiHiiiiiiniiiiiiiiiiiiiimiiHiiiiimiimiiiiiiiiiiiiuiiiiiiiuiiiiiiHiinimimiiiiiiiiiiiiiimimw^  ^tiiiiiiiiiiiiiiimiiiiimiiiuiiiiimiiiiiiiiiiiiiiiiiiiiiiHimiimiiiiiiiiiiiiiiiiinuiiiMimnmiBumiimiiiiiiiniiitiiit 


The  Right  to  Advertise 

by  Festus  J.  Wade,  President 

Mercantile  Trust  Company 

of  St.  Louis 

I  repeat  I  am  prejudiced  in  favor 
of  advertising.  But  I  am  not 
guessing.  I  have  seen  what  it  has 
been  able  to  do. 

Advertising  is  almost  as  nec- 
essary to  the  bank,  particularly 
the  one  offering  a  diversified 
service,  as  it  is  to  the  department 
store. 

It  is  a  powerful  force,  and  no 
one  deserving  the  right  to  apply 
it  to  his  business  should  be  denied 
that  right. 


[Published  by  the  Electric  Railway  Journal  in  co-operation "l     i 
with  The  American  Association  of  Advertising  AgenciesJ     | 

s 

a 
s 


iiiiliiiiiM<iiMUiiiiiiiiiriiiiillilliriiitiiitiiiniiitMltiiiniliniitiMuiiitiiitMiniitriitliiniililittiinimiiiiliitlitriiniiniiniil(liiiiiiiriiiir      -*tiiuiiitiiiiiiiiiiitiiiitiiiiilliiimiiiiiiiiiiitimiimiiutiuiiiuiuiiiiiiiniuiiiiiiittiiiiiiniiniiiiiiiniiniinuitiiiiiiiniiituutliiiiiiiiititic 


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 


riuiiiiiiiiiiitiiiiiiiiiiiiiiiiMiiriiiiniiiiiiiiitii riiiiiiiiiiiiiiurimiiiiiiiuiuiiiiiiiirMjiiiiiiiiiiijiiiijiiiiiiiijiFiiiiiiiiii iiiiiiiiiie 

ifiimiimiitiiiiiiiiiiiitiiiiiiiiriiiiiiiiiiiiiimiiiiimiilllilHiiiilimiiiimiiiiiiiillMUltlllttiiiiiimiiiiniuuiiiiiiiiiiiiiiiiitiiiiiiiiiiiiitiitn: 


'■^:^^':^^i^^^^iM^^m^!^':  . 


Defective  Wheelt 
Corrected  While  They  Run 

WHEEL  TRUING 
BRAKE  SHOES 

— keep  your  cars  and  wheels  in 
service.  Abrasive  blocks  in  vari- 
ous sections  correct  flattening-  or 
wear  on  any  part  of  flang-e  or 
tread.    Write  for  booklet. 

Wheel  Truinjf  Brake  Shoe  Co. 

Detroit.  Mich. 

Trade  Mark — Wheel  Tmlnjc  Brake 
Shoe 


^■^^''i 


Braymer't 

ARMATURE  WINDING  AND 
MOTOR  REPAIR 

15  pages  6x9,  Ulustraud.  S3  00  fiei.  postpaid 
This  book  is  a  compilation  of  prso  tica 
methoda  used  by  repairmen  and  atsaturc 
winders.  It  givee  in  detail  those  methoda 
which  have  been  found  by  actual  exprr* 
ience  to  represent  bent  practice  in  a  repair 
shop  of  average  size. 

McGraw-HlU  Book  Co..  Inc., 

370  Seventh  Are..  New  York.  N.  Y 

You  may  send  me  on  10  days'  approva 
Braymer's  Armature  Winding  and 
Motor  Repair,  $3.00  net,  postpaid.  I 
agree  to  pay  lor  the  book  or  return  It 
postpaid  wlUiln  10  days  ol  receipt. 
Regular  subscriber  to  tbe  Electric  Rall- 

wa)   Journal? 

MeiQberof  A.  I.  £.  E? 

Signed 

Address 

Name  of  Company Official  Position 

(Books  sent  on  approval  to  retail  purchasers  In  the 
U.  S.  and  Canada  only.)  P.K. 


£iMiiiiiiiiiiiiiiiMniitiiiniiiiMiiiiiiiiiiiHiiiiiiitiiiHiiiiiiiuiiiiiiiiiiniiii[iiiiiiuiiuiiiiiiiiiiiriii)iiiiiiiiiiiiHiiiiiiiiiiiiriii(iiiiiiiiiiiinf.^ 


I      ii 


Make  it  of  VuUCot  Fibre'' 


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I  NATIONAL  VULCANIZED  FIBRE  CO.  I 

I    WILMINGTON  DELAWARE    | 

fi'iHiiuMiiiiriiiiiiihiiiinriiiiiiiuiiiMntinMiiiiiiiiiiiuniiiiitiiiiniMiirtniMiiriiiuiirnMiiiirniMiiiiiiiniiMitiiiiiniMiiiiMiNiiiHiriiiirH 
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CHILLINGWORTH  | 

One-Piece   Gear  Cases  | 

Seamless — Rlvetless — Light  Weight  = 

Best   for  Service^Durability    and  = 

Economy.    IVrife  C/s.  \ 

Chillingworth  Mfg.  Co.       I 

Jersey  City,  N.  J.  5 

iiiiiniiNiiniiiiiitMiiiiiMiiiiiiiiiiiiiiiiiimiiniiHiiiniiMiiiiimiiiiiiHiiiiiiHiiniMiiiiiuiiiiiiiHiiniiitiiiiwiiiiiiuiuiniiiiiniHiiiiiiiun 
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I   A  Single  Segment  or  a  Complete  Commutator    I    |     SHaW    Lightning    ArrCSterS 


is  turned  out  with  equal  care  in  our  shops.  The  orders  we  1111 
differ  only  in  magnitude;  small  orders  command  our  utmost  cars 
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  raly 
absolutely  on  our  name. 

Cameron  Electrical  Mfg.  Co.,  Ansonia,  Connecticut 


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BUCKEYE  JACKS 

high-grade  R.  R.  Track  and  Car  Jacks 

The  Buckeye  Jack  Mfg.  Co. 


Alliance,  Ohio 


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I  Slandard  in  the  Electric  Indtatrtea  | 

i  for  35  years  | 

Henry  M.  Shaw 

i  150  Coit  St.,  Irvington,  Newark,  N.  J.  | 

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Si!Uiiiniiiiiimiii:imiiimitiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiHiinriiiiMiiiiiiiii<iiiiiiiiiiiiittiHiimiiiiiiiiiiimiiiiiimiiiiiMiiiiii'^ 

I  Rolled  and  Forged  I 

GEAR  BLANKS 

I  Midvale  Steel  and  Ordnance  Company  | 

I  Cambria  Steel  Company  | 

i  Gen«rii2  Offices;  i 

I  Widener  Building,  Philadelphia,  Pa.  | 

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March  3,  1923 


Electric    Railway    Journal 


57 


Searchlight  Section 

EMPLOYMENT  -  BUSINESS  OPPORTUNITIES-  EQUIPMENT 

UNDISPLAYED — RATE  PER  WORD :  INFORMATION :  DISPI^YED — BATK  PER  INCH : 

i'ositions    Wanted,    4    cents    a    word,    minimum  Bon    Humbert    In    care    of    any    of    our    offices  1   to     S  Inchci »4.50  an  Inch 

'5   cents  an   insertion,  payable   In  advance.  count  10 words  additional  In  undlsplayed  adi.  4   to      7   Inchej 4  30  an  Inch 

''°«"!.Z',/r™r/"ml^L,?m'JhJ;'ff'?,"io"''  DUccHnt  of   10%   If   one  payment  Is   made   In  *    '°    '''   '"*»' *•"■  '"  ^^ 

8   cents   a   word,   minimum   charge   1^.00.  advance    for    four    consecutive    Insertions    of  An   adMrtUitm  tneh  Is  measured  TOrtlctlly  on 

PrODOgalSt   4C   cents  a  line  an   Insertion.  undlsplayed  ads    (not  Inciudins  proposals).  one  column,  3  columns — 30  inches — to  a  page. 

iTi 


POSITIONS  VACANT 


AN  KXPERIENCED  engineer  wanted,  ca- 
pable of  doing  drafting  and  designing 
work  of  electric  railway  equipment  de- 
vices. Prefer  a  man  with  shop  experi- 
ence. Excellent  opportunity  for  advance- 
ment with  old  established  concern.  P-526, 
Electric  Railway  Journal,  10th  Ave.  at 
36th  St..  New  York. 

ARMATURE  winder  to  act  as  foreman  in 
small  shop  near  New  York.  State  age, 
experience,  salary.  P-527,  Electric  Rail- 
way Journal,  10th  Ave.  at  36th  St.,  New 
York. 

DRAFTSMEN  calculators  wanted  on  special 
track  work.  With  or  without  experience 
but  must  have  thorough  working  knowl- 
edge of  mathematics.  P-518,  Electric 
Railway  Journal,  Real  Estate  Trust  Bldg', 
Phila,,  Pa. 

FIRST  class  armature  winder,  one  familiar 
.  with  street  railway  motors.  Address 
Master  Mechanic,  P.  O.  Box  407,  Rens- 
selaer,  N.   Y. 

POSITIONS  WANTED 

MASTER  mechanic  desires  position  on 
small  city  or  Interurban  property.  I 
am  at  present  employed  and  can  give 
good  references.  PW-506,  Blec.  Rn 
Journal,    Old    Colony    Bldg.,    Chicago,    111. 

MR.  MANAGER,  are  you  In  need  of  a  ca- 
pable, 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  employees ;  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 

WtlMIMIIIMIttlllllllllil 


high  grade  references  is  back  of  this  ad. 
PW-520,  Elec.  Railway  Journal,  Leader- 
News  Bldg.,  Cleveland,  Ohio.  1 

SUPERINTENDENT  of  transportation  or 
superintendent  secret  service.  Twenty 
years'  experience  in  electrical  line,  oper- 
ating city,  interurban  and  suburban  prop- 
erty. Good  record  based  on  long  experi- 
ence with  large  property.  Present  rela- 
tions are  pleasant — personal  reasons  for 
desiring  a  change.  PW-B17.  Electric 
Railway  Journal,  Old  Colony  Bldg.,  Chi- 
cago,  111. 


SUPKRINTBNDENT  of  equipment,  with 
good  record  based  on  broad  experience, 
city  and  interurban.  now  employed,  de- 
sires a  change.  Willing  to  rebuild  run 
down  property.  Interview  solicited.  PW- 
525,  Electric  Railway  Journal,  10th  Ave. 
at  36th  St.,  New  York. 

CHIEF  engineer  or  superintendent,  broad 
experience  in  power,  refrigeration,  min- 
ing and  industrial  equipment.  Graduate 
combustion  engineer.  R.  B.  Hutchason. 
New  Athens,  111. 

REPRESENTATION  AVAILABLE 


Ohio    Representation 

Established  manufacturers  agent  covering 
Ohio  desires  account  with  manufacturer 
of  electric  railway  equipment.  RA-523, 
Electric  Railway  Journal,  Leader-News 
Bldg.,   Cleveland  Ohio. 

^IIIMMMMIIIIIIIIMIIItllllMII 


WANTED  I 

Street  Car  Registers 

Up  to  loO;  cither  sing-Ie  or  double  readinjr.  = 

Give   make,    model,    lowest   price   and    when  | 

available.  | 

W-524.  Elertric  Railway  Journal  s 

Rialto  Bldg-.,  San  Francisco.  Calif.  | 

I ItlllMMIIIIMItOllllWIMIIIHM? 


Sell    Your   Idle  Equipment 

Tell  others  in  the  field  what  you  wish  to 
dispose  of.  Buyers  in  the  market  look 
here  for  good  used  machinery. 

Advertising  in  the  Searchlight  Section 
costs  little  and  usually  brings  prompt  and 
satisfactory  returns. 


Let  "Searchlight"  Help  You 


NEW  CAST  IRON 
WHEELS  FOR  SALE 

On    account   of    discontinuing    cars 

on  which  wheels  were  formerly  used 

National  Car  Wheel  Go's  make 

269 — 3U-in.     diam.     Spoke.     3%  in.     rouKh 
borp.    Approximate  weiifhl  190  IbB. 
Griffin  Wheel  Co.'s  Make. 

350 — 24-in.  diam..  4 'A -in.  roufh  bore — 
double  plate.  Approx.  weiffht  325  lbs. 

147 — .33-in.  diam.  rough  bores.  4% -in.  to 
O-in.  double  plate.  Approximate 
weight  530  lbs.  each. 


-33-in.    Motor    Wheels, 
weight  815  lbs. 

-30-in.    Trailer    Wheels, 
wciglit  645  11>B. 


Approximate 


Approximate 


1  ^  cent  per  lb.  f  .o.b.  Boston. 

Boston  Elevated  Railway 

Purchasing  Agent 
108  Mass.  Ave.,  Boston 

.Jlllllllll ■■MIIHIIMHtlMMIMMIIIIIMIIHIIMMUIIIMIIIIIMIIHtllllltilllHItllMa. 


FOB  8ALB 

20— Peter  Witt  Cars 

Waifht    Complet*.  33.000   lbs. 
Seat     53.      4 — O.      E.     No.     258-C     Moton. 
K-12-H   Control.   West.   Air  Taylor  Traeka. 
R  H.   Type     Complete. 

ELECTKIC  EQITIPMENT  00. 
Cnrnmnnwealtb  Bld(..  Vhlladelphla.  Pa. 


I  i  New  Motor  Repair  Parts 

I  I  IMMEDIATE  SHIPMENT 

!  I  We    have    in    Block    virtually    every    part 

I  I  necessary    to    complete   all   of    the   tTPM  Of 

I  I  non-intcrpole    motors.     They    are   new    and 

I  I  were  manufactured  by  either  the  Westing:- 

I  i  house    Company    or     the    General    Electric 

I  I  Company.     They   may   be    purchaaed    at    26 

i  I  per  cent   less  than  the  manufacturers  pres- 

I  I  ent  prices. 

i  I  Send  your  orders  to  us  and  deduct  25  per 

:  I  cent   from   the  current  quotations. 

I  I  What  have  you  for  aaUT 

I  i         TRANSIT  EQUIPMENT  CO. 

3  I  Cars — Mutorn 

I  I  .">01    Fifth   Avenue.    New   Y()rl(. 


G-17 


I    i 


FOR  SALE — A  BARGAIN 

4 — Passenger  Motor  Cars— 4 

Weiiht  47,000  lbs.    0«ared  64-20 

Single  end  cars— Leather  upholstered  seats 

Seats  44 — Passenger  Compartment  32  and 
Smoker  12 

4  O.B.  203-L  Motors — K-3B-0  Control 

St.  Louie  No.  47-B  Trucks— Steel  Body 

Have  been  run  only  357,000  miles  per  car 

at  low  speed  and  hare  always  been  properly 

maintained. 

Are  in  excellent  condition  in  every  way  I 

El  Paso  Electric  Railway  Co. 

P.  O.  Box  431.  Kl  Paso,  Texas 


.ItlMtlHIIItlMIIMIII 


illllllHIIIIMIIIIIIIMIIIIIIIItlllllllMIIMItlllllllMlli 


58 


Electric    Railway    Journal 


March  3,  192S 


WHAT  AND  WHERE  TO  BUI 

E^qaipment,  Appamtua  ani  Supplies  Used  hy  tke  Electric  Railway  lodnalry  with 
Names  uf  Manufacturers  and  Distributors  Advertisingjin  this  Issue 


AdTertUine,  Street  Ou 
Collier,  Inc.,  Barron  6. 
Air  BeceiverB,  Aft«rooolen 

lng«rsoll-Kand   Co. 
.\niiiielers 

Roller-Smith    Co. 
Anchors,  Qny 
Electric  Service  Supplies  Oo. 
Oliio  Brass  Co. 
Westin§:houBe  Elec.  4  M .  Os. 
Armature  Sliop   Tooli 
Elec.  Serrice  SuppUei  Co. 
Automatic      Return      Switeh 
Stand 
Ramapo  Ajaz  Corp. 
Automatic       Hafety       Switch 
Stands 
Ramapo   Ajax   Corp. 
Axle  Straighteners 

Columbia  M.  W.  &  U.  I.  Os. 
Axies,  Car  AVheel 
Bemis  Car  Trucii  Co. 
Brill  Co..  The  J.  O. 
Cambria  Steel  Co. 
Carnegie   Steel  Co. 
Midvale  Steel  &  Ord.  Co. 
St.  Louis  Car  Co. 
Standard  Steel  Works  Co. 
Taylor  Electric  Tmclt  Co. 
WeatiDghouse  Elec.  4  If .  Co. 
Babbitt  Metal 
Ajax  Metal  Co. 
More-Jones   B.  &  M.  Co. 
Babbittinr   Devices 
Columbia  M.  W.  A  H.  I.  Go. 
Badges  and  Buttons 
Electric  Service  Supplies  Oo. 
International    Register    Os. 
The 
Bankers  and  Broken 

Coal  &  Iron  National  Bank 
Batteries,   Dry 

Nicbols-Llntem   Co. 
Bearings  and  Bearint  Metals 
Ajax  Metai   Co. 
Bemis  Car  Truck  Co. 
Columbia  M.  W.  &  M.  I.  Oo. 
General  Electric  Co. 
A.  Gilbert  &  Sons  B.  F.  Co. 
Le   Grand.   Inc.,  NIC. 
More-Jones  Br.  &  Metal  Oo. 
Taylor   Electric  Truck  Oo. 
Westinghouse  Elec.  ft  M.  Oo. 
Bearings,    Center    and   BoUar 
Side 
Stucki  Co..  A. 
Bearings,   Roller 
Stafford  Roller  Bearing  Car 
Truck  Co. 
Bells  and  Gongs 
Brill  Co.,  The  J,  O. 
Columbia  M.  W.  *  M.I.  Oo. 
Consolidated  Car  Heating  Oo. 
Elec.  Service  Supplies  Co. 
Benders,   Bail 

By.  Track-work  Co. 
Boilers 

Babcock  &  Wilcox  Co..  Th« 
Boiler  Tube* 
Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 
Bond  Testers 
Amer.  Steel  ft  Wire  Co. 
Elec.   Service   Suppliee  Co. 
Rail  Weldin?  ft  Bonding  Oo. 
Bonding  Apparatss 
Amer.  Steel  ft  Wire  Oo. 
Blec.  By.  Imp.  Co. 
Blee.  Service  Suplies  Oo. 
Indianapolis  Switch  ft  Free 

Co. 
Ohio  Brass  Co. 
Railway   Track-work  Oo. 
Bail  Welding  ft  Bonding  Oo. 
Boote,  Ball 
Amer.  Steel  ft  Wire  Oo. 
Blec.   Railway  Imp.  Co. 
Elec.   Service  Supplies  Oo. 
General  Electric  Co. 
Ohio  Brass  Co. 
Railway   Track-Work  Co. 
Rail  Welding:  ft  Bonding  Oo. 
Westinghouse  Blec.  ft  M.  Oo. 
Book   I'nblisiiers 

McGraw-Hill  Book  Co. 
Boxes.  Switch 
Johns-Pratt  Co. 
Brackets  and   Crose   Amu 
(See  also  Poles.  Ties,  Poetic 
etc.) 
Bates  Exp.  Steel  Truss  Oo. 
Creaghead  Eng.  Co. 
Elec.  Ry.  Equip.  Co. 
Elec.   Service  Supplies  Oo. 
Hubbard  ft  Co. 
Ohio  Brass  Co. 
Brake  Adjusters 
Nat'l    Ry.    Appliance   Oo. 
Westlnghouse  Tr.  Br.  Oo. 

Brake  Shoes 
Amer.  Brake  Shoe  ft  Fdrr. 

Co. 
Barbour-StocUwell    Co. 
Bemis  Car  Trueto  Co. 
Brill  Co..  The  J.  S. 
Oolnmbis  M.  W.  ft  M.  I.  Oo. 
Taylor  Blectric  Truck  Oo. 
Wheel    Truing    Brake    Shoe 
Co. 


Brakes,    Brake    Systems    and 
Brake    ParU 

Ackley  Brake  ft  Sup.  Corp. 
Bemis  Car  Truck  Co- 
Brill  Co..  The  J.  G 
Uoiumbia  M.  W.  ft  M.  I.  Co. 
General  Electric  Co. 
National  Brake  Co. 
Safety  Car  Devices  Co. 
Taylor  Electric  Truck  Co. 
Westlnghouse  Tr.  Br.  Co. 
Brooms,    Track,    Steel    and 
Rattan 
Amer.  Rattan  ft  Reed  Mfg. 
Co. 
Brushes,  Carbon 
General  Electric  Co. 
Jeandron,  W.  J. 
Le  Carbone  Co. 
Weetinghouse  Elec.  ft  M.  Co. 
Brush  Holders 
Anderson    Mfg.    Co..    A.    ft 

J.  M. 
Columbia  M.  W.  ft  M.  I.  Co. 
Brushes.     Wire    Pneumatic 

Ingersoll-Rand  Co. 
Buses,  .Motor 
Brill  Co..  The  J.  G. 
St.    Louis    Car    Co. 
BuKliings 

Nat'l  Vulcanized  Fibre  Co. 
Bushings,  Case  Hardened  and 
.Manganese 
Bemis  Car  Truck  Co. 
Brill   Co..  The  J.   Q. 
Bus  Heats 
Hale  ft  Kilburn  CoiT). 
Heywood-Wakefield  Co. 
Cables 

(See  Wires  and  Cables) 
Cambric  Tapes,  Yellow  ft 
Black    Varnish 
Irvington  Varnish  ft  Ins.  Co. 
Carbon  Brushes 

(See  Brushes.   Oarbon) 
Car    Lighting    Apparatus 
Elec.    Service    Supplies 
C^r  Panel   Safety  Switches 
Consolidated  Car  Heating  Co. 
Wastinghouse  Elec.  ft  M.  Co. 
Cars,  Dump 
Differential    Steel    Car    (3o., 
Inc. 
Cars,  Gas  Rail 

St.  Louis  Car  Co. 
Cars,  Passenger  Freight 
Express,  etc. 
American  Car  Co. 
Brill   Co.,    The  J.    G. 
Cambria  Steel  Co. 
Euhlman  Car  Co..  G.  C. 
McOuire     CTummlnga     Mfg. 

Co. 
Midvale  Steel  ft  Ord.  Co. 
National    Ry   Appliance  Co. 

Perley  A. 
St.  Louis  Car  Co. 
Thomas  Car  Works. 
Wason  Mfg.  Co. 
C^rs.   Second    Hand 

Electric    Equipment   Co. 
Cars,    Selt-Propelled 

General   Electric  Co. 
Castings,   Brass,   Composltton 
or  Copper 
Ajax  Metal  Co. 
Anderson    Mfg.    Co..    A    ft 
J.  M. 
Columbia  M.  W.  ft  M.  I.  Co. 
More-Jonea  Br.  ft  Ketal  Co. 
Castings,  Funnel 
Wharton,  Jr.,  ft  Co.,  Inc. 
Wm. 
Castings,  Gray  Iron  and  Steel 
Bemis  Car  Truck  Co. 
Columbia  H.  W.  ft  M.  I.  Co. 
Standard  Steel  Works  Co. 
Wharton    Jr..    ft    Co..    Inc., 
Wm. 
Castings,  Malleable  and  Brass 
Amer.  Brake  Shoe  ft  Fdry. 

Co. 
Bemis  Car  Truck  Co. 
Columbia  M.  W.  ft  M.  I.  Co. 
Le  Grand.  Inc.  Nic 
Catchers  and  Betrierers 
Trolley 
Earil.  C.  I. 

Eclipse  Railway  Supply  (3o. 
Electric  Service  Snp.  Oo. 
Ohio   Brass  Co. 
Wood  Co.,  Chas.  N. 
Catenary  Construction 
Archbold-Brady   Co. 
Circuit  Breakers 
General  Electric  (3o. 
Westlnghouse  Elec.  ft  M.  Co. 
Clamps    and    Connectors    for 
Wires  and  Cables 
Anderson    Mfg.    Co.,    A.    ft 

J.  M. 
Dossert  ft  Co. 

Electric  Railway  Equip.  Co. 
Elec.   Service  Supplies  Co. 
(General   Electric  Co. 
Hubbard  ft  Co. 

-tinghouse  Elec.  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  Hoist- 
ing  Machinery) 
Coil     Banding     and     Winding 
Machines 

Columbia  M.  W.  ft  M.  I.  Co. 

Electric  Service  Supplies  Co. 
Coils,   Armature  and  Field 

Columbia  M.  W.  A  M.  I.  C^. 

(general   Electric  Co. 

Rome    Wire  Co. 

Weetinghouse  Elec.  ft  M.Co. 
Coils,  Choke  and   Kicking 

Electric  Service  SuppUee  Co. 

(general   Electric  Co. 

Weetinghouse  Elec.  ft  M.  Co. 
Coin-Counting   Machines 

International    Register  Co. 
The 

Johnson  Fare  Box  Co. 
Conimntator  Slotters 

Electric  Service  SuppUee  (3o. 

(General    Electric  Co. 

Weetinghouse  Elec.  ft  M.  Co. 
Commutator    Truing    Devices 

(general  Electric  Co. 
Commutators   or    Parts 

Cameron    Elec'l  Mfg.  C!o. 

Columbia  M.  W.  ft  M.  I.  Co. 

General  Electric  Co. 

Westlnghouse  Elec.  ft  M.  Co. 
Compressors,  Air 

Allis-Cbalmera  Mfg.  Co. 

(General  Electric  Co. 

Ingersoll-Rand    Co. 

Westlnghouse  Tr.  Br.  Co. 
Compressors,   Air  Portable 

Ingersoll-Rand  Co. 
Compressors,  Gas 

Ingersoll-Rand  C^. 
Concrete    ReinforcinK    Bars 

Cambria  Steel  Co. 

Midvale   Steel  ft  Ord.  Co. 
Condensers 

(Jeneral  Hectric  Co. 

Ingersoll-Rand    Co. 

Westlnghouse  Elec.  ft  M.  Co. 
Condenser  Papers 

Irvington  Varnish  ft  Ins.  Co. 
Conduits,    Underground 

Std.  Underground  Cable  Co. 
Connectors.  Solderless 

Dossert   &  Co. 

Weetinghouse  Elec.  ft  M./Co. 
Connectors,  Trailer  Oar 

Consolidated  Car  Heating  Co. 

Elec.  Service  Supplies  Co. 

Ohio    Brass    Co. 
Controllers   or   Parts 

Columbia  M.  W.  ft  M.  I.  Co. 

(Jeneral   Electric   Co. 

Weetinghouse  Elec.  ft  M.ICo. 
Controller  Regulators 

Electric  Service  Supplies  Co. 

Controlling  Systems 
(Jeneral   Electric  Co. 
Westlnghouse  Elec.  ft  M.  Co. 

Converters.    Rotary 

General   Electric  Co. 

Westlnghouse  Elec.  ft  M.  Co. 
Conveying  and  Hoisting  Ma- 
chinery 

Columbia  M.  W.  ft  M.  I.  Co. 

Copper  Wire 

Anaconda  Copper  Mining  Co. 
Cord  .Vdjnsters 

Nat'l  Vulcanized  Fibre  Co. 
Cord,  Bell,  Trolley,  Register, 
etc. 

Brill   Co..    The  J.    G. 

Electric  Service  Supplies  Co. 

International    Register    Co., 
The 

RoebUngs  Sons  Co..  John  A. 

Samson   Ck>rdage   Works 
Cord  Connectors  and  Couplers 

Electric  Service  Supplies  Co. 

Samson   Cordage   Works 

Wood   Co.,  Chas.  N. 

Couplers,  Car 

Brill  Co..  The.  J.  O. 

Ohio   Brass  Co. 

Weetinghouse  Tr.  Br.  Co. 
Cross   Arms.    (See   Brackets) 
Crossingf 

Ramapo    Ajax    Corp. 
Crossing   Foundations 

International  Steel  Tie  Co. 
Crossing   Frop   and   Switchfs 

Ramapo    Ajax    Corp. 

Wharton.  Jr.,  ftCo.  Inc.,  Wm. 

Crossings,  Manganese 
lodianapoUs  Switch  ft  Frog 

.    Ramapo    Ajax    Corr>. 


Crossing    Signals,      ((iee.  Sig- 
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. 
Cut-Outs 

Johns-Pratt  Co. 
Dealers'   Machinery 

Electric   Equipment   Co. 

Transit  Equipment  Co. 
Derailing   Switches,   Tee   Rail 

Ramapo  Ajax  Corp. 
Destination  Signs 

Columbia  M.  W.  ft  M.  I.  Co. 

Creaghead  Eng.  Co. 

fiilectric  tService  SuppUee  Co. 
Detective  Service 

Wish  Service.  P.  Edward 
Door  Operating  Devices 

(Consolidated     Car     Heating 
Co. 

National  Pneumatic  Co..  Inc. 

Safety   Car   Devi<-eg   Co. 
Doors  and  Door  Fixtures 

Brill  Co..  The,  J.  G. 

General  Electric  Co. 

Hale  &  Kilburn  Corp. 

Safety  Car  Devices  Oj. 
Doors,  Folding  Vestibule 

National      Pnetimatic      Co., 
Inc. 

Draft    Rigging.       (See    Coup- 
lers) 
Drills,   Rock 

Ingersoll-Rand  Co. 
Drills,  Track 

American  Steel  ft  Wire  Co. 

Electric  Service  Supplies  Co. 

Ingersoll-Rand  (^. 

Ohio  Brass  Co. 
Dryers,  Sand 

Electric  Service  SuppUes  Co. 
Ears 

Ohio  Brass  Co. 
Electric  Grinder* 

Railway    Track    Work    Co. 
Blectrodes,  Carbon 

IndianapoUs  Switch  ft  Frog 
Co. 

Railway  Track  Work  C!o. 
Electrodes,  Steel 

Indianapolis  Switch  ft  Frog 
Co. 

Railway  Track  Work  (^. 
Electrical  'Wires  and  Cables 

American   Elec.  Works 

Boeblings  Sons  Co..  J.  A. 
Emergency   Kits 

First   .\id  Specialty  Co. 
Engineers,     ODnsnlting,     (Con- 
tracting   alid     Operating 

AUison  ft  Co..  J.  B. 

Archbold-Bnidy  Co. 

Arnold  Co..  The 

Beeler  John  A. 

BiblxMis.  J.   Rowland 

Day  ft  Zimmerman,  Inc. 

Drum  ft  Co..   A.  L 

Feustel.  Robert  M. 

Ford.   Bacon  ft  Davis 

Hemphill  ft  Wells 

Hoist,  Bngelhardt  W. 

Jackson.  Walter 

Onsr.  Joe  R 

Parsons,  Klapp.  Brinkerbofl 
ft   Douglas 

Richey.  Albert  S. 

Robinson   ft  Co..  Dwight  P. 

Sanderson  ft  Porter 

Sha\v,   Henry  M. 

Smith  &  Co.,  C.  E. 

Stone  ft  Webster 
Engines,  Gas,  Oil  and  Steam 

Ingersoll-Rand    Co. 

Westlnghouse    Elec.    ft    M. 
Co. 
Expansion   Joints,   Track 

Wharton    Jr..    ft    (3o.,    Inc., 
Wm. 
Fare  Boxes  „ 

Cleveland  Fare  Box  C». 

Economy  Elec.  Devices  Co. 

Johnson  Pare  Box  Co. 

Nat'l  Ry.  AppUance  Co. 

Ohmer  Fare  Register  Co. 

Fence 

Cambria  Steel  Co. 

MHdvale  Steel   ft  Ord.  Co. 
Fence*,  Woven  Wire  and 
Fence  Posts 

Amer.    Steel    ft    Wire   Co. 
Fenders   and    Wheel   Guards 

Brill  Co..  The.  J.  G. 

Cleveland  Fare   Box   Co. 

Consolidated  Car  Fender  Co. 

Eclipse  Railway  Supply  Co. 

Electric   Sen  Ice   Sup.   Oo. 


Le  < '-rand.    Jtc.   Nic 

Star   Brass   ^orks 
Fibre  and  Fibre  Tubing 

-Vat'l    Vlileaiiizt-d  Fibre  Co. 

Westlnghouse    E.    &    M.    (3o. 
Field  Coils,      (See  Coito) 
First    -Vid    Equipment 

First    .Aid   Speeialty  Co. 
FlHiigewa,v   (iuards 

(iodwiii  Co..  In...   W.  S. 
Flaxiinam     Insulation 

Nat'y  Ry.   Appliance  Co. 
Floodlights 

Electric  Service  Sup.  Co. 
Forging* 

Cambria   Steel   Co 

Caineg-ie   Steel   Co. 

Coliunbia  M.  W.  ft  M.  I.  Co. 

Midvale   Steel   ft   Ord.   Ck). 

Slandanl  Steel  Works  Co. 
Frogs  ft    Croisings,   Tee   Rail! 

Ramapo    Ajax   Corp. 
Frogs,    Track.       (See    Track. 

Work) 
Frogs,  Trolley 

Ohio    Brass   Co. 
Fuses  and  Fuse  Boxes 

Columbia  M.  W    ft  M.  I.  Co. 

Consolidated  Car  Heating  Co. 

General   Electric   Co. 

Westlnghouse  Elec.  itil.Co 
I'lises.    Cartridge.    Non-Relill-- 
able 

Johns-Pratt   Co. 
Fuses.  Cartridge.  Reflllable 

Johns-Pratt    Co. 
Fuses.  High  A'oltage 

Joliii--rralt    Co. 
Fuses,  Reailable 

Columbia  M.  W.  ft  M.  I.  Co 

General   Electric  Co. 
Gaskets 

Power  SpecialLv  C^. 

Westlnghouse  Tr.  Br.  C!o. 
Gas-Electric  Cars 

(Jeneral  Electric  Co. 
Gas   Producers 

Weetinghouse  Blec.  ft  M.  Oo . 
Gasolene  Torches 

Economy  Elec.  Devices  Co. 
Gates,   Car 

Brill  Co..  The.  J.  G. 
Gear   Blanks 

Cambria  Steel  Co. 

Carneeie   Steel   (^. 

Midvale  Steel  ft  Ord.  Ck>. 

Standard  Steel  Worlds  Co. 

Chilliiiirworth    Mfg.   Co. 

Columbia  M.  W.  ft  M.  I.  Co. 

Electric  Service  SuppUss  Co, 

Weetinghouse  Blec.  ft  M.  Oo. 
Gears    and_Pinlon8 

Ackley  Brake  ft  Sup.  Corp. 

Bemis  Car  Truck  Co. 

Columbia  M.W.  ft  M.I. Co. 

Electric  Bervice  SuppUea  Co. 

General  Electric  (3o. 

Nafl  Rv.  AppUance  Co. 

Nuttall  Co..  R.  D. 
Generating   Sets.   <}as-Blectri« 

General  Electric  Co. 
G««ierators 

KngUsh  Electric  Co. 

(Jeneral  Electric  Co. 

Westlnghouse  Elec.  ft  M.  Oo 
Gaggles,    Safety         ^    .    .,_ 

IndianapoUs  Switch  ft  Prog 

Co-  ^-,         » 

Gongs  (See  Bells  and  Oongs) 

Graphite 

Morganlte   Brush    Co. 
Greases.        (See    Lubricants) 
Grinders   and    Grinding    Snp- 
piles  ^    .   ___ 

IndianapoUs  Switoi  ft  Prog 
Co. 

Metal   &  Thermit  Corp. 

Railway  Track-work  Co. 
Grinders,    Portable 

Railway  Track  Work  Co. 
Grinders.  Portable   Electric 

Railway   Track    Work    Co. 
Grinding  Stocks  and  WJiedt. 

Railway   Track-work   <3o. 

Seymour    Rail    Grinder   Co.. 
E.  P. 
Guard  Rail  aamps 

Ramapo   Ajax  Corp. 
Guard    Rails,    Tee   Rail    ft 
Manganese 

Ramapo    Aiax    Corp. 

Guards,  Trolley     _ 

Electric  Service  Sup.  Co 

Ohio   Brass  Co. 
Hammers,   Pneumatic 

Ingersoll-Rand  Co. 
Harps.    Trolley         .     .  ,  „ 

Anderson  M.  Co..  A.  *  J;  *• 

Bayonet  TroUey  Harp  Oo. 

Electric  Service  Sup.  (3o. 

More-Jones  Br.  ft  MeUI  Oo, 

Nuttall  Co..  R.  D. 

Star  Brass  Works 

Thornton  Trolley  Wheri  Co. 


March  3,  1923 


Electric    Railway    Journal 


69 


1 


iiniiiinwiiulMk. I iiiiiiriiiiiiii iiiiiiiiiiiiiiiiiuiiiiiiiiimiiiii iiiiiiiiiiimui;, 

■'THEY'RE  FORGED— NOT   CAST  I 

THAT'S  WHY  THEY  LAST"  \ 


VV( 


M 


v\    nr. 


LIL 


M  r\. 


/^    1-    I-         C    O    F>    F3    E     R 


^O" 


(No  Alloy) 

TROLLEY  WHEELS 

Take  the  sting  out  of  the  arc  and  prolong  the 
life  of  the  trolley  wire 

Send  for  Particulars 

THE  COPPER  PRODUCTS  FORGING  CO. 

1412  East  47th  Street,  CLEVELAND 


giiiiniiiiiiniiiiriiiiiiiiiiiiiiiriiiiiiiiiiiiiriiiiiiiiiiiiijriiiiiiiJiiiiiiiiiiiiiiiiiiiiiiiiiraiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiHiiiiuiiiiiiiiiiiiiiilur,         W^ 


The  No-StafF  Brake 

for  any  size  and 

type  of  car 

Apply  the  advantaees  of  the  staffleas  brain 
with  its  space-saving-  features,  to  all  your 
cars.  Ackley  No-Stafl  Brakes  are  adaptable 
to  any  kind  of  tervice.  The  eccentric  ehain- 
windinr  drum  insures  quickest  applications 
and  maximum  power. 

Price  only  $32.00 


nmnnmiiiiiiiMiniiiiiiiiiiiiiHiiiiNiiiHiiiiiiiiiiiiiiiii 
giiiiiiniiiiiiiitiiiii I riiiriiiniiiiiiiiiriniiiiiiminiiiiiiiimiiiiiiriiiiiiiii r iiiniiiiiiiiiiiiiiimimiiiiiiiim iimic 

I  The  Kalamazoo  Trolley  Wheels    [ 

I  have  always  been  made  of  en- 

1  tirely  new  metal,  which  accounts 

1  for  their  long  life  WITHOUT 

I  INJURY  TO  THE  WIRE.    Do 

I  not  be  misled  by  statements  of 

I  large  mileage,  because  a  wheel 

:|  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 

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1  WHEEL    MAKERS    IN    THE 

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niiNHHiiiiimiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiniiiniiniiiniiiiiiiiiriiniiiiiiiiiniiiiniiiniiiiiiiiiuriiiitiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiif 
kTiiHiiiiiiiiimiiiiiiiiiiiiiinMniiiiiHiiiiiijMniiiiriiniiiniiiiiiiniiiiiiiiniiiiiiiiiiiiiniiiiiiriiiiiiiiiiriiiiiiiiiiiiiiniiiiiiMuiMiHiiHHiiii!: 


^CARNEGIE' 


When  you  think  of  Steel — think  of  Carnegie 

liiUJiiiiiiiitirinini-TtiiiiiiiiiiiiiiiiiiiiitiiiiiMiriiiiiMiiMiiiMiiriiiiiiiiriiiiriiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiuiiiiiiiiriiiiiiriiiiiiiiHiiiiir 

:iiiiiimuiiiiHiiiiiiiiitiiiiitiiiriiiiiMiimiiiiiirfiiiriiiiiiiiMiiiiiiiitiiiiiiiiriiiiiiiiiiuiiiii iiiiHiiimiiiiiiiiiiiiiiimiiriiiiiiMiiiMii: 

METER  THE  ENERGY     | 

that's  what  you  want  to  save       | 

Thm   double  th«  string   by    lospectlnc  can  ao  a  kllotnU-fa««     s 
basil   Instead  of  mlleace  or  tlm»-basii.      Atk  for  data  = 

ECONOMY  ELECTRIC  DEVICES  COMPANY  I 

L.  £.  Gould,  37  W.  Van  Buren  St.,  Chicago  | 

OENSBAL   AQEINT:     Und   Aluminum   Field  ColU  i 

DISTRICT   AGENTS:    Peter   Smith    Beaten,    Wood*   Lock  TIU      = 
i  Fare  Boxes,  Bemls  Truok  SpedalUea,  Milter  TTolley  Sboea.  | 

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Compressor  Efficiency 
At  Full  and  Partial  Loads 

With  the  5-St^  Clearance  Control 

Be  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- 
essar>^  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. 

Smnd  for  Complmim  Information 


IngersoII-Rand  Company 

11  Broadway,  New  York 


Blrmlnihim 

D«trolt 

Juneiu 

PItuburtli 

BMton 

Dulutk 

KnonllU 

S>U  Lake  Cllr 

Butts 

Dillu 

Lm  Ant*lM 
NnrOrieuu 

8u  rrudieo 

Chiciffo 

ElPuo 

Strum 

Cleveland 

Houfhtoa 

NewTotk 

f>ntU» 

Denver 

Joplln 

PtaUtMphla 

■tLouti 

IndeRSoU-Rand 

^^  6S5-C 


60 


HmdUghts 

Electric  Service  Sup.  Oo. 

(ieneral  Electric  Co. 

Ohio  Brass  Co. 
B«tei's,  Oar   (ElMtrU) 

Consolidated     Car     Hmtinc 
Co. 

Bconom;     Electric     Dcrloa* 
Co. 

Gold  Car  Heatini  A  U«ht- 
ing  Co. 

Nat'l    Ry.    Appliance   Co. 

Smith  Heater  Co..  Peter 
Heaters,    Car,    Hot    Air    tad 
Water 

Electric  Service  Sup.  Co. 

Smith   Heater  Co.,   Peter 
Helmets,    Welding 

Indianapolis  Switch  &  Pros 
Co. 

Railway  Track-Work  Co. 
Hoists  and  Lifts 

Columbia  M.  W.  4  M.  I.  Co. 

Pord  Chain-Block  Co. 
Hoists,    Portable 

IngersoU-Rand  Co. 
Hose,  Bridge 

Olilo  Brass  Co. 
lf»tmments,  Measuring,  Teat- 
Ing   and    Recording 

Bconomy     Electric    Dericee 
Oo. 

Hlectric  Service  Sup.  Oo. 

Qeneral  Electric   Co. 

Westinghouse  EHec.  ft  H.  Oo. 
Insulating   Cloth,   Paper   and 
Tape 

Anchor  Webbing  Co. 

General   Electric  Co. 

Hope    Webbing   Co, 

IrviQgton  Varnish  &  Ins.  Oo. 

Nat" I  Vulcanized  Fibre  Co. 

Westinghouse   Tr.   Br.   Co. 
Insulating  Machinerr 

Amer.  Ins.   Machiner;  Oo. 
Iiwnlating  Silk 

Irvington  Varnish  &  Ins.  Co. 
Insulation.    (See  also  Patnta) 

Anderson  M.  Co..  A.  &  J.  K, 

Electric  Ry.  Equipment  Oo. 

Electric    Service    Sup.    Co. 

General  Electric  Co. 

Irvington    Varnish  &  In*.  Oo. 

Westinghouse  Elec.  *  M.  Oe. 
InsQlators.       (See    also    liae 
Material) 

Anderson  M.  Co.,  A.  ft  J.  H. 

Greaghead   Engineering  Oo. 

Electric  Ry.  Equipment  Oo. 

Electric  Service  Sup.  Co. 

Irvington  Varnish  ft  Ins.  Oo. 

Oiiio  Brass  Co. 

Westinghouse  Kioa.  ft  M.  Oo. 
Insnlator  Pins 

Electric  Service  Sup.  Co. 

Hubbard  ft  Cki. 
Insulators,  High  Voltage 

Lapp  Insulator  Co.,  Inc. 
Insnlation  Slot 

Irvington  Varnish  ft  Ins.  Co. 
InsDlating    Varnishes 

Irvington  Varnish  ft  Ins.  Co. 
Insurance,   Fire 

Marsh  &  McLennan 

Inventions       Developed      ^^ 
Perfected 

Peters  &  Co..  6.  D. 
Jacks.    (See  also   HoUta  and 
Lifts) 

Buckeye  Jack   Mfg.   Co. 

Columbia  M".  W.  ft  M.  I.  Co. 

Electric  Service  Sup.  Co. 

National  Ry  Appliance  Co. 
Journal  Boxes 

Bemis  Car  Truck  Co. 

Brill  Co.,   The.  J.   O. 
Lamp  Guards  and  Flxtoree 

Anderson  M.  Co..  A.  ft  J,  X. 

Electric  Service  Sup.  Co 

General  Electric  Co. 

Westinghouse  Elec.  ft  If .  O*. 
Lamps,  Arc  and  Incandesoenfe 
(See  also  HeadllghU) 

Anderson  M .  Co.,  A.  ft  J.  M 

(Jeneral  Electric  Co. 

Nat'l  Elec.  Specialty  Co. 

Westinghouse  Blec.  ft  M.  Oo. 
Lamps.  Signal  and  Marker 

Nichols-Lintern    Co. 
Lanterns,  ClassifleaUon 

Nichols-Lintem  Co. 
Leather  Cloth 

Standard  Textile   Products 
Corp. 

Lightning  Arresters 

Shaw,   Henry  M. 
Uglitntng  ProteetioD 

Anderson  M.  (3o..  A.  ft  J.  K. 

Electric  Service  Sup.  Oo. 

(Seneral  Electric  Co. 

Ohio  Brass  Co. 

Westinghouse  Mec.  ft  K.  Oo. 
Line     Material,       (See     also 
Brackets,  Insulators,  Wire*, 
etc.) 

Anderson  M.  Co.,  A.  ft  J.  X. 

Archbold-Bradr  Co. 

Columbia  M.  W.  ft  H.  I.  Co. 

Creaghead  Mfg.  Oo. 

Dossert  ft  Co. 

Electric  Ry.  Equipmeot  Co. 

Electric  Service  Sup.  Co. 


Electric    Railway    Journal 


English  Electric  Co. 

General  Electric  Co. 

Hubbard  ft  Co. 

More-Jones  Br.   ft  Metal  Oo. 

Westinghouse  Elec.  ft  M.  Oo. 
Locking  tjpring  Boxes 

Wharton.  Jr.  ft  Co.,  Inc. 
Wm. 
Locomotives,    Electric 

(general  Electric  Co. 

McGuire  Chimraings  Mfg.  Co. 

WeetingbouBO  Elec.  ft  M.  Oo. 
Lubricating  Engineers 

Galena-Signal    Oil   Co. 

Universal    Lubricating    Co. 

Vacuum   Oil   Co. 
Lubricants,  Oil  and  Grease 
.  Galena-Signal  Oil  (^. 

Universal   Lubricating    (3o. 

Vacuum   Oil   Co. 
Lumber.       (See    Poles,    Tiea. 

etc.) 
Machine  Tools 

Columbia  M.  W.  ft  U.  I.  Oo. 
Manganese  Steel  Guard  Kails 

Ramapo    Ajax    Corp. 
Manganese       Steel,       Special 
Track  Work 

Indianapolis  Switch  ft  Frog 
Co. 

Wharton,    Jr.    &    Co.,    Inc.. 
Wm. 
Manganese  Steel  Switches, 
Frogs   and    Crossings 

Ramapo  Ajax  Corp. 
Meters,  Car  Watt-Hour 

Economy  Elec.  Devices  (3o. 
Motor  Buses 

(See   Buses,    Motor) 
Motor  Leads 

Dossert  &  Co. 
Motonnen's  Seats 

Brill  Co..  The,  J.  Q. 

Electric  Service  Sup.  Oo. 

Heywood-VVakefield  Co. 

Wood  Co..  Chas.  N. 
Motors,  Electrie 

Cieneral  Electric  <3o, 

Westingheuse  Elec.  ft  M.  Oo. 
Motor  and  Generator  Seta 

General  Electric  Co. 
Nails 

Cambria  Steel  Co. 

Midvale   Steel   &  Ord.   Co. 
Nuts  and  Bdta 

Barbour-Stockwell   Co. 

Bemis  Car  Truck  Co. 

Coliunbia  M.  W.  ft  M.  I.  Co. 

Hubbard  ft  Co. 
Oils  (See  Lubricants 
Packing 

Electric  Service  Sup.  Co. 

Power   Specialty    Co. 

Westinghouse  Tr.  Br.  Co. 
Paint   Guns 

Dayton    Air    Brush    Co. 
Paints   and    Varnishes,    Insu- 
lating 

Beokwilh-Chandler    Co. 

Paints     and     Varnishes     for 
Woodwork 

Ackley    Brake  &    Sup.    Co. 

Bcokwith-Chandlcr    Co. 

National   Ry.  Appliance  Co. 
Paint   Spraying   Device 

Dayton    Air   Brush   Ck). 
Pavement  Breakers 

Ingersoll-Rand  Co. 
Pavinfi  (iuards.  Steel 

Godwin  Co..  Inc.,  W.  S. 
Paving  Material 

Amer.  Br.  Shoe  ft  Pdry  Co. 
Pickups,   Trolley   Wire 

Electric  Service  Supplies  Co. 

Ohio  Brass  Co. 
Pinion  Pullers 

Columbia  M.  W.  ft  M.  I.  Co. 

Electric  Service  Suppliw  Co. 

(Seneral  Electric  Co. 

Wood  Co..   Chas.  N. 
Pinions.       (See  Gears) 
Pins,    Case    Hardened,    Wood 
and  Iron 

Bemis   Car    Truck   Co. 

Electric    Service    Sup.    C!o. 

Ohio  Brass  Co. 

Westinghouse  Tr.  Br,  Co. 
Pipe  Fittings 

Power   Specialty    Co. 

Standard  Steel  Works  Co. 

Westinghouse  Tr.  Br.  Co. 
Planers.    (See  Machine  Tools) 
Plates  for  Tee  Rail  Sivitches 

Ramapo  Ajax  Corp. 
Pliers,    Rubber  Insulated 

Electric  Service  Sup.  Co. 
Pneumatic  Tools  St 
Accessorlea 

Ingersoll-Rand  Co. 
Pole   Line  Hardware 

Ohio    Brass    Co. 
Pole  Reinforcing 

Drew  Elec.   ft  Mfg.  Co. 

Hubbard  ft  Co. 
Poles,  Metal  Street 

Bates  Expanded  Steel  Truss 
Co. 

Electric    Ry.    Equip.    Co. 

Hubbard  ft  Co. 


Poles  and  Ties,  Trmted 

Bell  Lumber  Co. 

International    Creosoting    ft 
Construction  Co. 

Page  &  Hill  Co. 
Poles,  Ties,  Posts,  Piling  and 
Lumber 

Bell   Ijumber   Co. 

International    Creosoting    ft 
Construction  Co. 

Le    Grand.    Inc..    Nic 

Nashville  Tie  Co. 

Page  &  Hill  Co. 
Poles,  Trolley 

Anderson    Mfg.    Co.,    A.    ft 
J.  M. 

Bayonet  Trolley  Harp  Ck). 

Columbia  M.  W.  ft  M.  I,  Co. 

Nuttall  Co..  R.  D. 
Poles,    Tubular    Steel 

Elec.  Ry.   Equip.  Co. 

EUectric    Service    Sup.    Co. 
Porcelain   !S(>ecial    High 
^'oJtaRe 

Lapp  Insulator  Co..  Inc. 
Power    Saving   Devices 

Economy     Electric     Devlcea 
Co. 

Nat'l  Ry.  Appliance  Co. 
Pressure  Regulators 

General   Electric  Co. 

Westinghouse  Elec.  ft  Mfg. 
Co. 
Pumps 

Ingersoll-Rand  Co. 
Pumps,  Vacuum 

Ingersoll-Rand    Co. 
Punches,  Ticket 

Bonney-Vehslage   Tool   Co. 

International    Register    Co.. 
The 

Wood  Co..  caias.  N. 
Rail  Braces  ft  Fastenings 

Ramapo  Ajax   Corp. 
Hail   Joints 

Carnegie    Steel   Co. 

Lorain   Steel  Co. 
Rail  Joints,  Welded 

Indianapolis  Switch  ft  Frog 
Co. 
Rail  Oimdera,  (See  Grinders) 
Rails 

Cambria  Steel  Co. 
Midvale  Steel  ft  Ord.  Co. 
Railway   Paling  Guards, 
Steel 

Godwin  Co..  Ini-.,  W.  S. 
Railway  Safety  Switchea 

C!onsoUdated  Car  Heating  Co. 

Westinghouse  Blec.  ft  M.  Co. 
Rail  Welding.      (See   Welding 
Processes) 

Metal  &  Thermit  Corp. 

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. 

Hale  &  Kiburn  Corp. 

Heywood-Wakefield  Co. 

McGuire  Cummings  Mfg.  Co. 

St.  Louis  Car  Co. 
Reclaimers,    Waste   ft    Oil 

Oil  &  Waste  Saving  Machine 

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  Co. 
Reinforcement,   Concrete 

Amer.  Steel  ft  Wire  Co. 

Carneg-ie  Steel  Co. 
Repair  Shop  .\pplianres.    (See 
also      0>il      Banding      and 
Winding    Machines) 

Columbia  M.  W.  ft  M.  I.  Co. 

Electric  Service  Supplies  Co. 
Repair     Work.        (See     also 
Coils) 

Columbia  M.  W.  ft  M.  I.  Co. 

General   Electric  Co. 

Westinghouse  Elec.  ft  M.  Co. 
Replacers,   Car 

Columbia  M.  W.  ft  M.  I.  Co. 

Electric  Service  Supplies  Co. 
Resistance,   Grid 

Columbia  M.  W.  ft  M.  I.  Co. 
Resistance,    Wire   and   Tube 

General    Electric   Co. 

Westinghouse  Elec.  ft  M.  Co. 
Resistances 

Consolidated  Car  Heating  Co. 
Retrieverg,     Trolley.  (See 

Catchers    and    Retrievers. 
Trolley) 
Rheostats 

General   Electric   Co. 

Westinghouse  Elec.  ft  M.  Co. 
Roller   Bearings 

Stafford  Roller  Bearing  Car 
Truck    Co. 

Rolled  Steel   Wheels 

Cambria  Steel  Co. 

Midvale  Steel   &  Ord.   Co. 
Sanders,  Track 

Brill  Co.,  The,  J.  G. 

Columbia  M.  W.  ft  M.  I.  Co. 

Electric  Service  Supplies  Co. 

Nichols-Lintem  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 
Insulated 

Electric  Serv.ce  Supplies  Co. 
Seating    Materials 

Brill  Co..  J.  G. 

Standard    Textile    Products 
Co. 
Seats,  Bus 

St.   Louis   Car   Co. 
Seats,  Car.    (See  also  Rattan) 

Amer.  Rattan  ft  Reed  Mfg. 
Co. 

BriU  Co..  The.  J.  Q. 

Hale   &   Kilburn   Corp. 

Hey  wood- Wakefield    Corp. 

Peters  ft  Co.,  G.  D. 

St.   Louis  Car   Co. 
Second-Hand     Equipment 

Electric  Equipment  Co. 
Securities     Electric   Railway 

Bonbright   ft  <Jo. 
Shades,    Vestibule 

Brill  Co.,   The,   J.   O. 
Shovels 

Hubbard  ft  Co. 
Shovels,   Power 

Brill  Co..  The.  J.  G. 
Signals,   Car  Starting 

Consolidated  Car  Heating  Co. 
Co. 

Electric  Service  Suppliee  Co. 

Nat'l  Pneumatic  Co.,  Inc. 
Signals,  Indicathig 

Nichols-Lintern    Co. 
Signal    Systems,    Block 

Electric  Service  Suppliee  Co. 

Nachod  Signal  Co..  Inc. 

Union  Switch  ft  Signal  Co. 

U.    S.    Electric   Signal   Co. 

Wood  Co.,  Chas.  N. 
Signal      Siystems,      Hlchwhy 
Crossing 

Nachod  Signal  Co..  Inc. 

U.  S.  Electric  Signal  Co. 
Slack  Adjusters.      (See  Brake 

Adjusters) 
■Slag 

Carneirie   Steel   Co. 
Sleet  Wheels  and  Cutters 

Anderson    Mfg.    Co.,    A.    ft 
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..  R.  D. 
Smokestacks,  Or 

Nichols-Lintem  Co. 
Snow-Plows,     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 
Welding  Processes  and  Ap- 
paratus) 
Spikes 

Amer.  Steel  ft  Wire  Co. 
Special   .Adhesive  Papers 

Ir\'ington    Varnish  ft  Ins.  Co. 
Splicing  Compounds 

Westinghouse  Blec.  ft  M.  Co. 
Splicing  Sleeves.    (See  Clamps 

and   Connectors) 
Springs,  Car  and  Truck 

Bemis  Car  Truck  Co. 

Brill  Co.,  The.  J.  G. 

Si  .Louis    Car   Co. 

Standard  Steel  Works  Co. 

Taylor  Electric  Truck  (Jo. 
Sprinklers,    Track    and    Road 

Brill  Co..  The,  J.  G. 

McGuire  Cummings  Mfg.  Co. 
Steel    Freight    Cars 

Cambria  Steel  Co. 

Midvale   Steel   ft  Ord.   Co. 
Steel  and  Steel  ProAucts 

Cambria  Steel  Co. 

Midvale   Steel   ft   Ord.   Co. 

Morton  Mfg.  Co. 
Steps,  Car 

Morton   Mfg.   Co. 
Stokers,  Mechanical 

Babcock  &  Wilcox  Co. 

Westinghouse  Blec.  ft  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   &   Ord.   Co. 
Subway  Boxes 

Johns-Pratt    Co. 
Superheaters 

Babcock  ft  Wilcox  Co. 

Power  Specialty  Co, 
Sweepers,   Snow.      (See  Snow 
Plows,         Sweepers         and 
Brooms.) 
Switches,  Safety 

Johns-r^att    Co. 
Switch   Stands 

Indianapolis  Switch  ft  Frog 
Co. 

Ramapo    Aiax    Corp. 
Switches,  Selector 

Nicbols-Lintern  Co. 


March  3,  192S 

I  Switches,    Tee    Rail 

Ramapo    Ajax   Corp. 
Switches,  Track.     (See  Tracks 

Special  Work) 
Switches   and    Switchboards 
Anderson    Mfg.    Co..    A,    ft. 

J.  M. 
Electric  Servivce  Sup.  (3o. 
(Jeneral  Electric  Co. 
Westinghouse  Hlec.  ft  M.  (^. 
Tampers,   Tie 
Ingersoll-Rand  Co. 
Railway    Track-Work    Co. 
Tapes  and   Cloths.     (See  In- 
sulating  Cloth,    Paper   an^ 
Tape) 
Tee    Rail,    Special    Track 
Work 

Ramapo  Ajax  C^orp. 
Telephones   and  Parts 

Electric    Service    Sup.    Co. 
Testing    Device!.,    .Meter 

Johns-Pratt   Co. 
Testing  Instruments.    (See  lo^ 
struments,  Electrical  Meas- 
uring,   Testing,   etc.) 
Thermostats 
Consolidated  Car  Heating  Co. 

Co. 
Gold  Car  Heating  ft  Light- 
ing Co. 
Railway   Utility   Co. 
Smith  Heater  Co..  Peter 
Ticket      Choppers     and      Da-- 
stroyers 
Electric  Service  Suppliee  Co.. 
Tickets  and  Transfers 

Globe  Ticket   Co. 
Tie  Plates 
Cambria  Steel  Co. 
Midvale   Steel    &    Ord.   Co. 
Ties,    Mechanical 

Dayton   Mechanical  Tie  Co. 
Ties  and  Tie  Bods,  Steel 
Barbour-Stockwell    Co. 
Carnegrie   Steel    Co. 
International    Steel   Tie   Co, 
Ties,  Wood  Cross.     (See  PoleSr- 

Tles,  Posts,  etc.) 
Tongue  Switches 
Wharton.    Jr.,    ft   Co.,    Inc.^ 
Wm. 
Tool  Steel 
Cambria  Steel  Co. 
Carnegie  Steel  Co. 
Midvale  Steel   &  Oril.   Co. 
Tools,  Track  and  Hlse. 
Amer.  Steel  ft  Wire  Co. 
Columbia  M.  W.  ft  M.  I.  Co. 
Electric  Service  Supplies  Co- 
Hubbard  ft  Co. 
Railway  Track-work  Co. 
I  Tools,  Thread  Catting 
I     Williams  ft  Co..  J.    H. 
Towers      and      TransmlssioO' 
Structures 
Archixild-Brady   Co. 
Bates  Expanded  Steel  Truss- 
Co. 
Westinghouse  Elec.   ft   Mfg. 
Co, 
Track    Grinders 

Railway  Track  Work  Co. 
Trackless  Trollicar 
St.  Louis  Car  Co. 
Track,    Special    Work 
Barbour-Stockwell    Co. 
Indianapolis  Switch  ft  Froc 

Co. 
New  York    Switch   ft 

Crossing   Co. 
Ramapo   Ajax   Corp. 
Wharton,    Jr.,    ft   Co.,    Inc. 
Wm. 
Transfer  Issuing   Machine* 

Ohmor    Fare    Register    Co. 
Transformers 
(General    Electric  Co, 
Westinghouse  Eflec.  ft  M.  Co, 
Treads,    Safety,     Stair,     CW- 
Step 
Morton  Mfg.  Co. 
Trolley  Base* 
Ackley   Brake  ft   Sup.   Corp. 
Anderson    Mfg.    Co.,    A.    k 
J.  M. 

Electric  Senrico  Supplies  Co. 
General  Electric  Co. 
Nat'y    Ry.     Appliance    Co. 
Nuttall   Co..    R.    D. 
Ohio   Brass   Co. 
Trolley   Bases,   Retrieving 
Ackley  Brake  ft  Sup.  Corp- 
Anderson    Mfg.    Co..    A.    ft 
J.  M. 

EJlectric  Service  Supplies  Co. 
(General   Electric  Co, 
More-Jones  Br,  ft  Met,   Co. 
Nat'y    Ry.    Appliance    Co. 
Nuttall  Co..  R.  D. 
Ohio  Brass  Oo. 
Trolley  Buses 
Brill  Co.,  The.   J.   G. 
(Seneral   Electrie  C!o. 
Westinghouse  Kleo.  ft  M.  Co. 
Trolley  Materials 
Eflectrie  Service  Supplies  Co. 
Olilo  Brass  Co. 
IroUey  Materials.  Overhead 
More-Jones    Brass    ft    Metal 

Co. 
Trolley  Shoes 
Miller  Trolley  Shoe  Co. 


March  3,  1923 


Electric    Railway    Journal 


61 


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Brake  Shoes  | 

5  3 

I   A.E.R.A.  Standards   | 

I  Diamond  "S"  Steel  Back  is  the  Best  Type  I 


CORRECT  IT 


I  USE  LE  CARBONE  CARBON  BRUSHES  I 


3 


fli*"'**^  li 


COST    MORE    PER    BRUSH 
COST  LESS  PER  CAR  MILE 


W  J.  Jeandron 

345  Madison  Avenue,  New  York 

Pittsburgh  OfiSce:  634  Wabash  BIdg. 
San  Francisco  Office:  525  Market  Street 


Catiadian  Dietributors:  Lyman  Tube  &  Supply  Co., 
Montreal  and  loronto 


Ltd.. 


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Ajax  Perfecto  Bronze 
/       Check  Plates 


Made  from  our  Perfecto 
Bronze  —  the  strongest 
and  toughest  metal  on 
the  market;  will  bend 
before  it  will  break. 
Withstands  shocks  there- 
fore, and  outlasts  all 
other  check  plates  several 
times. 

Specify    Ajax    Ptrfectt 

Bronte  on  your  next 

requisition. 


The  Ajax  Metal  Company 

Established  1880 
Main  Office  and  Works:  Pkiladelphia,  Pa. 


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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 

I    332  So.  Michigan  Ave.,  Chicago        Chattanooga,  Tenn. 

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"  THORNTON 

The  trolley  wheel  with  the  high 
mileage  side  bearing 

Thornton  Wheels  with  Thornton  side 
bearings  are  unusually  long-lived,  re- 
quire less  lubrication,  and  less  main- 
tenance. They  are  free  from  vibra- 
tion and  noiseless.  No  bushings.  In- 
vestigate them. 

Send  for  deteriptive  eiretdar 

Thornton  Trolley  Wheel  Co., 

Incorporated 
Ashland,  Kentucky 


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STAFFORD  I 

ROLLER  BEARINGS  I 

Cut     Power     Require-    | 
ments  in  Half  I 

Prevent     hot     boxes     and  | 

resiiIlinK  journal  tpoubles;  | 

check  end   thrust   and   dn  = 

awa.v  with  all  lubrication  i 

difficulties  BECAUSE —  | 

They  Elimfnate  = 

Journal  Friction  | 

(tuaranteed  Two  Years       = 

Afk  for  literature  = 

.,,„„,        ^  „„„    „,    ^    ..^^—.  STArrOUD  nOLUR  BCAHI/iOi  i 

Fil   A.E.B.A.    and  .M.C.B.    Stand-    ^S^VBr      ruD  TDIICH   CODDODATION   =  = 

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-    IJ'iiiipntrTtt  .Voir  in  de.  =  s 

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Electric    Railway    Journal 


March  3,  1923 


TroUers  and  TroUer  Srstenu 

Ford    Cbsin-BIock   Co. 
TroUer  WheeU.    (Sea  Wheel*, 

TroUer) 
Trailer    Wheel    «    Rarpe 
More-Jonee    Brasa    &    Uetal 

Co. 
Tliornton  Trolley  Wheel  Co. 
Trailer   Wheel   Bashing* 
More-Jones    Brass    *   ITetal 
Co. 

Trallej  Wire 

American    Elec'l    Works 
Amer.   Steel   &   Wire  Co. 
Anaconda  Copi>er  Mininr  Co. 
Roeblinrs  Sons  Co..  J.  A. 
Rome  Wire  Co. 

Trucks,  Car 

Brill  Co..  The.  J.  Q. 
Bemis    Car   Truck  Co. 
McQuire  Cnmminera  Mtg.  Co. 
St.  Louis  Car  Co. 
Taylor  Electric  Truck  Oo. 
Westinrhouse  Elec.  *  X.  Oo. 
Tnbins,    Yellow    &    Black 
Flexible    Varnlahe* 
Irvington  Varnish  &  Ins^.  Co. 


Tnrfoines.  Steam 

General  Electric  Co. 
Turnstiles 

EUectric  Service  Sui^Iies  Co. 

Percy  Mfff.  Co..  Inc. 

Turntables 
Indianapolis  Switch  &  Proc 
Co. 
Upholstery    Materials 
Amer.  Rattan  A  Heed  X. 
Co. 

Valves 

Ohio  Brass  Co 

Westingrhouse   Tr.   Br.   Co. 
Varnished    Papers 

Irrln^on  Vamisb  &  Ins.  Co. 

Varnished   Silks 

Irvington  Varnish  &  Ins.  Oo. 
Varnishes.  (See  Paints,  etc) 
Ventilators,  Car 

BriU   Co..   The,   J.  G. 

National  By.  Appliance  Co. 

Nichola-Lintem  Co. 

Railway  Utility  Co. 
Waste   Saving   Machines 
Oil  &  Waste  Saving  Machine 
Co. 


Water    Tube   Boilers 

Edffemoor   Iron   Works 
Welded  KaU  Joints 

Indianapolis  Switch  &  Froc 
Co. 

Lorain  Steel  Co. 

Metal    &   Thermit    Corp. 

Ohio  Brass  Co. 

Ry.  Track-work   Co. 

Bail  Weldiner  &  Bondinr  Co. 

American  Steel  St  Wire  Co. 
Welders,    Portable,    Electric 

Railway    Track-work    Co. 
Weldinc  Processes  and  Appa- 
ratus 

Elec.   Ry    Improvement   Co. 

General  Electric  Co. 

Indianapolis  Switch  &  Frog 
Co. 

Metal   4  Thermit  Corp. 

National   Ry   Appliance  Co. 

Ohio  Brass  Co. 

Rail  Weldmf  &  Bondinc  Co. 

Railway    Track-work    Co. 

Westinrhouse  Blec.  le  M.  Co. 
WeUlnc  Steel 

Indianapolis  Switch     AFroc 
Co. 

Railway   Track-work   Co. 


Welders,    Portable    Electric 

Electric   Ry.    Imp.   Co. 
Indianapolis  Switch  &  Froi 

Co. 
Ohio  Brass  Co. 
Ry.  Track-work  Co. 
Rail  Welding  &  Bondinr  Co. 
Wheel    Guards     (See    Fenders 

aiu]    Wheel    Guards) 
Wheel   Grinders 
Wheel   Trumg  Brake  Shoe 
Co. 
Wheel  Presses    (See  Machine 

Tools) 
Wheels,  Car,  Cast  Iron 
Assn.    of    Mfrs.    of    Chilled 
Car   Wheels 
Wheels,  Car,  Steel  «  Steel 
Tire 
Carnegie  Steel   Co. 
Standard   Steel   Works  Co. 
Wheels,   Trolley 
Anderson    Mfr.    Co..    A.    & 

J.  M. 
Bayonet  Trolley  Harp  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Copper  Products  Forcing  Co. 
Electric  Ry.  Equip.   (k>. 
Elec.   Service  Supplies  Co. 


(Seneral   Electric  (}0. 
Gilbert  &  Sons,  B.  P.  A. 
More- Jones  Br.  *  Metal  0>. 
Nnttall  Co..  B.  D. 
Star  Brass  Works 

WhisUes,   Air 

General  EHectric  Co. 

Ohio  Braes  Co. 

Westinghouse    Tr.    Br.    Co. 
Wire 

Cambria  Steel  Co. 

Midvale  Steel   &  Ord.  Co. 

Wire  Kope 
Amer.  Steel  &  Wire  Co. 
Boeblinr's  Sons  Co.,   J     A. 

Wires  and  (Tables 
Amer.   Electrical   Works 
Amer.   Steel  &  Wire  (}o. 
Anaconda   Couper  Min.   0>. 
Qeneral  Electric  Co. 
Indianapolis  Switdi  *  Fro( 

Oo. 
BioebUnff's  Sons,  Co.,  J.   A. 
Rome  Wire  Co. 
Westinrhouse  Elec.  &  H.  Co. 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Pare 
Aekley  Brake  &  Supply  Con).  .  .    .'J8 

Ajax    Metal    Co 61 

Aliig-Chalmers    Mfg.    Co 4(i 

Allison  Cto.,   J.  E 86 

Amer.  Brake  Shoe  &  Fdy.  Co .  .    61 

American  Car  Co 6.1 

American  Electrical  Works rtO 

American    Insulating    Machinery 

Co 50 

American    Rattaji    &    Reed   Mfg. 

Co ,i5 

American  Steel  &  Wire  Co .">1 

Anaconda  Copper   Mining   Co.  .  .    50 

-Anchor    WebbinK    Co 51 

Anderson  Mfg.  Co..  A.  &  J.  M.  .    44 

.•\rehbold-Brady    Co 27 

ArabM  Co., 'The 26 

Assn.    of    Mfrs.    of    Cliilled    Car 

Wheels     43 


Babcock  &  Wilcox  Co 32 

Barbour-Stockweli    Co 52 

Bates  Expanded  Steel  Trass  Co.  44 

Bayonet  Trolley  Harp  Co 37 

Beckwith-Chandler   Co 36 

Beeler.  John  A 26 

Bell    Lumber   Co 62 

Bibbins.  J.  Rowland    37 

Bemis  Car  Truck  Co 40 

Bonney-Vehslage  Tool    Co 53 

Brill  Co..  The  J.  G 63 

Buckeye  Jack  Mfg.  Co 5b 


Cambria  Steel  Go 36 

Cameron  Electric  Mfg.  Co 56 

Carnegie  Steel  Co 59 

ChillingTvorth    Mfr.   Co ."  56 

Cleveland  Fare  Box  Co •54 

Coal  tc  Iron  Nat.  Bank 27 

Collier.   Inc.,   Barron    G 34 

Columbia.  M.  W.  &  M,  I.  Co.  .  .  37 

Consolidated  Car  Fender  Co ...  .  62 

Consolidated  Car  Heating  Co.  .  .  .  36 

Copper  Products  Forginir  Co ...  .  50 

Creag^head   Engineering  Co i>4 


Page 

Day  &  Zimmerman.  Inc 37 

Dayton  Air  Brush  Co 47 

Dayton  Mechanical  Tie  Co..  .  .33-33 
Differential  Steel  Car  Co..  The.  .    56 

Dossert  &  Co ."iO 

Drum  &  Co.,  A.  L 38 


Earn  C.  r 55 

Eclipse  Railway  Supply  Co 48 

Economy   Electric  Devices  Co.  .  59 

Electric   Equipment   Co 57 

Electric   Ry.    Equipment    Co....  14 

Eleo.    Ry.  Improvement  Co 45 

Electric  Service  Supplies  Co.  .  .  .  13 

English  Electric  Co A 


Feustel.   Robt.   M 86 

Flood  City  Mfr.  Co 51 

Ford.  Bacon  &  Davis 26 

Ford  Chain  Block  Co 53 

•For  Sale"   Ads :>7 


Galena-Signal  Oil  Co 31 

General   Electric  Co 23-24,  B.C. 

Gilbert  &  Sons.   B.  F.  Co..  A.  .  .  .    81 

Globe  Ticket  Co 47 

Godwin  Co..  Inc..  W.  S 53 

(Jold  Car  Heating  &  Ltr.  Co.  .  .  .    55 


Hale    &  Kilbum    Corp 48 

"Help  Wanted"  Ads 57 

Hemphill  &   Wells    26 

Heywood- Wakefield  Co 53 

Hoist.    Englehardt  W 86 

Hope   Webbing  Co 53 

Hubbard  &  Co 53 


Indianapolis  Switch  &  Frog  Co.  38 

Ingersoll-Rand  Co 59 

International   Creosotinr    &   Con- 
struction Co 10 

International  Register  Co..  The..  54 

Internationa'  Steel  Tie  Co.,  The.  11 


I'ag-e 

Irvington     V.irnish     &    Insulator 
Ck) 52 

Jackson.  Walter 26 

Jeandron.    W.   J 81 

Johnson  Fare  Box  Co 54 

Johns-Pratt     Cio Front  Cover 


Kuhlman  Car  Co. 


63 


Lapp  Insulator  Co.,  Inc 51 

Le  Carbone  (Jo • 61 

Le  Grand,  Inc..  Nic 55 

Lorain  Steel  Co 51 


McGraw-Hill    Book  (5o 

McGuire  Commings  Mfr.  Co.  .  . 

Marsh  &  McLennan    

.Metal  &  Thermit  Curp 

Midvale  Steel  &  Ordnance  Co. 

Miller  Trolley  Shoe   Co 

More-Jones   Brass  Metal    Co .  .  . 
Morton  Mfg.  Co 


Nachod   Signal   Co 

Nashville  Tie   Co 

National  Brake  Co 

National  Pneumatic  Co..  Inc.  .  . 

National  Ry.  Appliance  Co 

National  Vulcanized  Fibre  Co .  .  . 
New  York  Switch  &  Oossinr  Cp. 

Nichols-Lintern    Co 

Nuttall   Co..    R.   D 

Ohio  Brass  Co 

Ohmer   Fare   Register   Co 

Oil  &  Waste  Savinr  Machine  Co. 
Ong,  Joe  R 


49 
30 
8 
31 
56 
39 
41 
54 

50 
51 
35 
15 
54 
56 
51 
55 
19 

9 
33 


Pare  &  Hill    

Parsons.    Klapp,    BrinekerhoK    A 

Dourlas 

Percy  Mfr.  Co..  Inc 

Peters  te  Co 

Positions  Wanted  and  V.ieant .  .  . 
Power  SiM-'cialty  Cit 


18 


Page 

Railway  Track-work  Co 16 

Railway   Utility   Co 62 

Rail  Welding  &  Bonding  Co ...  .    17 

Ramapo  Ajax  Corp 61 

Richey.    Albert  S 26 

Robinson    &    Co..   Dwight   P....    27 
Roebling's  Sons  Co.,  John  A. . . .    50 

Rome  Wire  Co 50 

Booke  Automatic  Rerister  Co.  .    55 


Safety  Car  Devices  Co 

St.  Louis  Car  Co 

Samson  Cordare  Works 

Sanderson  &  Porter    - 

Searchlight  Section    

Shaw.   Henry  M 

Smith  &  Co..  C.  E 

Smith  Heater  Co..  Peter 

Stafford      Roller     Bearing     Car 

Truck   CIo 

Standard  Steel  Works 

Standard  Textile  Products  Corp; 
Standard  Underground  Cable  ^o> 

Star  Bra.ss  Works 

Stone  4   Webster    

Stucki  Co..  A '....' 


61 
38 
30 
50 
-A 
36 
53 


Taylor  Electric  Truck  Co 4« 

Thomas  Car  Works.  Perley  A .  .  .  49 

Thornton    Trolley   Wheel  Co....  61 

Transit  Equip.  Co 57 

Union  Switch  &  Sirnal  Co 12 

U.  S.  Electric  Signal  Co .in 

Universal   Lubricating  Co r>'l 


"Want"  Ads 57 

Wason  Mfg.  Ck) 63 

Westinrhouse  Elec.  &   Mfg.  Co.. 
.-       .  .  2.4.  .". 

West'rh'se  Traction  'Brake  Co .  .      rt 

Wharton.  Jr..   &  Co..  Wm 31 

Wheel  Truing  Brake  Shoe  Co.  .  .'  56 
While  Eng.  Corp..  The  J.  G.  .  .  .    3H 

Wish  Service.  The  P.  Edw 37 

Wooii  Co..  Chas.  N 50 


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I  Northern     CEDAR  POLES     Western 

I  Butt  Treating  Guaranteed  Grades 

I  Bell  Lumber  Company,  Minneapolis,  Minn. 


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=  Carefully  inspected   and  ruaranteed   free   from    flaws. 

§  Samples  and  Information  gladly  sent 

I  SAMSON  CORDAGE  WORKS,  BOSTON.  MASS. 

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I   PROVIDENCE        H-B 

I                      FENDERS                 LIFEGUARDS  | 

I        The  Consolidated  Car  Fender  Co.^  Providence,  R.  I.  | 

I        Wendell  &  MacDuffie  Co.,  61    Broadway,  New  York  I 

I                                                     General  Sales  Acento  I 

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I  pAIUWAI<  I  fTiUITy  pOMPANX  | 

I                                                      Sole  Manufacturers  | 

I                   "HONEYCOMB"  AND  "ROUND  JET"  VENTILATORS  f 

S           for  Monitor  Rtid  Arch   Roof  Cars,  and  alt  classes  of  buildinffs:  = 

I                             hIso   electric   thermometer   CONTROL  I 

1                                                   of  Car  Temperatures  | 

I         141-X51  West  29d  St.                   WHte  for                     1328  Broadway  | 

Chicago.  III.                           Catalogue                    New  York,  N.  Y.  § 


miniiMiiiimiiiriiiiMimMiiiiniiiiniinMniiniiiiiiiiiiiiiiiiiiniii)Miitiiiiiiiniiiniiiniiniiiniiitiiiitfii"iiii)iiiniiimiiiiiiniimiiitii>: 


March  3,  1923 


Electric    Railway    Journal 


BIrney  Safety  Car  at  Santa  Cruz,  Cal.  Built  by  the  American  Car  Co. 


Maximum  Economy 


The  large  number  of  Birney  Safety 
Cars  in  service  today  is  evidence  of 
their  success.  Over  3,600  cars  have 
been  built  by  us  for  service  on  over 
200  railways.  Their  introduction 
at  a  time  when  economical  operation 
and  increased  receipts  were  neces- 
sary proved  to  be  the  solution  of 
many  difficult  financial  problems. 

Today  the  Birney  Safety  Car  is  just 
as   capable   in   providing  the   most 


service  at  the  lowest  cost  as  it  was 
when  the  industry's  financial  pulse 
was  at  its  lowest  ebb. 

Figured  on  the  basis  of  its  seated 
passenger  load  the  Birney  Safety 
Car  is  the  lightest  car  yet  developed, 
and  consequently  the  maximum 
saving  in  power  and  maintenance  is 
worth  taking  advantage  of. 


The  J.  G.  BRILL  Company 

Pmiladei-phia.  Pa. 


a 


American    Car    Co.    —       GC.  Kuhlman  c^p  Co.     —     WAsp^N^MANrt  Co. 

ST.    UOUIS     fN^O.  cue  VEl-/*.'^  w.  u"'w. 


Automatic  substations  effect  greater  economies 


Savannah  Automatic  Substation, 
St.  Joseph  <Mo.)  Railway.  Light.  Heat  &  Power  Co, 


No  hands,  yet  they  serve 

Significantly  indicating  the  trend  of  the  times  is  the  increasing 
application  of  automatic  control  to  electric  railway  distribution 
systems. 

Automatic  railway  substations  have  proved  themselves  in 
service.  They  are  being  preferred  by  many  properties  in  the 
interest  of  greater  economy  and  better  schedules.  Automatic 
apparatus — responding  to  power  demands — insures  a  power 
supply  which  is  adequate  to  meet  traffic  requirements. 

There  are  now  165  G-E  automatic  control  equipments  for 
railway  substations  in  operation  or  on  order.  This  makes  a 
total  of  nearly  130,000  kw.  capacity,  established  since  1914 
when  the  first  automatic  equipment  was  furnished. 


GsB 


General  Office 
Schenectady;  N.Y 


©jmp 


OC 


Sales  Offices  in 
all  large  cities 


25-198 


McGraw-Hill  Co.,  Inc. 


March  10,  1923 


Twenty  Cents  Per  Copy 


^^B^^^ 

^^^m^ 


OUT  OF 
SERVICE 


Do  Brooms  ring  up  Fares  ? 


Some  electric  railway 
companies  attach  more  im- 
portance to  the  selection 
of  brooms  than  they  do  to 
the  selection  of  lubricat- 
ing oils. 

Brooms  have  good  uses  of 
their  own,  but  scientifi- 
cally correct  lubrication 
keeps    cars    running    and 

Domestic   Branches: 

New  York  Boston  Chicago  Philadelphia  Detroit     ^    ' 

{Main  Office)    Indianapolis    Minneapolis  Rochester  Kansas  City,  Kan. 

Pittsburgh  Milwaukee      Buffalo  Des  Moines  Dallas 

Albany  Oklahoma    Citv 


fares  ringing. 

The  Vacuum  Oil  Com- 
pany will  gladly  cooperate 
in  making  an  analysis  of 
your  car  failures  and  will 
make  lubrication  recom- 
mendations based  on  its 
57  years'  experience  in 
reducing  operating  costs 
throughout  the  world. 


Lubricating  Oils 


A  grade  for  each  type  of  service 


VACUUM  OIL  COMPANY 


Electric    Railway    Journal 


March  10,  1923 


Tha 
Long  Island 
Railroad 
Etoctrificatioi 


'wESTiNCHOUSf> 
ELECTRIC 


ffr    «:t  r» 


'i;|,»fjW-.'rrt. 


%^J 


Electrification  Means 
Increased  Business 

The  Long  Island  Railroad  has  just  closed  another 
order  for  44  Multiple-Unit  Car  Equipments  and  sub- 
station apparatus  to  keep  pace  with  the  rapidly  grow- 
ing requirements  of  this  electrification  service. 

The  reliability,  regularity  and  popularity  of  electric 
service  as  compared  to  steam  suburban  service  under 
all  conditions,  invariably  results  in  increased  traffic. 
To  quote  an  official  opinion: 

"Were  we  today  forced  to  abandon  electricity  as  a 
motive  power,  it  would  mean  a  complete  revolution 
in  our  train  service  and  either  the  enlargemen  of  our 
Flatbush,  Brooklyn,  station  to  two  or  three  times  its 
present  size,  at  an  almost  prohibitive  expense  or, 
what  is  more  probable,  it  would  be  necessary  to  aban- 
don much  of  the  service  not  possible  under  the  re- 
strictions of  steam  operation." 

Westinghouse  Electric  8C  Manufacturing  Company 
East  Pittsburgh,  Pa. 


— East  Pittsburgh,  Pa. 

Westmghouse 


Vol.  61,  No.  10 


New  York,  March  10,  1923 


Pages  395-434 


HABOLD  V.  BOZELi. 

Consulting  Editor 

HENRY  H.  NORRIS 

Engineering  Edttor 

C.  W,  SQUIEB 

Associate  Editor 

CARLW.  STOCKS 
Associate  Editor 

G.  J.  MacMURKAY 

News  Editor 

JOHN  A.  MILLER,  JR. 
Editorial  Assistant 


l^^iM^^r 


Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


N.  A.  BOWERS 
PaclAo  i'ottst  editor 
Hlillo  Bldg.,  San  Franclno 

H.  8.  KNOWXTO.V 

New  £>igland  Eilllor 
Tramont  Bldg.,  Boston 

MBBRILL  B.  KNOX 

Editurlal  Asslttant 

Old  Colony  Bldg.,  ChlcKo 

PAIX  WOOTO.N 

Wasttingtiin  Bcpresentative 
Colorado  Bldg. 


CONTENTS 


Editorials    395 

Rerouting  Would  Save  Money  in  Richmond 397 

Bj-  rerouting  and  other  service  charges  requiring  a  verv  slight 
capital  expenditure  for  special  trackwork  only,  a  saving  of  more 
than  $250,000  annually  is  possible.  Principles  of  rerouting  are 
laid  down. 

New  Cars  Embody  Unusual  Features 402 

By  E.  B.  Sanders. 

Interlocking  control  is  a  feature  of  the  new  Kansas  City  Railways 
equipment.  Provision  Is  made  so  that  cars  cannot  be  started  until 
doors  are  fully  closed. 

Automatic  Substation  Experience  in  Cleveland — II 405 

By  L,  D.  Bale. 

The  author  traces  in  detail  the  sequence  in  operations  of  the 
present  substations  of  the  •  Cleveland  Railway,  which  is  designed 
to  give  reliability  of  power  supply. 

4,000-Volt  D.C.  Italian  Electrification  Successful 409 

French  Progressing  with  Electrification  Projects 410 

By  J.  C.  Thirlwall. 

The  Readers*  Forum 411 

180-Ton  Passenger  Locomotives 412 

Association  News  and  Discussions 413 

American  Association  News 416 

Maintenance  of  Equipment 418 

News  of  the  Industry 421 

Financial  and  Corporate 424 

Traffic  and  Transportation 428 

Personal  Mention 431 

Manufactures  and  the  Mar'kets 433 


McGraw-Hill  Co.,  Inc.,  Tenth  Ave.  at  36th  St.,  New  York 


iHn^ 


Cabia  Addreai:   "Machlnlit,  N.  Y." 

Publtihera  of 

BtHhnewino  Smot-Raeerd 

American  Machinitt 

Power 

Chemical  and 

Metollmgical  EnginMring 

Ooal  Age 

Engineering  and  Mining  Journal-Preet 

Ingenieria  Internaeionat 

Bum  Traneportation 
Electric  ItaUicay  Journal 

Electrical  World 
Bleetrieol  Merchandising 
Journal  of  ElectricUti  9nd 
Weetern  tnduitry 
(PuUithed  in  Ban  Franeiteo) 
Induttrial  Engineer 
{PuUiihet  in  Chicago) 
American  Machinist — Bvro^ean 
Edition 
(Fublithei  in  LoHdm) 
the    United    States.    Canada,    Mexico,    Alaska, 
Hawaii,  PhlllDplnes,  Porto  Rico,   Canal  Zone,   Bonduraa,   Cuba,   Nicaragua,   Peru.   Co- 
lombia, Bolivia,  Dominican  Republic,  Panama,   El   Salvador.   Argentina,  Brazil.  Spain. 
Uruguay.    Coata    Rica,    Ecuador,    Guatemala   and   Paraguay.      Extra    foreign   poittge   in 
other  countrlea    93    (total   ST,  or   29    shilUnga).      Subacrdptloni   may   be   sent  to  the 
New  York  office  or  to  the  l«ondon  offlce.     Single  copies,  postage  prepaid,  to  any  part 
of  the  world,    2  0   cents. 

Change  of  Addresa — When  change  of  addresa  ts  ordered  the  new  and  the  old  mdttraas 
must  be  glren,  notice  to  be  recelred  at  leaat  tea  days  before  the  ohange  takes  plaea. 
Copyright.   1123.  by  McGraw-Hill  Company,  Inc. 

Published  weekly.  Ekitered  as  seoond-olais  matter.  June  18,  19tS.  at  the  Post  OHo*. 
at  New  York,   under  the  Act  of  Martb   3.    lITt.     Printed  In  U.   8.   A. 


Jamu  H.  MoGkaw.  Prealdent 

Abtucb  J.  Baldwin.  Vice-President 

Maloolu  Mdib.  Vice-President 

E.  J.  Mkhkin,  Vice-President 

Mason  Bbitton,  Vice-President 

O.  D.  Stebkt,  Vice-President 

James  H.  MoGbaw,  Jb..  See.  and  Trees. 

WASHtNOTOM : 

Colorado  Building 
Chioaoo: 

Old  Colony  Building 
Philadelphia: 

Real  BaUte  Trust  Building 
Clbt  bland: 

Ijeader-News  Building 
St.  Loms: 

Star  Building 
San  Faanouoo: 

Rlalto  Building 
London : 

6  Bourerle  Street,  Lcndotl.  B.  C.  4 

Member  Associated  Business  Pspsrs,  Inc. 

Member  Audit  Bureau  of  Clroulatlons 
The  nnnual   suhtcrlotion    rate   Is    34    in 


What  the  Subscribers  Read 

What  a  Manufacturer   Reads 

Engineering  subjects;  personals;  trade  condi- 
tions.— L.  P.  M.,  Manufacturer. 

Looks  For   New  Ideas 

Those  articles  describing  methods  of  construc- 
tion and  maintenance  of  companies,  as  we  are 
continually  getting  new  ideas  of  merit,  thereby 
improving  our  own  methods. 

— B.  P.  L.,  Engineer  Maintenance  of  Way. 

Traffic  Man  Reads  All  Articles 

I  find  most  interesting  those  articles  pertain- 
ing to  freight  and  passenger  matters,  as  this  is 
my  work.  Still  I  go  through  the  Journal  and 
read  every  article,  as  they  are  all  instructive  and 
educational  from  an  electric  railway  standpoint, 
irrespective  of  department.  The  personal  column 
is  also  interesting,  as  I  frequently  find  the  name 
of  someone  with  whom  I  am  intimately  ac- 
quainted.— PF.  J.  IV.,  Passenger  Traffic  Agent. 

Likes  the  Legal   Notes 

I  find  the  greater  part  of  the  matter  contained 
in  the  Electric  Railway  Journal  interesting 
and  derive  a  very  great  deal  of  information  from 
"Legal  Notes,"  as  these  are  especially  useful  to 
a  claim  agent. — T.  N.,  Claim  Agent. 

What  a  Purchasing  Agent  Reads 

The  markets;  railway  equipment  and  supplies 
advertisements ;  the  news  columns ;  in  fact,  the 
Journal  is  beneficial  from  the  front  cover  to 
the  back  cover. — H'.  A.  B.,  Purchasing  Agent. 

Publicist  Finds   Paper    Helpful 

Being  in  that  end  of  the  utility  business,  natu- 
rally I  am  more  interested  in  articles  dealing  with 
public  relations.  I  find  the  Electric  Railway 
Journal  of  value  to  me  in  this  connection. 

— J.  C,  Director 
{of, a  state  committee  on  public  utiUty  mformatUm) . 

Interested  in  Selecting  Men 

Of  recent  articles  will  say  that  those  pertaining 
to  equipment  and  operation  of  one  man  cars  were 
of  most  interest.  We  are  also  interested  in  Mr. 
M.  McCant's  article  on  "Tests  Used  in  Selecting 
New  Men."  The  importance  of  this  problem  is, 
in  my  opinion,  often  underrated.  I  also  like  your 
up-to-the-minute  editorials.  Your  paper  so  thor- 
oughly covers  the  electric  railway  field  that  there 
does  not  seem  to  be  any  room  for  improvement. 

— J.  G.  H.,  Superintendent. 


Circulation  of  this  issue,  6,040 


Advertising  Index — Alphabetical,  38;  Classified,  34,  36;  Searchlight  Section,  33 


Electric    Kailway    Journal 


March  10,  1923 


A  New  Westinghouse  Direct-Current 
Electrolytic  Lightning  Arrester 

For  Voltages  up  to  3800 


z 


3800VoltTypGAR 
Elect  rolyticArrester 


650VoltTypeAR 
ElectrolyticArrester 


Type  AR  Electrolytic 
Lightning  Arresters  for 
railway  and  power  cir- 
cuits, or  for  car  and 
station  service,  indoor 
and  outdoor  mounting. 

There  is  a  Westinghouse  Lightning  Ar- 
rester (and  Choke  Coil)  exactly  suited 
for  every  application  and  for  every 
voltage. 

Write  for  Descriptive  Leaflet  3425 

Westinghouse  Electric   &  Manufacturing   Company 
East  Pittsburgh,  Pa. 


Westinghouse 


March  10,  1923 


Electric    Railway    Journal 


#1A 


Brake 
Cylinder 
Packing 
Cups 

WABCO  is  the  new  brake  cylin- 
der packing  cup  material  which 
has  revolutionized  the  packing  cup 
industry. 


Until  Wabco  was  discovered  in  the 
Westinghouse  laboratories,  such  effi- 
cient and  economical  service  as  this 
product  has  since  been  giving  was 
unknown. 

Wabco  Packing  Cups  have  practi- 
cally banished  brake  cylinder  leakage, 
resulting  in  better  air  brake  perform- 
ance with  reduced  labor,  and  less 
wear,  on  the  part  of  the  compressor. 

Wabco  is  so  constructed  as  to  be 
virtually  indestructible  and  lasts  for 
years  under  average  conditions. 


WestinghouseTraction  Brakes 


Electric    Railway    Journal  "  March  10,  1923 


^  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  &  MSLENNAN 

175  W.Jackson  Blvd.  Chicago, 111. 


Minneapolis 

Denver 

San  Francisco 

Winnipeg 

New  York 

Duluth 

Seattle 

Montreal 

Detroit 

Columbus 

Cleveland 

T<nndnn 

March  10,  1923 


Electric    Railway    Journal 


Tomlinson  Equipment  is  solving 
Every  coupling  problem 

Hooking  the  old  style  trailer  on  behind  a  motor  car  was  simply  a 
matter  of  mechanical  coupling — but  it  was  a  harder  job,  and  a 
more  dangerous  one  than  making  up  a  modern  multiple  unit  train 
with  its  car-to-car  air  lines  and  complicated  electric  circuits. 

Provided,  of  course,  that  the  cars  have  Tomlinson  Couplers. 

Tomlinson  Equipment  couples  cars,  air  lines  and  electric  circuits 
automatically,  simultaneously,  safely.  Electric  signal  lines,  heater 
circuits,  controller  connections  and  power  bus  may  all  be  part  of 
Tomlinson  Coupler  Equipment. 

Your  mass  transportation  problem  is  simplified  by  Tomlinson 
Couplers.  They  are  used  from  coast  to  coast  in  interurban  and  city 
service — for  motor  car  and  trailer  operation  or  multiple  unit  trains. 

Put  your  coupler  problems  up  to  Tomlinson  Equipment 
and  0-B  Specialists. 


From  draft  gear  to  draft  gear 
the  couplers  are  a  single  rigid 
unit.  Mounted  radially  and 
with  a  Tomlinson  Spring  Draw 
Bar  Carrier  the  coupler  easily 
takes  care  of  the  sharpest  of 
grade  changes  and  the  shortest 
of  curves. 


Tomlinson  Form  10  Automatic  Car  Coupler 

(Patented) 

One  of  the  several  types 


O-B    Disconnecting    Switch— Pat.    Applied    for--Air    line    and 
electric  circuits   are   interlocked   through  this   switch. 


O-B  Electric  Couplers — Patented — as  installed  on  Tomlinson 
Couplers  which  connect  cars  of  air  lines  and  electric  circuit! 
simultaneously — and  safely.    Made  in  several  sizes. 


The  Ohio  ^  Brass  c° 


Mansfield, 


Ohio.U.S.A. 


N^wYork     Philadelphia     Pittsburgh     Charleston.W.Va.     Ch.^go     Los  An^^^^^^^^ 
Products:   Trolley  Material.    Rail  Bofids.    Eleetri^ailway^Car^quiprne^^ 


Electric  Railway  Journal 


March  10,  1923 


NATIONAL 


Amk  for  a  Copy  of  Bulletin 
No.  14  —  "NATIONAL" 
TUBULAR  STEEL  POLES 


NATIONAL 

TUBULAR 
STEEL  POLES 


Uniform  and  neat  in  appearance, 
safe  and  efficient  in  service. 

Obtainable  in  a  wide  range  of 
dimensions. 

Adaptable  to  various  types  of  serv- 
ice, including-  electric  railway ;  elec- 
tric transmission ;  signal ;  telephone, 
telegraph  and  street  lighting. 

Our  engineers  will  be  glad  to  assist  in  selecting 
the  right  pole  for  any  particular  installation. 

NATIONAL  TUBE  COMPANY,  PITTSBURGH,  PA 


General  Sales  Offices  :    Frick  Building 

DISTBICT  BALES  OPTICES- 


i] 


March  10,  1923  ElectricRailwayJournal  9 

9JMifflfflSfflSSiB3J3Mai3iaiai3JHHai3i0farai3iMaiiaiaiai3J3ifflMaj3ifflaMaia^ 


High  Class  Construction 

Need  Not  Be  Expensive 

Less  Material  Excavation  and  Labor 
with  Steel  Twin  Ties 

Steel  Twin  Tie  Construction  has  lowered  the  first  and  final  cost  of 
paved  track. 

The  utilization  of  the  concrete  formerly  wasted  between  and  below 
wooden  ties  has  in  every  case  eflfected  a  large  saving  in  construction 
materials.  And  this  saving  is  at  no  sacrifice  in  quality  because  more 
effective  bearing  is  provided,  both  on  the  concrete,  and  the  subgrade 
than  with  wooden  ties  while  the  steel  cross  members  serve  to  rein- 
force the  foundation  concrete. 

Write  for  the  folder  "Costs,  Methods  and 
Best  Practice  in  Steel  Tie  Construction"  and 
delivered  prices  at  your  material  yard. 

The  International  Steel  Tie  Company 

Cleveland 


10 


Electric    Railway    Journal 


March  10,  1923 


Carry  an  Ajax 
Portable  Electric  Arc  Welder 


SPECIFICATIONS 

Weight — only   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. 
— Trollev   Pole. 
—Cables. 
— Face  Shield. 
— Canvas    Cover. 

Write  for  circular  and  prices 


It  will  pay  you  well  to  carry  one  or  more 
of  these  sturdy  little  machines  in  your 
track  department  equipment.  Light, 
rugged,  easy  to  operate,  inexpensive  to 
maintain,  the  Ajax  Electric  Arc  Welder 
is  the  most  practical  instrument  ever 
devised  for  the  maintenance  of  elec- 
tric railway  track.  Its  extremely  high 
capacity  at  all  operating  voltages  makes 
it  especially  valuable  for  accomplishing 
strong,  deeply-penetrating  welds  under 
all  conditions. 


Strengthen  Your  Track  Department 

with 

Universal  Rotary  Track  Grinders 

Atlas  Rail  Grinders 

Reciprocating  Track  Grinders 

RAILWAY  TRACK-WORK  COMPANY 

3132-48  E.  Thompson  St.,  Philadelphia,  Pa. 


Chas.  N.Wood  Co. 
Boston 


Electrical  Engrineerine  &  Mfg.  Co. 

Pittsburgn 


AGENTS: 


.\ttas  Railway  Supply  Co. 
Chicago 


P.  W.  Wood 
New  Orleans 


Equipment  &  Eng-ineering  Co. 
London 


March  10,  1923 


Electric    Railway    Journal 


11 


KEYSTONE 

Railway  Specialties 

B  Kvyvtone  Destination  Slsns 

■  Kkystons  Stsvl  Caar  C«s«s 

■  Kvystona  Motorm«n's  S«at» 

■  Faraday  Car  Si(n»ls 

■  Safety  Llxhtlns  FUturea 

■  Golden  Glow  Haadlif  hta 

■  Kaystone  Atr  Sanders 

■  Keyatono  Trolley  Catchers 

■  Shelby  Trolley  Poles 

■  Keystone  Rotary  Gongs 

■  International  Fare  Reg:taters 

■  Fare  Register  Fittings 

■  Samson  Cordage 

■  Keystone  Air  Valves 

I  Keystone  Cord  Connectors 

■  Keystone  Trailer  Connector* 

■  Automatic  Door  Signals 
I  Standard  Trolley  Harps 

■  Standard  Trolley  Wheela 

■  Keystone  Trolley  Lfna  Material 

■  Locke  High  Voltage  Insulators 

■  P*erles«  Armature  Shop  Tools 

■  Segur  Coll  Winding  Tools 

■  Protected  Rail  Bonds 

■  Welded  Rail  Bonds 

■  Keystons  Expulsion  Arrester* 

■  Garton<DanUls  Arraslar* 


A  sign  for  the  better 

The  Keystone  trade  mark  has  meant  for  years  all 
that  is  best  in  the  way  of  electrical  equipment  and 
car  specialties.  When  you  specify  any  product 
bearing  this  special  Keystone  design  you  can  rest 
assured  you  are  ordering  something  that  passed  the 
experimental  stage  years  back. 

Some  of  the  Car  Specialties  sold  under  the 
Keystone  name  are  listed  in  the  panel.  You  will 
find  some  of  them  on  nearly  every  car  operated 
today.  You  will  find  all  of  them  on  many  cars. 
You,  too,  should  be  using  all  of  them.  Maybe 
you  would  like  the  complete  set  of  data  sheets. 
How  shall  we  address  them? 

Lectric  Serviced  Suppwes  Qx 

PHILADELPHIA  PITTSBURGH  SCRANTON 

17th   and  Cambria  Sts.  337  Oliver  Buildinf  316  N.  Washinfton   Ava. 

NEW  YORK  CHICAGO 

50  Church  St.  Monadnock  Bld(. 

Canadian  DlMiributora : 
Lyman  Tube  A  Supply  Co.,  Ltd.,  Montreal,  Toronto,  Winnlpaf,  Vaacoiaver 


is  estimated  at  $150,000. 


\^  Power  Company  will  spend  $5,000,000\  Seattle,  Wash.,  will  expend  approxi- 
\  in  1923  in  improvements  and  extensions^  mately  $150,000  in  rebuilding  the  water-' 
\  to  its  properties.  About  half  of  theA  front  trestle,  4J  miles  long,  used  by  the  ^ 
\  sum  will  be  applied  toward  construc-\  interurban  between  Bellingham  andy 
\  tion  of  the  great  hydro-electric  powerX  Blanchard.  Three  million  feet  of  tim-> 
\  generating  plant  on  the  Oak  Grove\  her  and  20,000  ties  will  be  needed  for. 
X  tributary  of  the  Clackamas  River.V  the  improvement.  The  material  will  be  i 
\  Franklin  T.  Griffith,  president  of  theV  purchased  locally.  ..,,.»x\\v  .\ 
X  company,  who  recently  returned  from\ 
\^he  East,  has  made  th\s  armounc 

\       Springfield    (Mass.)    Street   RailwaV,\>      Georgia  Railway  &  Power  Company 

\  through  President  Wood,  has  announcedl\^^t'^"*»-Gf-  '«  now  building  its  n 

\  }ts  intention  of  buying  ten  or  twelve  carsSS  '^°[e'^"<l.  Avenue  substation,  which 

\  of   a    large    two-man    type   similar   to^^  *°  °^  finished  by  September.    The  cosi 

\  those   in   use   on  the   Boston  Elevated! 

\  lines.     Each   of  these  cars  will  carry' 

\  fifty  persons  seated.    No  new  open  carsNix 

\  or  one-man  cars  will  be  bought.   About\V 

\  $150,000  will  be  invested  in  the  new^S 

\  equipment.  vv  ^' 

Sv  N.  >^N.  N,\N^N>s>yV\\\\^^  purchase  of  ten  or  twelve  cars,  for  use 

N^S.\\\>C\>VV\VvN>WV>^^  on   one   of  its  interurban   lines,  whic  ' 

\.     Tri-City  Railway  &  Light  Company,S\  will   be    as    elaborately    equipped    am 

\  Davenport,    Iowa,    will    install    a    newvv  finished  as  a  limousine. 

\  generator  and  a   35,000-hp.  steam   tu^-s^NS^v^$I^J^S$$$^^^$$!^^^^j^^ 

\  bine    and    new    boilers    and    auxiliary'"^^^^''^^*^^*^^^^^"^^*^^^*^^^^ 

^  equipment   will   constitute   part  of   th 

^  $1,250,000  improvement  program. 

V.       Morns    County    Traction    Company 
\  Morristown,  N.  J.,   is  arranging  to  in-, 
\  stall  an  automatic  block  signal  systemsXN 
\  on    its    lines    which    run    from    LakeNX" 

ibethTx^ 


Philadelphia  (Pa.)  Rapid  Transit 
Company  has  ordered  576  new  cars.i 
costing  approximately  $6,500,000.  Ofj 
the  car  order,  520  cars  will  be  of  the 
regular  passenger  type,  thirty-four 
snow  plows  and  sweepers,  twenty  con- 
struction and  supply  cars,  one  crane 
car  for  subway  (elevated  operation) 
and  one  crane  car  fpr  surface,  operation. 

Northwestern  Elevated  Railroad,  Chi- 
cago, III.,  recently  installed  in  its  Wilson 
Avenue  shop,  a  new  400-ton  wheel  press 
manufactured  by  the  Niles-Bement- 
Pond  Company. 


Pennsylvania-Ohio  Electric  Company, 
foungstown,   Ohio,   is   considering   th 


t\  I'ona  company. 

xmwwwwwwwwwwiiiii 

A\\      rhira?n    Surface    Lines    has    ordere 


Chicago  Surface  Lines  has  ordered 
250  Johnson  hand-operated  fare  boxes,] 
These  are  in  addition  to  the  270  that 
are  already  installed. 


The  buying 
has  begun 


V,  HojDatcong  to  Maplewood  and  Elizabeth.  > 

\,      Citizens  Traction  Company,  Oil  Q( 
\  Pa.,  has  ordered  six  new  cars  fg 
-^  in  Franklin  and  Oil  City.    Thei 
^,  of  a  type  similar  to  the  Birnej 
--^  cars  now  in  service. 


You  can  keep 
if  you  keep 


South  Covington  & 
Railway,  Cincinnati,     ' 

ket  for  100  tons  of j 
-Of  T-rails. 


Big  Orders  Pending 


A  few  recent  items  are  shown  above.  There  is  a  quickening  flow  of 
them.  Since  January  1,  reports  show  that  orders  for  1 106  cars  will  be 
placed  at  once.  A  car  builder  reports  a  550%  increase  in  business 
over  last  year's  to  date.  A  tie  manufacturer  reports  a  700%  increase. 
Similar  signs  of  progress  come  from  all  classes  of  manufacturers. 
Progress  reports  come  from  everywhere. 

Get  your  full  share  of  the  prosperity 

Electric  Railway  Journal,  Tenth 


March  10,  1923 


Electric    Railway    Journal 


13 


Washington  Railway  &  Electric  Com 
pany,  Washington,  D.  C,  recently  or 
dered  ten  more  one-man  cars.  .  This 
makes  a  total  of  forty  that  will  be, 
added  to  the  company's  rolling  stock 
during  1923.  Some  time  ago  an  order 
was  placed  for  thirty  new  cars  of  the' 
most  modern,  pay-within  type  to  be 
delivered  early  during  this  y.ear.- 

\\\\\\\\iJiinliniiiini/i 

Los    Angeles    (Calif.)    Railway    will' 
soon   start   the   reconstruction   of   East/ 
Ninth  Street  between  Mateo  Street  and  / 

ment  involves  700  ft.  of  work  in  which  / 


United  Electric  Railways,  Providence,'/  Chicago  Surface  Lines  has  just  placed  /. 
R.  L,  has  purchased  900  of  a  new  typey  orders  for  100  motor  passenger  cars  ot/. 
of  Rooke  register  from  the  Rooke  Auto- y  the  same  type  as  the  sixty-nine  that  A 
matic  Register  Company  which  will  A  are  now  under  construction  in  its  shops'^ 
take  nickels,  dimes,  quarters  and  metal/ for  hauling  trailers.  J.  G.  Brill  Com-'^ 
tokens.  The  railway  has  standardized/ P^ny  will  furnish  seventy  bodies  and  all  ^ 
are  coUectine  device  /  the    trucks    and    the    remaining    thirty  O 


on  this   type, of  fare  collecting  device/ 

and  is  using  it  on  all  its  cars,  both  pay-  /  bodies   will   be   built  by  the   McGuire- 


Cummings  Company.    Each  car  will  be' 


Santa  Fe  Avenue  line.     This  improve- 

work  in 
new  girder  rail  will  be  installed. 


iimm/wT//7/7/7//, 

Springfield    (Mass.)    Street   Railway  V      „      „         •      y 

and  Worcester  Consolidated  Street  Rail-y     °^"  Francisco-Oakland  Terminal  Rail-/ 

way  have  purchased  two  escalator  sniow'/^"^®'  ^^"  Francisco,  Calif.,  has  ordered/ 
removers  costing  about  $3,000  each  '/for  the  Key  Route  system  from  Ameri--^ 
This  device  built  on  a  caterpillar  tractor z/*^^"  ^^^  Company  fifty-five  double  truck'^ 
rpn    tTiP    fi„or,.;oi^cars   to    be   delivered   in   four    to   five'' 


III//////////////////////////// 

Georgia  Railway  &  Power  Company. ' 

Atlanta.  Ga.,  will  shortly  add  twenty' 

cars  to  its  equipment. 


is    expected    to    lighten    the    financial 7^ '—"^J"    —,  "—■-•—   ■•■   -"-'    -"   •"_'=> 
'burden   of  snow  removal.     THey  were//"'°"        ^"°  *°  '^°^*^  delivered  approxi-'/ 

Charlottesville  &  Albemarle  Railway.//      p-*""""-    P'-w-    s» 
larlottesville,   Va.,    has   installed   andV^ 


v^     Potomac    Public    Service    Company,/ 
Frederick,  Md.,  is  making  rapid  prog-/ 


put  in  operation  its  new  1,500-kw.  G.  E./^ '"^^^   '"  the  erection  of  the  $2,000,000/ 
'  turbine.     The  company  will  now  pur-X/  electric  power  plant  which  is  being  built/ 

5.113  /y  along  the  Potomac  River  at  Williams-/' 


chase    and    install    one    750-hp.    225-lb.^ 


The  buying 
will  continue 

selling  them 
telling  them 


'working  pressure  boiler  with  stoker. 


y.  port,  Md. 

Chicago.  North  Shore  &  Milwaukee^' 
Railroad,  Highwood,  III.,  has  placed  an/ 
order  with  the  General  American  Car/ 
Company,  Chicago,  for  fifteen  gondolas,/" 
and  with  the  Standard  Steel  Car  (Jom-/* 
;pany,  for  twenty  drop  bottom  cars. 


Puget   Sound   Power   &  4.ight  Comv 
pany,    Bellingham,    Wash.,    announces^^ 
J^hat  it  will  rebuild  its  South  Elk  Street^ 
Ijacks   and   repave  between  them   this   - 
at  a  cost  of  approximately  $60,000.^ 


^  (N.  Y.)  City  Railroad  is  in.-' 
.  for   500   new  double-trucfc-' 


Big  Customers  Waiting 

for  light  on  the  equipment,  materials  and  supplies  that  best  meet 
their  needs.  They  read  their  Electric  Railivay  Journal  every  week. 
Keep  telling  them  every  week  what  you  can  do  for  them.  Keep 
telling  them  and  you  will  keep  selling  them.  The  increase  in  sales 
recorded  by  many  advertisers  are  possible  also  for  you.  Keep  your 
message  in  the  Journal  and  get  your  share. 

Make  your  space  show  what  you  think  of  your  product 

Avenue  at  36th  Street,  New  York 


^&  Cincinnati  (Ohio)^ 

to  spend  $300,000]^ 

new    tracks    on, 

in    Covingtonv- 


14 


Electric    Railway    Journal 


March  10,  1923 


"Advice"  from  the  Bleachers 


TWENTY  thousand  roaring  fans  tell 
the  pitcher  just  what  to  do.  But  un- 
moved by  the  clamor,  he  does  what  he 
knows  to  be  right.  Possibly  he  wonders  if 
any  of  those  fans  have  ever  stood  on  the 
mound  and  faced  Babe  Ruth. 

It's  easy  to  give  advice,  but  advice  is  usu- 
ally only  valuable  when  it  comes  from  a  man 
who  has  been  through  the  mill. 

Now,  then,  to  get  down  to  your  business. 
When  a  man  ofifers  you  advice  on  the  opera- 
tion of  Rolling  Stock  or  Power  Plants,  you 
have  the  right  to  ask  him  this  question ; 

Where  did  you  learn  your  trade? 

The    Texaco    Lubrication     Engineer    who 


calls  on  you  would  be  glad  to  have  you  ask 
him. 

For  Texaco  Lubrication  Engineers  are  not 
swivel  chair  engineers.  They  are  at  home 
in  overalls. 

They  know  their  business  in  the  practical 
-.ense. 

When  they  tell  you  to  use  a  certain 
Texaco  Lubricant  for  a  certain  purpose,  they 
knozi'  that  it  will  work  right. 

They  have  watched  it  work  time  and  time 
again,  not  from  the  side  lines,  but  right  along- 
side the  man  in  overalls,  whose  job  it  is  to 
keep  the  equipment  running  at  the  maximum 
capacity  for  the  least  cost. 


TEXACO  recommendations  are  sound 

They  are  made  by  men  who  have  their  feet  on  the  ground. 

Ask  us  for  a  practical  solution  of  any  problem — all  roads  have 
them  once  in  a  while — and  see  for  yourself  how  quickly  Texaco 
Service  and  Texaco   Lubricants  will   banish  the  trouble. 

There  is  a  Texaco  Lubricant  for  every  purpose,  rolling  stock,  power  plant, 

substations  everywhere. 


fir 


^^ 


COMPANY 


DEPT-  R'J'  17  BATTERY  PLACE  *NEW  YORK  CITY 

HOUSTON  -  CHICAGO  '  NEW  YORK 

OFFICES  IN  PRINCIPAL  CITIES 


March  10,  1923 


Electric    Railway    Journal 


16 


Manufactured  in  Canada  by 

Dominion  Wheel  &  Foundries,  Ltd. 

Toronto,  Ont. 


/j/^neii/trudLc 

Means  More  Than  Hardware! 

WE'VE  talked  about  those  25  new  cars  of  the  Ontario  Hydro- 
Electric  Commission  before.  And  they're  worth  talking  about 
some  more ! 
Don't  overlook  the  fact,  please,  that  it's  not  merely  pneumatic  door  en- 
gines alone  that  makes  this  job  worthy  of  your  attention.  It's  the  way  the 
pneumatic  operation  is  backed  up  by  our  doorshaft  and  folding  step 
mechanisms  that  counts  most. 

The  ball  bearing  door  shaft  mechanism  has  taper  thrust  collars  to  allow 
free  movement  no  matter  what  time  and  traffic  may  do  to  throw  the 
platforms  out  of  line.  So,  too,  with  the  ball  bearing  mechanism  for  the 
folding  steps.  Here,  a  thrust  collar  is  used  to  keep  wear  off  of  the 
shaft — plain  or  sleeve  bearings  can't  do  that.  Finally,  the  slide  bar  be- 
tween steps  and  door  shaft  mechanisms  and  the  levers  which  tie  the 
engine  connecting  rods  to  the  door  shafts  are  readily  adjustable. 
Hydro-Electric  safeties  next  year,  the  year  after  and  so  on  will  be  just 
as  responsive  to  pneumatic  manipulation  as  they  are  this  winter. 
National  Pneumatic  Equipment  means  more  than  hardware. 

NATIONAL  PNEUMATIC 

Door  and  Step  Control  Door  and  Step  Operatiing  Mechanism 

Motorman's  Signal  Lights  Safety  Interlocking  Door  Control 

Multiple   Unit  Door  Control 


National  Pneumatic  Company,  Inc. 

Originators  and  Manufacturert 

PRINCIPAL  OFFICE:  SO  Church  St.,  NEW  YORK 

Philadelphia — Colonial  Tru»t  Bldr.  Clilc«»o— MoCormlck  BoUdlnc 

Works— Rahway,  New  Jersey 


16 


Electric    Railway    Journal 


March  10,  1923 


Annouincin^-^eamle^S 

BIAS 


\ 


"to  Eii-diiieei?>^ 

Coil  '^n^^ ,  Repair  $Kop$ 
Aiotor,  Tian^former  axid. 


Furnished  in — • 
Widths  %  in.  and  wider. 
Lengths  36  and  72  yd  rolls. 
Thickness  .005  to  .015  in. 


Seven  Factors 
of  Quality 

High  Dielectric  Strength 

High  Resistance 

Flexibility 

Non  Hygroscopic 

Heat  Resisting 

Chemically  Neutral 

Maximum  Elasticity 


1RVINGT0N  seamless  bias  tape  varnished  cambric  is  made  in  widths  of 
%  in.  and  wider.  Length  36  and  72  yd.  rolls.  Thickness  .005  to  .01 5  in. 
The  advantages  of  a  SEAMLESS  over  a  sewed  bias  tape  are:  It  can  be  con- 
tinuously wound  without  the  necessity  of  stopping  to  cut  out  a  seam.  Absence 
of  seam  avoids  air  pockets  and  the  consequent  lowering  of  dielectric  at  that 
spot.  Can  be  wound  with  a  taping  machine.  Will  successfully  supplant 
method  of  insulating  with  linen  tape  and  the  subsequent  impregnation  with 
insulating  varnish.    Seamless  bias  can  be  wound   with  lap  instead  of  butt  joint. 


Sale*  Repretentative* : 

Mitchell-Rand  Mfg.  Co.,  New  York 

T.  C.  White  Electric  Supply  Co.,  St.  Louis 

E.  M.  Wolcott,  Rochester 
L.  L.  Fleig  &  Co.,  Chicago 
Consumers  Rubber  Co.,  Cleveland 
Clapp  &  Lamoree,  Los  Angeles 

F.  G.  Scofield,  Toronto 


L 


►RVIMGTON  VARNISH  a  INSULATOR 
jLrviiapton..  NewTerse^. 

Established  1905 


(S- 


LARGEST    MANUFACTURERS    OF    VARNISHED     CAMBRIC    IN    THE    WORLD 


March  10,  1923     • 


Electric    Railway    Journal 


17 


A  real  s^mibol  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  (Ml  Gbmpanyi 

New  York  Franklin.  Pa. ^  Chicago 

and  offices  in  principal  cities ^ 


18 


Electric    Railway    Journal 


•       March  10,  1923 


Standardize  on  G-E  Line  Material  and 
be  insured  against  line- down  tie-ups 


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Here  is  the  solution  of  your  over- 
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devices.  They  meet  every  require- 
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and  the  protective  finish,  which  is 
exclusively  "G-E",  is  the  reason. 

Your  G-E  Railway  Supply  Cat- 
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General^Electric 


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Schenectady;  N.Y 


Company 


Sales  Offices  "in    «m» 
all  large  "cities 


Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Publlahed  bjr  McOriw-BlII  Company,  Inc. 

Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


Volume  61 


New  York,  Saturday,  March  10, 1923 


Number  10 


The  Personal  Touch  Is  Necessary 

in  Maintaining  Friendly  Public  Relations 

THE  present  interest  in  fostering  good  relations 
between  the  public  utility  and  its  public  is  excellent. 
Wherever  such  relations  can  be  fostered  on  a  sound 
basis,  no  effort  to  develop  them  is  wasted.  But  to  be 
.successful  the  effort  must  be  based  upon  a  few  funda- 
mental facts.  Otherwise  the  relations  will  fall  like  the 
house  built  upon  the  sand  when  the  storm  comes.  The 
manager  ambitious  to  keep  his  property  right  with  its 
patrons  must  have  high  ideals  of  the  mission  of  the 
property  to  the  community,  must  understand  the  in- 
dividual and  social  characteristics  of  his  patrons  and 
must  know  how  to  convince  his  community  that  he  and 
the  utility  which  he  administers  are  there  to  serve  it 
first  and  make  a  profit  second.  In  no  other  ways  can 
he  keep  from  getting  in  wrong,  and  once  in  he  will  find 
it  hard  to  get  out.  A  tough  proposition?  Yes,  it  takes 
a  real  man  to  solve  it.    But  it  can  be  solved. 

The  public  which  supplies  the  patronage  for  an  elec- 
tric railway  is  something  individually  personal,  not  a 
mass  of  humanity.  These  individuals,  therefore,  must 
be  reached  as  such.  They  do,  of  course,  think  in  groups 
and  even  then  many  think  very  little,  but  unless  they 
are  visualized  as  separate  entities,  "public  relations" 
will  not  get  veiy  far. 

The  manager  must,  therefore,  be  a  "mixer,"  using 
that  overworked  word  in  its  best  sense  of  a  friendly 
man.  The  public  relations  matter  must  begin  at  the 
head,  it  is  something  that  cannot  be  delegated.  The 
manager  personifies  the  railway  to  the  patrons.  They 
must  like  and  respect  him  or  he  cannot  properly  serve 
them.  Good  public  relations  cannot  be  made  by  ma- 
chinery, no  matter  how  ingeniously  devised,  for  ma- 
chinery has  no  heart. 


Service  Must  Come  Ahead  of  Profits 
in  Promoting  Good  Public  Relations 

OBVIOUSLY,  then,  good  public  relations  are  friendly 
relations,  but  they  must  be  based  on  what  really 
interests  the  people  —  good  service.  No  amount  of 
handshaking  and  captivating  talk  will  take  the  place 
of  it.  Better  keep  mum  and  in  the  background  until 
the  service  is  as  good  as  it  can  be  made.  When  good 
service  is  being  supplied  it  is  worth  talking  about.  In 
doing  this  some  simple  rules  can  be  followed,  although, 
people  being  as  they  are,  no  complete  technique  of  good 
public  relations  will  ever  be  developed.  The  following 
appear  to  be  sound: 

Let  the  manager  put  service  ahead  of  profits  in  his 
mind  as  well  as  in  his  words.    Profit  will  follow. 

Let  the  manager  and  his  entire  staff  be  as  integral 
a  part  of  the  community  socially  as  their  service  is 
an  intimate  part  of  its  life. 


Let  the  manager  mellow  his  intelligence  in  putting  a 
message  across  with  sympathy  for  the  public  point  of 
view,  without  necessarily  saying  or  feeling  that  the 
public  is  always  right. 

Let  the  aim  be  to  reach  the  public  as  individuals, 
man  to  man,  utilizing  so  far  as  possible  the  natural 
channels  of  leadership  through  which  the  general  run 
of  people  are  accustomed  to  receiving  their  impressions. 

Many  companies  have  men  who  are  vested  with  the 
particular  task  of  promoting  good  public  relations. 
Where  do  they  come  in  if  this  is  a  kind  of  vrork  which 
cannot  be  delegated  by  the  management?  When  a  com- 
pany can  afford  a  specialist  along  these  lines,  well  and 
good.  But  he  must  do  his  work  as  an  auxiliary  and 
not  as  the  principal  representative  of  the  company  be- 
fore the  public.  Otherwise  he  would  put  the  manage- 
ment in  the  shade  as  far  as  the  public  is  concerned, 
and  render  it  in  effect  and  to  this  extent  supernumerary. 
There  is  plenty  of  study  and  planning  for  a  specialist 
where  the  manager  has  the  right  idea  on  this  subject. 


A  Place  for  College  Men  in 

the  Transportation  Department 

'"pHERE  is  no  great  difficulty  to  interest  young  engi- 
1  neers  coming  out  of  college  in  a  job  in  the  power 
house  of  an  electric  railway.  The  power  house  seems 
to  appeal  to  the  training  these  men  have  had  in  a  way 
that  no  other  place  in  the  organization  does.  Some 
can  be  interested  in  jobs  in  the  mechanical  and  way 
and  structures  departments.  But  practically  none  seem 
to  visualize  any  opportunity  in  the  transportation  de- 
partment. They  are  willing  and  happy  to  don  overalls 
and  get  into  the  grease  of  the  power  plant,  but  seem 
unwilling  to  start  with  a  clerical  job  at  a  division 
headquarters  and  learn  that  phase  of  the  business. 

The  opportunity  here  is  something  that  colleges  can 
well  bring  to  the  attention  of  student  engineers.  The 
transportation  department  of  the  electric  railway  offers 
real  opportunity  for  a  man  to  grow  for  several  reasons. 
In  the  first  place,  there  is  probably  greater  room  for 
improvement  of  the  calibre  of  men  now  in  the  trans- 
portation positions  than  is  true  of  any  other  depart- 
ment. Generally  speaking,  the  men  holding  the  posi- 
tions of  division  superintendents  and  their  assistants 
are  men  who  have  come  up  from  the  ranks  and  who 
have  learned  to  handle  men.  But  they  are  often  hard 
taskmasters  and  have  little  vision  beyond  the  existing 
methods  and  routine.  A  young  engineer  with  energy 
and  initiative,  and  trained  to  think  and  analyze,  would 
thus  step  into  an  almost  virgin  field  in  many  com- 
panies upon  taking  a  place  in  the  transportation  depart- 
ment. Of  course,  he  must  expect  to  start  at  the  bottom 
and  spend  perhaps  two  or  three  years  in  hard  subor- 
dinate positions  while  gaining  a  thorough  grounding. 


396 


ELECThlC      KAILWAY       JOURNAL 


Vol.  61,  No.  10 


That  there  is  need  for  something  more  than  a  boss 
of  men  hardly  needs  argument.  The  transportation 
department  employee  who  develops  the  genius  to  fit 
schedules  to  traffic,  so  that  there  shall  be  the  minimum 
of  unprofitable  mileage,  but  the  maximum  profitable 
use  of  equipment,  and  then,  as  a  boss,  can  turn  his 
trainmen  and  inspectors  into  a  truly  merchandising 
organization,  can  name  his  own  salary. 

The  transportation  department  spends  some  60  per 
cent  of  the  total  operating  expenditures  and  yet  it  is 
probably  the  poorest  manned  of  all  departments.  It 
is  also  the  poorest  paid  of  all  departments,  referring 
to  the  salaried  positions.  But  this  is  an  outgrowth 
of  the  fact  that  these  men  are  from  the  ranks  and  they 
have  not  required  as  much  money,  though  this  is  wrong. 
Had  the  salaries  paid  in  this  department  been  adequate 
to  attract  and  hold  better  men,  the  transportation  de- 
partment would  probably  be  a  better  functioning  ma- 
chine than  it  is  today,  generally  speaking.  At  any 
rate,  there  is  great  opportunity  for  improvement  and 
managements  would  do  well  to  endeavor  to  bring  some 
new  blood  into  this  department  and  give  it  a  chance 
to  grow.  For  the  young  college  men,  this  department 
would  be  no  bed  of  roses,  but  the  chance  for  real 
accomplishment  there  is  so  great  that  it  may  be  quite 
sound  to  say  that  the  young  engineer  will  find  his 
ability  rewarded  more  quickly  here  than  in  strictly 
engineering  pursuits,  where  the  need  for  improvement 
is  much  less  apparent. 


Is  a  Merit  and  Demerit  System 
for  Utility  Service  Possible? 

CAN  utilities  be  graded  as  to  their  service  perform- 
ance to  determine  which  are  living  up  to  their  capa- 
bilities. The  public  service  commissions  of  at  least 
two  states  think  that  they  can.  As  yet,  there  is  no 
report  that  a  service  standard  has  been  drafted  for  elec- 
tric railway  companies,  but  if  the  grading  system  can  be 
applied  to  gas,  electric  light  and  telephone  companies, 
it  may  be  possible  later  to  include  the  railways. 
The  system  as  used  in  Wisconsin  was  described  at  a 
meeting  of  the  commission  engineers  in  Washington 
last  week,  and  it  is  reported  that  the  Illinois  commission 
also  has  a  somewhat  similar  schedule. 

Mr.  Hayden  of  the  Wisconsin  commission  was  very 
careful  to  explain  that  the  system  as  applied  to  the 
utility  companies  was  not  drafted  with  the  thought  that 
they  should  be  graded  like  schoolboys,  with  some  receiv- 
ing honor  marks  and  others  being  conditioned  and  per- 
haps failing  finally  to  graduate.  Nevertheless,  it  is  ob- 
vious that  such  a  merit  and  demerit  system  has  many 
possibilities  for  good,  if  justly  administered. 

Of  course,  allowances  would  have  to  be  made  for  the 
conditions  under  which  the  service  had  to  be  given. 
One  should  not  expect  metropolitan  service  in  a  small 
community.  Nevertheless,  one  of  the  handicaps  of  many 
railways  has  been  that  there  has  been  no  real  standard 
against  which  their  service  can  be  judged.  When  a 
chronic  grumbler  or  a  demagogue  for  political  eflfect 
says  that  the  service  is  poor  compared  with  what  it 
ought  to  be,  no  reply  is  possible.  But  it  would  be  differ- 
ent if  the  company  could  declare  that  its  service  has  been 
classified  on  a  recognized  definite  standard  in  comparison 
with  other  like  properties  and  had  been  found  to  be 
"Grade  A."  It  may  be  also  that  such  a  system  of  grading, 
as  has  been  pointed  out  by  Mr.  Nash  of  Stone  &  Web- 
ster, will  provide  a  basis  for  that  financial  "incentive" 
which  many  think  necessary  in  service-at-cost  franchises. 


Holding  Company  Investors  Carry 
Reorganization  Load 

FAST  on  the  heels  of  the  announcement  of  the  com- 
pletion of  the  plans  for  the  readjustment  of  the 
financial  affairs  of  the  Interborough  Rapid  Transit 
Company,  New  York,  has  come  the  publication  of  the 
terms  of  the  proposed  reorganization  of  the  Brooklyn 
Rapid  Transit  Company  under'  foreclosure.  As  has  been 
detailed  before,  the  underlying  bonds  of  the  companies 
making  up  the  Brooklyn  Rapid  Transit  system  will 
remain  undisturbed.  The  principal  obligation  to  be 
adjusted  is  the  company's  own  $57,243,700  of  three-year 
7  per  cent  notes  due  in  1921  on  which  $20,035,295  in 
interest  will  have  accumulated  by  July  1  next.  In  the 
place  of  this  $77,278,995  of  principal  and  interest 
there  will  be  issued  $62,968,070  of  new  6  per  cent  bonds 
and  $10,303,866  of  6  per  cent  preferred  stock  with 
$4,007,059  to  be  paid  to  the  holders  in  cash.  As  for  the 
tort  creditors,  about  whom  such  a  fuss  was  made  in  the 
newspapers  following  the  terrible  Malbone  Street  acci- 
dent, they  are  to  be  paid  in  full.  These  claims  for  per- 
sonal injuries  are  estimated  at  $2,200,000.  Holders  of 
general  contract  claims  aggregating  $1,500,000  with 
$400,000  of  unpaid  interest  to  July  1,  1923,  will  receive 
$1,150,000  in  the  new  preferred  stock  and  $750,000  in 
cash  according  to  the  plan  proposed.  As  for  the  stock- 
holders, they  must  pay  an  assessment  of  $35  a  share. 

The  net  result  of  the  reorganization  will  increase  the 
funded  debt  to  $139,210,135,  or  more  than  $10,000,000, 
with  an  estimated  annual  interest  charge  of  $6,679,528. 
This,  it  is  said,  is  slightly  less  than  the  amount  paid  on 
this  account  before  the  receivership,  but  a  fair  com- 
parison is  not  possible  because  the  reorganization  plan 
is  subject  to  some  revision  and  because  the  last  report 
made  by  the  company  previous  to  the  receivership  did 
not  differentiate  between  taxes  and  fixed  charges.  Off- 
hand, it  would  seem  that  the  charge  of  $1,500,000  per 
annum  on  the  issue  of  $25,000,000  of  new  6  per  cent 
preferred  stock  accumulative  after  three  years  must 
necessarily  work  to  the  material  detriment  of  the  holder 
of  the  common  issue.  As  a  matter  of  fact  the  holders 
of  the  common  stock  will,  under  the  reorganization,  be 
assured  of  a  small  immediate  income,  for  they  will 
receive  for  the  assessment  62 J  per  cent  in  new  sinking 
fund  6  per  cent  bonds,  while  for  the  balance  of  the  assess- 
ment they  will  receive  preferred  stock.  Moreover,  the 
chance  is  good  for  immediate  appreciation  in  the  value 
of  the  common  share  holdings,  which  will  be  exchanged 
share  for  share.  On  the  basis  of  the  earnings  of  the 
company  for  the  year  ended  June  30,  1922,  it  has  been 
estimated  that  the  dividend  on  the  preferred  stock  is 
being  earned  2.84  times,  with  3.5  per  cent  left  for  the 
common. 

As  Judge  Mayer  explained,  it  was  a  very  difficult  job 
to  reconcile  the  representatives  of  the  various  security 
holders  to  a  workable  plan  not  too  onerous  in  its  terms 
to  any  of  the  holders.  All  that  remains  to  be  done 
now  is  to  work  out  the  details  inherent  in  every  impor- 
tant plan  of  reorganization  and  then  to  present  the  plan 
to  the  Transit  Commission.  It  is  interesting  to  note 
that  whereas  in  the  Interborough  Rapid  Transit  read- 
justment that  company  divested  itself  of  the  surface 
lines  in  New  York  and  Queens  to  devote  itself  to  the 
intensive  development  of  the  rapid  transit  lines,  the 
Brooklyn  reorganization  contemplates  the  possible  future 
reacquisition  of  the  Brooklyn  City  Railroad,  now  re- 
stored to  a  good  degree  of  prosperity  and  a  dividend- 
paying  basis. 


March  10,  1923 


Electric    Railway    Journal 


397 


Rerouting  Would  Save  Money 
in  Richmond 

By  Rerouting  and  Other  Service  Changes  Requiring  a  Very  Slight  Capital  Expenditure  for 

Special  Trackwork  Only,  a  Saving  of  More  than  $250,000  Annually  Is  Possible 

Principles  of  Rerouting  Are  Laid  Down — Other  Economies  Are  Suggested 


THE  report  on  the  Richmond  railway  property  for 
the  City  Council  of  Richmond,  Va.,  being  made 
by  John  A.  Beeler  of  New  York,  concludes  with 
a  suggested  rerouting  plan.  Briefly,  it  declares  that 
without  the  addition  of  any  new  equipment  or  the  build- 
ing of  any  new  lines  or  tracks  except  a  few  minor 
connections  more  than  $250,000  can  be  saved  annually 
by  the  plan  proposed. 

Previous  abstracts  of  sections  of  this  report  have 
been  published  as  they  have  been  made  public  by  the 


this,  with  the  improved  operating  method  suggested, 
the  saving  already  mentioned  may  be  expected. 

It  is  believed  that  with  these  changes  a  fair  return 
on  a  fair  valuation  will  be  immediately  available. 

Routing  and  Service  ' 

In  this  final  section  of  his  report  Mr.  Beeler  not  only 
outlines  a  system  of  rerouting  for  the  Richmond  lines 
but  lays  down  a  set  of  principles  of  routing  and  service. 
Routing,  he  says,  is  a  vital  factor  in  the  successful 


Downtown  Car  Flow  C'hartH  Under  Fre8«nt  and  Proposed  Boating.  The  FlirureH  Indicate  CarN 
Scheduled  in  Maxtmum  Hour,  5  to  6  P.M. 


Council  and  have  appeared  in  the  issues  of  this  paper 
for  Dec.  9,  1922;  Jan.  27  and  Feb.  10,  1923.  Briefly 
their  contents  may  be  summarized  as  follows: 

First,  the  cost  to  reproduce  the  property  as  it  exists 
today  and  the  company's  actual  cumulated  investment 
from  the  date  of  its  organization  to  the  present  time 
are  given. 

The  status  of  the  securities  issued  is  then  treated  in 
detail,  with  their  proper  allocation  to  the  Richmond 
railway  division. 

Then  the  report  describes  the  financial  methods  and 
practices  of  the  railway  from  its  organization  to  the 
present,  with  a  statement  of  the  service  rendered,  the 
expenses  and  taxes  in  detail  by  years  from  1911  to 
date.  The  income  and  outgo  are  analyzed,  and  the  rate 
of  return  ascertained  for  each  year. 

Next  a  survey  of  the  passenger  and  traflSc  movement 
is  presented,  showing  that  the  present  movement  has 
long  been  obsolete.  A  new  routing  plan  is  proposed, 
which  will  lessen  congestion  in  the  downtown  section 
and  provide  quicker,  more  direct  and  better  service.    By 


operation  of  a  street  railway  property.  It  should  be 
watched  continually.  A  routing  correct  today  may  not 
be  suitable  a  year  hence.  Cars  should  be  so  routed  as 
to  serve  best  the  riding  public  by  carrying  them  where 
they  want  to  go  directly,  quickly  and  economically.  To 
transport  passengers  economically,  the  car  service  must 
be  adjusted  to  the  traffic  demands,  and  to  carry  them 
quickly  the  routing  must  be  such  as  to  avoid  traffic 
congestion. 

Usually  the  demand  confronting  a  street  railway  is 
for  transportation  between  the  manufacturing  or  busi- 
ness sections  of  a  city  and  the  residence  districts.  Two 
methods  have  been  developed,  namely,  loop  routing, 
where  the  cars  loop  in  the  business  section  and  return, 
and  through  routing,  where  cars  operate  from  one  side 
of  the  city  through  the  downtown  section  to  another 
district.  Some  cities  adopt  one  plan  and  some  the 
other.  In  Richmond,  a  combination  of  the  two  is  found. 
The  best  solution  depends  on  the  riding  characteristics. 
If  the  demands  for  service  in  two  different  districts  are 
about  the  same,  through  routing  is  the  better,  as  it 


Present  and  Proposed  Routes,  Richmon  d  Rerouting  Plan 


March  10,  1923 


Electric    Railway    Journal 


S99 


eliminates  loop  mileage,  usually  unproductive,  and 
reduces  turning  movements  in  the  basiness  section, 
where  congestion  is  most  acute.  On  the  other  hand, 
if  the  demands  are  not  approximately  the  same,  loop 
routing  may  be  preferable,  because  if  through  routing 
were  used  either  one  section  would  be  under-serviced 
at  the  expense  of  the  other  or  more  cars  would  be  run 
lightly  loaded  in  the  first. 

Short-lining,  or  turning  back  a  part  of  the  service  at 
some  intermediate  point  instead  of  running  it  all  to 
the  end  of  the  line,  should  always  be  cpnsidered  in 
any  routing  plan.  This  not  only  promotes  more  efficient 
operation  but  it  distributes  the  service  more  justly. 

Before  recommendations  for  improving  transporta- 
tion in  the  city  of  Richmond  were  formulated  it  was 
necessary  to  obtain  and  digest  a  large  amount  of  mate- 
rial with  regard  to  the  operation  of  the  cars  at  all  times 
of  day,  as  well  as  movements  of  people  and  vehicles,  and 
traffic  conditions  generally  throughout  the  city.  The 
company  co-operated  by  furnishing  schedules  of  all 
lines,  route  maps  and  much  other  valuable  information. 

To  study  car  loading  and  operating  conditions  of 
individual  lines,  more  than  100  trips  covering  all  routes 
were  made  by  trained  observers  and  carefully  analyzed. 
The  records  of  these  trips  show  the  actual  observed 
running  time  of  the  car  over  the  various  sections  of 
the  route,  the  locations  where  stops  were  made,  the 
passenger  interchange  at  each,  and  the  delays  and  their 
causes.  These  rides  were  made  at  all  periods  of  the  day, 
special  attention  being  given  to  obtain  average  rush- 
hour  and  non-rush  conditions.  Charts  were  made  to 
show  graphically  the  information  obtained,  so  as  to 
have  them  available  for  study  of  the  individual  condi- 
tions of  each  route.    A  typical  one  is  reproduced. 

A  series  of  traffic  counts  was  made  to  show  the  total 
demands  for  service  at  the  principal  controlling  points 
in  the  city.  The  counts  show  the  total  number  of  riders 
passing  these  points  for  all  periods  of  the  day  from 
6  a.m.  until  midnight.  The  passenger  loads  were  tabu- 
lated by  fifteen-minute  periods  in  the  rush  hours,  and 
by  thirty-minute  periods  in  the  non-rush.  Charts 
similar  to  that  reproduced  were  then  prepared  to  show 
similar  information  in  graphical  form.  Special  observa- 
tions were  taken  of  traffic  at  congested  points  in  the 
business  district  and  during  the  rush  hours  at  selected 
locations  where  conditions  were  bad. 

Layout  op  the  City 

The  city  of  Richmond  has  a  rather  rugged  topog- 
raphy. It  is  divided  into  two  main  portions  by  the 
James  River,  which  runs  near  the  center  of  the  city. 
The  northern  section  is  divided  further  by  Shockoe 
Creek,  which  runs  in  a  deep  valley  between  the  hill  on 
which  the  business  district  is  built  and  the  residential 
sections  to  the  north  and  east.  Several  industries  re- 
quiring transportation  facilities  are  located  in  this 
valley.  The  separation  of  the  city  into  districts  by  this 
topography  has  necessitated  the  construction  of  several 
bridges  and  viaducts.  Naturally  the  distances  to  be 
covered  are  fairly  great,  causing  a  decided  increase  in 
demands  on  the  transportation  system. 

Service  is  now  given  by  eighteen  routes  regularly 
operated  in  the  base  hours,  supplemented  by  various 
"tripper"  cars  for  the  rush.  On  the  average  weekday 
some  134  cars  are  in  operation  in  the  base.  During 
the  rush  periods  this  service  is  built  up  to  182  cars 
in  the  morning  and  195  in  the  evening.  The  passenger 
averages  show  that  there  are  more  than  enough  seats 


furnished  everywhere  in  the  city  at  all  periods  of  the 
day.  Even  in  the  rush  periods  from  6  to  9  a.m.  and  4 
to  7  p.m.  there  is  no  place  where  the  total  passengers 
exceed  the  total  seating  capacity.  Nevertheless,  if  the 
cars  do  not  come  at  the  right  time,  there  may  be  more 
than  enough  seats  furnished  in  any  given  period  and 
yet  passengers  may  be  obliged  to  stand.  Irregular 
loading  and  spacing  are  characteristic  of  the  Richmond 
service. 

Present  and  Proposed  Routing 

The  eighteen  routes  forming  the  major  service  in 
Richmond  were  laid  out  more  as  a  result  of  competi- 
tion than  with  regard  to  the  present  needs  of  tlie 
residents  they  serve.  There  is  much  duplication,  and 
many  lines  are  indirect  and  inefficient.  The  present  and 
proposed  routes  are  shown  on  the  accompanying  maps, 
which  are  not  drawn  to  scale. 

In  the  new  routing  much  of  the  duplication  mentioned 
is  eliminated,  and  the  routes  are  more  direct.  It  will  be 
easier  to  build  up  the  rush-hour  service.  Congestion 
in  the  business  district  will  be  reduced,  especially  in  the 
peak  hours,  so  that  all  car,  vehicle  and  pedestrian  move- 


8     9    10    II    12 


6789I0    1II2IE34567 
A.M.  P.M. 

Leaving  Westbound  «+  5th  oinci   Main 

Traffic  Count  of  Cars  on  Main  Strept  I.inr,  Taken 
by  Fixed  Obaerrer 

This  is  a  througli  east  and  west  line,  and  westl>ound  cars  are 
cliarted  in  both  of  these  cases. 

ments  will  be  speeded  up.  The  time  required  for  a 
patron  to  reach  his  destination  should  be  reduced,  and 
in  many  instances  the  headways  will  be  improved 
materially. 

A  comparison  of  these  routes  shows  that  those  pro- 
posed are  more  direct  than  at  present.  The  arrange- 
ment is  such  as  to  accommodate  the  riding  public  as 
well  as  may  be  with  the  limitations  of  track  and 
topography.  More  through  routes  are  provided,  thus 
increasing  the  delivery  area  for  such  lines  and  decreas- 
ing the  amount  of  transferring.  Of  the  transfers  that 
may  be  necessary  under  the  new  routing,  more  are  made 
outside  the  downtown  district,  so  that  this  source  of 
congestion  will  be  lessened.  Fewer  cars  also  are  turned 
back  in  the  heart  of  the  city.  This  will  reduce  the 
congestion.  It  also  will  better  serve  the  stores  in  this 
district  and  beyond,  since  more  of  the  patrons  will  be 
able  to  take  their  cars  without  a  walk  to  some  point 
removed  a  considerable  distance. 

The  plan  will  commend  itself  in  the  rush  hours  espe- 
cially. The  traffic  graphs  reproduced  show  the  present 
and  proposed  number  of  cars  scheduled  in  the  maximum 
evening  hour,  between  5  and  6  o'clock.  At  present  the 
worst   points   on   the   system   are   on    Broad   between 


400 


Electric    Railway    Journal 


Vol.  61,  No.  10 


Seventh  and  Eighth,  and  on  Main  between  Eighth  and 
Ninth.  The  trouble  is  due  to  the  large  number  of  cars 
looping  in  these  squares.  With  the  rerouting  this 
source  of  congestion  will  be  reduced  materially.  The 
present  operation  is  further  complicated  by  the  cross- 
over movements  at  Seventh  and  Broad  and  Eleventh  and 
Broad.  With  the  new  routing  these  movements  will  not 
be  made  in  the  rush  hours,  the  cars  going  straight 
through.  All  left-hand  turns  at  Seventh  and  Broad 
will  be  eliminated,  while  similar  turns  at  Ninth  and 
Broad  will  be  reduced  to  less  than  a  third  the  number 
now  made. 

On  Main  Street  conditions  will  be  improved  about 
equally.     All  the  left-hand  turns  at  Ninth  and  Main, 


500 
400 


Observations  taken  August  31,  September  I,  I9Z2 


9      10    II      12     I       2      3     4     5      6      7      8 
A.M.  P.M 

Arriving  Eas+bound   at  5th  and   Franklin 


10     II     I? 


TratDc    Count   of  .litnrys   on   Jitney    Ronte    No.   1 

This  route  serves  the  "fan-shaped"  residential  district  in  the 
western  part  of  the  city,  3,000  ft.  wide  at  its  widest  part,  now 
without  direct  car  lines  going  downtown.  Both  charts  show  in- 
bound traffic.  The  point  of  observation  in  the  upper  chart  is 
part  way  "downtown."  The  ol)servations  in  the  lower  chart  are 
In  the  business  district.  The  charts  show  much  unused  jitney 
service. 

except  those  made  by  the  Westhampton  cars,  will  be 
eliminated.  At  Seventh  and  Main  the  left-hand  turns 
will  be  reduced  from  forty-three  to  twenty-four. 

The  total  turning  movements  scheduled  at  present  are 
402.  With  the  proposed  routing  they  will  be  reduced  to 
264.  The  gain  is  largely  in  the  reduction  of  left-hand 
turns,  as  will  be  seen  from  the  detailed  figures.  A  com- 
parison of  totals  follows: 


Car  Movements 


Reduction 


Present  Proposed  Number  Per  Cent 

Number  of  left-hand  turns 266i         136  130i         49.0 

Number  of  right-hand  turns.  ..  .    135|  128  71  5.5 

Total  turning  movements   402  264  138  34.4 

It  is  generally  conceded  that  the  left-hand  tui-n  is 
much  more  difficult  and  conducive  to  congestion  than 
the  right-hand  turn.  In  this  case,  while  the  total  turns 
proposed  are  one-third  less  than  at  present,  the  number 
of  left-hand  turns  proposed  has  been  reduced  nearly 
50  per  cent.  Another  improvement  is  that  the  num- 
ber of  cars  scheduled  in  opposing  directions  on  a  street 
is  more  nearly  equal.  This  is  desirable  as  two  streams 
of  cars  can  be  moved  through  an  intersection  almost 
as  quickly  as  one.  With  the  rerouting  in  effect  the 
total  congestion  from  car  movements  in  the  downtown 
section  will  be  reduced  more  than  a  third.  All  move- 
ments, both  car  and  vehicular,  will  be  accelerated.  The 
other  recommendations  for  the  relief  of  traffic  conges- 
tion should  assist  still  further. 

Due  to  the  economies  recommended  it  is  possible  to 
handle  the  business  with  somewhat  fewer  cars  than  now 
in  use.    Each  car  will  make  more  mileage  and  provide 


more  service  than  with  the  existing  methods.  The 
safety  cars  will  be  used  to  best  advantage,  thus  improv- 
ing the  service  for  a  larger  share  of  the  public. 

Extensions 

Due  to  conditions  of  unbridled  competition  existing 
when  the  present  street  car  lines  were  begun  too  much 
track  was  constructed  for  the  best  interests  of  the 
public.  Since  that  time  the  city  has  grown  very 
greatly.  The  development,  to  a  great  extent,  has  been 
along  the  street  car  lines,  but  even  so  there  are  certain 
lines  which  have  not  earned  as  yet,  nor  are  likely  to 
earn  in  the  near  future,  enough  to  justify  their  exist- 
ence apart  from  the  general  good  to  the  city. 

In  planning  new  lines  it  is  desirable  to  consider  all 
the  factors  likely  to  influence  city  growth,  so  that  the 
mistakes  of  the  past  may  not  be  repeated  in  the  light 
of  more  experience. 

The  Jitney  Situation 

As  in  many  other  cities,  competition  to  the  street 
ears  sprang  up  a  few  years  ago  in  the  form  of 
"jitneys,"  principally  Ford  touring  cars,  carrying  pas- 
sengers for  a  5-cent  fare  directly  along  the  street 
railway  routes.  The  operation  of  these  jitneys  was 
conducted  in  an  irresponsible  manner,  and  traffic  con- 
gestion increased  to  the  point  where  all  vehicle  move- 
ments were  affected  adversely.  The  situation  finally 
became  so  serious  that  the  city  was  forced  to  adopt 
regulatory  measures.  During  the  past  summer  an 
ordinance  was  adopted,  among  other  things  licensing 
the  drivers,  fixing  the  fare  at  8  cents,  and  providing 
for  indemnity  insurance.  Operation  was  restricted  to 
five  regular  routes,  covering  a  large  portion  of  the  city. 
This  ordinance  has  clarified  the  situation  and  has 
brought  the  operation  of  jitneys  within  the  supervision 
of  the  city  authorities.  Up  to  the  present  time  but  one 
of  the  routes  has  been  operated  regularly.  This  is 
known  officially  as  "Route  No.  1,"  and  runs  through  the 
"fan-shaped  district"  in  the  West  End  section  of  the 
city. 

A  special  investigation  of  the  jitney  traffic  was  made 
in  accordance  vdth  the  request  of  the  Council  commit- 
tee. The  data  are  charted  in  an  accompanying  diagram. 
In  the  eighteen  hours  covered  by  the  check  the  jitneys 
on  this  one  route  carried  4,017  passengers  westbound 
and  4,309  eastbound,  as  determined  at  the  maximum 
point.  Laurel  Street.  This  compares  with  12,454  car- 
ried westward  and  13,131  carried  eastward  on  the 
Broad  Street  cars,  and  6,419  westbound  and  6,152  east- 
bound  passengers  on  the  Main  Street  cars. 

The  maximum  number  of  jitneys  observed  was  fifty- 
six  in  one  fifteen-minute  period.  This  is  at  the  rate 
of  nearly  four  per  minute,  and  represents  almost  the 
limit  from  the  standpoint  of  congestion.  While  the 
headways  were  very  close,  the  advantage  to  the  indi- 
vidual was  not  equally  great,  as  the  usual  allowance 
per  jitney  is  four  passengers,  and  frequently  prospec- 
tive passengers  have  to  wait  considerable  periods  before 
they  can  obtain  transportation  by  this  method. 

To  carry  this  business  ninety-nine  machines  actually 
were  in  operation  at  some  time  during  the  day  of  the 
counts.  Presumably  at  the  very  least  ninety-nine  men 
were  engaged  in  the  business  of  operating  these  cars. 

Equal  or  better  service  could  have  been  offered  by 
the  street  railway  with  some  twelve  safety  cars,  with 
not  more  than  twenty-four  men  as  operators  for  the 
entire  eighteen  hours.     This  would  furnish  the  same 


March  10,  1923 


Electric    Railway    Journal 


401 


number  of  seats  throughout  the  day  as  the  jitneys  had 
during  the  rush  hours,  or  nearly  twice  as  many  as  were 
running  in  the  non-rush  hours. 

Jitney  service  costs  considerably  more  to  operate 
than  equivalent  street  car  service.  This  has  been 
proved  many  times  and  under  widely  varying  condi- 
tions. The  reason  the  business  survives  is  because  any 
individual  may  engage  in  it  and  be  satisfied  with  day 
wages.  In  fact,  some  persons  will  run  their  machines  a 
few  hours  each  day  in  addition  to  some  other  line  of 
work.  The  jitneys  as  at  present  operated,  even  with 
the  excellent  provisions  of  the  ordinance  now  in  force, 
do  not  have  anything  like  the  safeguards  required  of 
a  responsible  corporation,  either  with  respect  to  service 
or  damages.  There  is  no  way  of  collecting  damages 
beyond  the  amount  of  the  insurance,  though  several 
people  may  be  involved  in  an  accident.  Neither  is  the 
public  assured  of  adequate  service,  as  there  is  no  method 
by  which  the  jitney  operator  may  be  forced  to  run  his 
machine,  or  by  which  individuals  may  be  obliged  to 
engage  in  the  jitney  business. 

Up  to  date  the  jitneys  have  not  been  taxed  nearly 
as  heavily  as  the  corporations,  nor  have  they  been 
obliged  to  assist  in  paying  for  paving  and  its  main- 
tenance. The  street  railway  pays  taxes  equivalent  to 
nearly  10  per  cent  of  the  gross  receipts  and,  in  addition, 
installs  and  maintains  a  considerable  portion  of  the 
paving  on  streets  where  it  operates. 

Estimated  Savings  of  Proposed  Car  Service 

The  plan  outlined  in  the  preceding  discussion  has 
been  laid  out  with  a  view  to  giving  the  best  service 
for  the  entire  city  of  Richmond.  The  operation  will 
also  be  conducted  with  regard  to  economy  and  efficiency. 
Schedules  based  on  this  plan  show  savings  in  every 
department,  due  to  a  reduction  in  car-miles  or  car-hours 
operated.  Those  calculated  have  been  the  savings  in 
maintenance,  power,  and  trainmen's  wages.  Savings 
in  other  accounts,  such  as  supervision  of  transporta- 
tion, accidents,  damages,  and  general  miscellaneous 
expenses,  have  not  been  estimated,  though  there  will 
be  some  reduction  in  these  items.  On  the  above  basis, 
the  total  saving  from  routing  and  service  changes  will 
amount  to  $251,790  annually.  The  only  capital  expendi- 
tures required  are  for  a  revision  in  the  special  work  at 
four  points.  To  offset  these,  there  is  a  certain  amount 
of  track  to  be  retired,  so  that  the  capital  account  should 
not  be  increased,  and  there  should  be  no  addition  to  the 
fixed  charges.  As  new  cars  are  not  needed  to  put  the 
entire  program  in  effect,  there  should  be  no  delay  in 
proceeding  with  it. 

Effect  of  Savings  on  Finances  of  Company 
Based    on    the    latest    information    available,    the 
revenues    and    expenses    of    the    Richmond    railway 
division,  operating  on  a  6-cent  fare,  are  approximately 
as  follows: 


Gross   earnings    ii  VtW ihn     *^'*^^'"'"' 

Operating  expenses    *  '   o^'cnn 

tIxIs'!"'.^.".\'.  .''."'!  .'■.T.'!!'!' .  ■. : '. : : : : :      251:600    2,179.000 

t     442,000 
49,400 


Other  income  less  deductions 


Net  Income   

Sinking  fund  charges 


51,200 


Amount  available  for   Interest,  etc. 


The  above  amount  is  almost  exactly  6  per  cent  on  the 
reproduction  cost  of  the  property  new,  less  depreciation. 


Typical  Car  Loading  Carves,  Tslcen  by  Obsrrver  on   Car 

The  verticals  above  and  below  the  zero  line  show  the  number  of 
passengers  boarding  and  leaving  the  car  at  each  stop. 

of  $7,355,000  as  determined  by  the  Beeler  organization. 
A  7  per  cent  return  on  the  valuation  would  call  for 
$515,000  in  round  figures. 

With  the  successful  inauguration  of  the  more  efficient 
routing  and  scheduling  just  proposed,  there  will  be  an 
increase  in  the  net  income  of  some  $252,000  annually, 
bringing  the  total  net  up  to  $692,000  annually.  After 
deducting  from  this  the  $515,000  required  to  pay  7 
per  cent  on  the  investment,  $177,000  will  remain,  which 
may  be  applied  for  lowering  the  fare  or  for  other  pur- 
poses. A  return  to  the  flat  fare  of  5  cents  at  the 
present  time  would,  undoubtedly,  reduce  the  gross 
revenues  practically  one-sixth  or  about  $437,000.  To 
make  this  possible  and  at  the  same  time  permit  a  7 
per  cent  return  would  require  some  $260,000  additional 
savings.  This  rate  of  return  is  used  for  purposes  of 
illustration  only. 

Further  Economies  Possible 

The  economies  already  recommended  may  be  obtained 
with  a  few  minor  changes  in  track.  With  the 
co-operation  of  the  authorities  and  the  public,  other 
improvements  can  be  made  with  further  economies. 
There  is  no  reason  why  practically  all  the  service  in 
Richmond  cannot  be  given  with  one-man  car»,  if  the 


402 


Electric    Railway    Journal 


Vol.  61,  No.  10 


methods  already  recommended  for  traffic  control  and 
rush-hour  loading  are  employed.  This  would  require 
the  purchase  of  additional  equipment  if  the  safety  type 
of  car  is  used.  For  certain  purposes  the  best  of  the 
two-man  cars  may  be  remodeled  to  give  fair  service  with 
one  man,  although  of  course  they  will  be  inferior  to  cars 
designed  for  the  purpose.  By  a  careful  readjustment 
of  the  stopping  places  throughout  the  city  to  conform 
to  the  standard  of  eight  per  mile  as  nearly  as  prac- 
ticable, patrons  would  be  afforded  faster  and  better 
service,  and  at  the  same  time  further  operating  savings 
would  result. 

The  re-establishment  of  an  effective  power-saving 
device,  followed  up  energetically  by  the  management 
and  co-operated  in  by  the  men  should  save  a  considerable 
amount  of  the  power  now  used.  Other  companies  have 
been  able  to  reduce  their  power  bills  10  per  cent  or 
more  in  this  way,  and  Richmond  should  do  as  well. 
Were  the  jitneys  eliminated  the  company  undoubtedly 
would  be  able  to  get  a  large  share  of  their  patronage 
and  should  add  some  $125,000  to  the  net  earnings. 
None  of  these  economies  should  interfere  with  the  re- 
quirements of  good  service,  but  on  the  contrary,  if 
properly  carried  out,  they  should  improve  the  perform- 
ance of  the  cars  and  give  better  results  for  the  public. 

The  trend  in  traction  settlements  for  some  years  past 


has  been  strongly  toward  the  service-at-cost  plan.  The 
one  serious  defect  in  this  method,  however,  is  that  with 
valuation  fixed  and  rate  of  return  determined,  manage- 
ments naturally  are  content  to  proceed  along  lines  of 
least  resistance.  Indeed,  under  such  conditions,  it  is 
most  unusual  that  one  will  make  strenuous  efforts  to 
reduce  the  rate  of  fare.  To  stimulate  a  management 
to  strive  for  the  highest  attainments  there  must  be 
an  incentive. 

A  plan  can  be  provided  whereby  the  benefits,  result- 
ing from  efficient  management  may  be  shared  by  the 
public  and  the  owners  of  the  property.  For  illustration, 
suppose  the  company  be  allowed  to  earn  7  per  cent  on 
its  valuation  with  the  present  rate  of  fare.  The  adop- 
tion of  the  improved  routing,  together  with  the  applica- 
tion of  economies  set  forth  herein,  should  prove  more 
than  sufficient  for  this.  The  savings  may  be  used  to 
reduce  the  fare.  As  the  fare  is  reduced,  allow  the 
company  to  earn  an  increased  rate  of  return  if  it  can 
do  so  by  operating  more  efficiently.  For  instance,  if 
the  fare  can  be  reduced  to  5i  cents  (or  nine  tickets  for 
50  cents),  the  return  may  be  increased  to  7^  per  cent; 
should  the  fare  be  reduced  to  5  cents  the  return  may  be 
8  per  cent,  and  so  on.  With  such  an  incentive  the 
company  should  exert  all  its  energies  toward  giving 
the  best  possible  service  at  the  lowest  possible  fare. 


New  Cars  Embody  Unusual  Features 

Kansas  City  Railways'  Multiple-Unit  Cars  Are  Used  in  Trains  in  Rush  Hours,  with  Three  Men  for  Two 

Cars,  and  as  Single  Units  in  Non-Rush  Periods — Facilitate  Handling  of  Peak 

Load,  with  Operating  and  Investment  Costs  Minimized 

By  E.  B.  Sanders 

Publicity  Manaifer  Kansas  City  (Mo.)   Railways 


IN  ORDER  to  provide  equipment  which  can  be  oper- 
ated most  economically  and  efficiently,  the  Kansas 
City  Railways  has  recently  placed  in  operation  twenty 
new  multiple-unit  cars  built  by  the  G.  C.  Kuhlman 
Car  Company  of  Cleveland,  Ohio.  The  control  equip- 
ment of  these  new  "1400"  type  cars,  as  they  are  known, 
is  so  designed  that  they  can  be  operated  not  only  in 
two-car  trains  with  three  men,  but  also  as  single  units 
with  either  one  or  two  men.  The  many  steep  grades 
and  short  curves  in  Kansas  City  have  made  the  use 
of  large  trailers  impracticable.  Accordingly,  the  new 
trains  consist  of  two  motor  cars  rather  than  one  motor 
car  and  a  trailer. 

These  new  cars  were  built  from  the  specifications 
of  the  "1100"  and  "1200"  type  cars  which  have  been  so 
successfully  used  since  1915.  A  few  minor  changes 
were  introduced  in  the  new  cars,  and  are  also  being 
built  into  the  "1100"  and  "1200"  type  cars  in  the 
Kansas  City  Railways  shops.  The  new  cars  are  equipped 
with  Westinghouse  standard  HL  control,  four  General 
Electric  247  motors,  the  Safety  Car  Devices  Company 
air  brakes,  and  the  St.  Louis  Pneumatic  Devices  Company 
rear-end  door  control. 

An  unusual  feature  of  this  equipment  is  that  the  HL 
control  has  been  combined  with  the  Safety  Car  Devices 
Company  equipment  on  double-truck  cars  embodying  the 
one-man  operating  features.  All  safety  features  em- 
bodied on  the  one-man  type  of  car  have  been  applied 


to  this  new  equipment,  and  in  addition  to  this  a  new 
type  of  rear-end  control  has  been  worked  out.  The 
rear  doors  on  these  cars  can  be  controlled  by  conduc- 
tor's valve,  or  by  a  street  collector's  valve  on  the  outside 
of  the  car  near  the  rear  doors.  All  apparatus  used  to 
make  connections  for  two-car  train  operation  is  a  per- 
manent part  of  the  car  equipment,  so  there  is  no  delay 
in  coupling  up  single  units  for  train  operation. 

A  matter  of  special  interest  was  the  working  out  of 
satisfactory  coupling  connections.  For  many  reasons 
it  was  desired  to  operate  the  trains  with  only  one  trolley, 
which  necessitated  the  carrying  of  a  bus  line,  in  addi- 
tion to  the  control  wires,  through  the  coupler.  The  Tom- 
linson  automatic  coupler  was  adapted  with  minor 
changes  in  anchorage.  Installed  on  one  side  of  the 
coupler  head  is  the  bus  line  circuit,  and  on  the  opposite 
side  the  necessary  HL  control  wires,  compressor  syn- 
chronizing wire,  door  signal  wire  and  conductor's  sig- 
nal ;  all  this  is  in  addition,  of  course,  to  the  air  connec- 
tions. Just  back  of  the  coupler  is  installed  a  group  of 
di.sconnecting  switches  which  couple  simultaneously 
with  the  air  connections  of  the  coupler,  so  that  with  one 
operation  the  air  cocks  are  closed  off  and  the  electric 
disconnections  made.  In  this  way  whenever  the  cars 
are  operated  as  single  units  the  coupler  is  dead. 

All  doors  on  the  cars  are  interlocked  with  the  brakes, 
and  it  is  impossible  to  start  a  car  or  train  with  any  of 
the  doors  open.     The  motorman  also  has  signal  lights 


March  10,  1923 


Electric    Railway    Journal 


403 


Two-Car  Train  in  Service,  Trolley  Used  on  Head  Caj-  Only 


which  show  when  the  doors  are  closed,  and  he  is  gov- 
erned by  these  lights,  not  starting  until  the  lights  show 
that  the  doors  are  all  closed. 

All  cars  are  equipped  with  the  standard  M-28  type  of 
brake  valve  which  controls  the  front  door  operation. 
The  rear  doors  are  controlled  by  the  conductor's  valve 
or  street  collector's  valve.  It  is  impossible  to  open  or 
close  these  rear  doors  from  one  valve,  without  the  other 
valve  being  in  "door  closed"  position,  as  they  are  con- 
nected in  series  and  operate  separately  by  means  of  a 
double  check  valve  and  relay  valve  which  also  interlocks 
the  door  with  the  brake  system.  If  the  doors  are  opened 
while  the  car  or  train  is  moving,  brake  application  is 
immediately  made.  The  equipment  on  all  cars  is  iden- 
tical and  it  is  possible  to  make  connection  through  the 
Tomlinson  automatic  coupler  with  the  cars  in  any 
position.  With  the  coupler  disconnecting  switches 
closed,  that  is,  when  current  is  on  the  second  car  through 
the  bus  line,  the  cut-out  cock  is  open,  permitting  the 
passage  of  air  into  the  brake  system  on  the  second  car. 
If  for  any  reason  the  coupler  connection  is  broken  or 
car.^  are  .separated  without  first  closing  the  disconnect- 


ing switches  and  cut-out  cock,  the  emergency  air  line  in 
the  braking  system  opens  to  atmosphere  through  the 
coupler  head,  setting  the  brakes  on  both  cars  in  emer- 
gency. If  by  mistake  the  operator  neglects  to  open  the 
disconnecting  switches  and  simply  pulls  the  coupler  open 
to  disconnect  the  train,  thus  leaving  the  points  alive  on 
the  coupler,  the  cars  as  separate  units  cannot  be  moved 
until  the  disconnecting  switches  are  closed.  This  inter- 
locking feature  is  accomplished  by  having  the  cut-out 
cock,  which  is  placed  in  the  air  line  to  the  coupler, 
operated  by  the  same  mechanism  that  operates  the  dis- 
connecting switches.  This  combined  operation  is  per- 
formed by  the  manipulation  of  a  small  handle  mounted 
under  the  bumper  iron  on  each  car. 

In  respect  to  doors  and  steps,  both  front  and  rear 
platforms  are  the  same.  The  doors  are  handled  with 
the  air  valve,  opening  to  the  full  width  of  the  plat- 
form. The  rear  platform  is  equipped  with  a  conductor's 
rail,  and  folding  seats  for  passengers.  The  front  plat- 
form is  the  same  as  any  other  standard  platform  on  this 
class  of  eouipment,  with  the  exception  of  a  motorman'a 
I'ailing  and  a  .swinging  gate  which  when  closed  permits 


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404 


Electric    Railway    Journal 


Vol.  61,  No.  10 


loading  only  through  the  front  half  of 
the  door.  If  desired  for  two-man 
operation,  however,  this  gate  may  be 
locked  open. 

Both  the  passenger  and  conductor's 
signal  systems  are  a  little  different 
from  those  usually  used  for  train 
operation.  The  passenger  signal 
reaches  only  the  conductor,  who  in 
turn  relays  it  to  the  motorman.  The 
passenger  push  buttons  are  the  Fara- 
day high-tension  buzzer  buttons  con- 
nected to  Faraday  buzzers.  The 
Faraday  single-stroke  bell  is  used  by 
the  conductor. 

A  city  ordinance  requiring  that  a 
light  be  kept  burning  at  night  on  the 
rear  end  of  each  car  while  on  the 
streets  necessitated  the  installation 
of  a  battery  system.    A  double-acting 
relay,  designed  and  built  in  the  Kan- 
sas City  Railways  shops,  was  installed. 
This  operates  a  small  tail  lamp  which 
burns  only  when  the  power  is  removed 
from  the  car.    A  two-way  switch  is 
used  to  connect  the  charging  system  and  the  passenger 
buzzers,  making  it  impossible  to  work  the  buzzer  system 
until  the  switch  is  thrown  on.    Connecting  these  two  in 
this  manner  permits  a  trickle  charge  of  0.1  amp.  to  flow 
into  the  battery  at  all  times  that  the  cars  are  in  use. 
If  this  switch  is  on  and  the  power  off  of  the  car,  as  in  a 
storage  yard,  the  tail  light  on  the  car  continues  to  burn, 
indicating  to  the  crew  or  the  watchman  that  the  switch 
has  not  been  thrown  to  the  off  position.     The  fenders 
were  designed  by  the  Eclipse  Railway  &  Supply  Com- 
pany of  Cleveland,  Ohio,  and  allow  the  coupling  of  the 
cars  without  being  removed. 

These  cars  have  now  been  in  operation  for  a  period 
of  more  than  three  months  and  have  measured  up  to  ex- 
pectations in  every  way.  No  changes  have  been  made 
as  to  the  original  layout,  and  none  are  contemplated, 
r  The  accompanying  tables  give  a  fair  sample  of  the  air 
control  tests  made  on  one  and  two  car  trains.  A  study 
of  this  table  is  very  interesting  and  the  indications  are 

OPERATION  TESTS — AIR  EQUIPMENT 

Car  No.  1105. 

(Ali,  Tests  Made  Between  50  and  65  Lb.  of  Air) 

Piston  travel — 4  in.  Time  of 

Governor  cut-out  at  65  lb. — Cut-in  at  55  lb.  Operation 

Bralce  cylinder  application,  0  to  50  lb 2    seconds 

Brake  cylinder  release.  65  lb.  to  0 1 J  seconds 

Secure  controller  handle  emergencv   in li  seconds 

Release  after  control  handle  engaged 8    seconds 

Secure    brake-valve    emergency i  second 

Release  after  brake-valve  emergency 8    seconds 

Application  of  brakes  to  50  lb.  by  rear  door  opening. .  li  seconds 

Release  by  closing  rear  door 3J  seconds 

Two-Car  Train,  Car  Nob.  1105  and  1116 
Brake  cylinder  10  in.  x  12  in. — 4  in.  piston  travel 

Brake  cylinder  application,  0  to  50  lb 2  J  seconds 

Brake  cylinder  release.  65  lb.  to  0 3    seconds 

Controller  handle  emergency 21  seconds 

Controller  handle  release , n    seconds 

Brake-valve   emergency    1    second 

Brake-valve  release 12    seconds 

Car  weight,  38,000  lb. 

Ill  per  cent  braking  ratio  with  50  lb.  cylinder  pressure. 

Two-Car  Train  Stops  Service  Application 

Miles  per  Hour  Time  Test  B.  C. 

25  8  seconds  130  lb.  50  lb. 

30  down  grade       9  seconds  200  lb.  50  lb. 

Control.  Handle  Gmergbnct  Stop 
Miles  per  Hour  Time  Test  B.  C. 

30  7J  seconds  125  1b.  50  1b. 

Brake  Valve  Emeroenct  Stop  Down  Grade 
Miles  per  Hour  Time  Test  B.  C. 

30  11  seconds  210  lb.  50  lb. 


Front  and   Rear   Platforms,  Showing   Jb'oldiiiK    St-atK  uiiil    i-.xit     i-'eatures 

that  the  same  efficiency  will  be  obtained  on  this  style 
of  equipment  that  has  been  adopted  as  standard  on  one- 
man  single-truck  cars. 

The  following  results  indicate  the  compressor  oper- 
ation on  cars  1105  and  1116  operating  as  multiple  unit. 
These  results  do  not  represent  normal  car  operation, 
because  a  number  of  emergency  applications  were  made. 
Emergency  application  and  door  operation  receive  air 
from  reservoirs  on  both  cars,  but  for  straight  air  appli- 
cation air  is  furnished  by  the  reservoir  on  first  car  only. 

GOVERNOR  OPERATION 

First  Car — No.  1105 

Duration  of  test 1  hour.  20  minutes,  40  seconds 

Compressor  "on".  . .  .22  minutes,  17  seconds,  or  27  per  cent  of  time 
Compressor  "off".  .  .  .  58  minutes,  23  seconds,  or  73  per  cent  of  time 

Number  of  governor  operations 17 

.\verage  time  "on" 1  minute,    29   seconds 

Average  time  "oft" 3  minutes.   27   seconds 

Pressure   increased    from   55    lb.    to    65    lb.    in   average   time   of   1 
minute,  29  seconds,  or  at  the  rate  of  6.66  lb.  per  minute. 

Type  of  compressor  Car  No.    1105 CP-27 

Type  of  governor S-6-.'V 

Size  of  reservoir 16  in.  x  42  in. 

Second  Car — No.  1116 

Duration  of  test 1  hour,   20  minutes.  40  seconds 

Compressor  "on".  . .  .19  nvinutes.  32  seconds,  or  24  per  cent  of  time 
Compressor  "off"  ...  .61  minutes,  8  seconds,  or  76  per  cent  of  time 

Number  of  governor  operations 18 

-Average  time  "on" 1  minute,  7  seconds 

.Average  time  "off" 3  minutes.   24  seconds 

Pressure  increased  from  55  lb.  to  65  lb.  in  average  time  of  1  min- 
ute, 7  seconds,  or  at  the  rate  of  8.95  lb.  per  minute. 

Type  of  compressor  on  Car  No.  1116 CP-27 

Type  of  governor   S-6-A 

Size  of  reservoir 16  in.  x  42  in. 


Big  British  Electrification  Impending 

THE  Electric  Railway  &  Tramway  Journal  states 
that  specifications  for  the  work  involved  in  elec- 
trifying the  South  Eastern  &  Chatham  Railway  for  a 
radius  of  15  miles  from  London  are  to  be  issued  at  once 
and  the  work  will  be  inaugurated  almost  immediately. 
It  is  expected  to  take  two  years  to  complete,  and  for 
that  period  between  16,000  and  17,000  men  will  be 
engaged,  either  on  the  electrification  of  the  line  or  in 
making  the  equipment  for  it.  The  main  stations  which 
the  electrification  will  reach  are  Dartford,  Orpington, 
Addiscombe  Road  (Croydon)  and  Hayes.  Between 
these  points  and  London  the  intention  is  to  operate 
more  frequent  and  more  rapid  services,  with  a  consid- 
erable addition  to  seating  capacity  during  rush  hours. 


March  10,  1923 


Electric    Railway    Journal 


405 


Automatic  Substation  Experience 
in  Cleveland — IF 

The  Author  Traces  in  Detail  the  Sequence  in  Operations  of  the 
Present  Substations  of  the  Cleveland  Railway,  Which  Are 
Designed  Particularly  to  Give  Reliability  of  Power  Supply 

By  L.  D.  Bale 

Superintendent  of  Substations  the  Cleveland  Railway 


TO  THOSE  who  have  not  had  the  opportunity  of 
becoming  intimately  familiar  with  the  scheme  of 
operation  of  an  automatic  installation,  the  se- 
quence chart  of  the  Cleveland  installations,  shown  in 
Fig.  7,  may  seem  unduly  complicated,  so  much  so,  pos- 
sibly, that  dependability  in  continuous  operation  might 
be  questioned.  The  contrary  is,  however,  the  case.  Ex- 
perience with  these  installations,  together  with  reports 
from  other  properties  utilizing  automatic  control,  indi- 
cates that,  when  the  equipment  is  properly  installed  and 
receives  adequate  inspection  and  maintenance,  the  ut- 
most confidence  may  be  placed  in  its  operation. 

The  operation  of  the  individual  converters  in  the 
Cleveland  installations  does  not  vary  greatly  from  that 
of  the  general  scheme  of  automatic  operation  with  the 
exception  that  a  greater  number  of  service  protective 
features  than  usual  have  been  installed.  The  occur- 
rence of  higher  current  values  than  have  been  encoun- 
tered in  previous  automatic  railway  converter  substa- 
tion worlt  adds  some  complications,  as  does  also  the 
necessity  for  protecting  the  air-blast  transformers 
against  air  failure.  The  presence  of  the  second  con- 
verter in  these  stations,  likewise,  creates  an  interesting 
item  of  control. 

First  Converter  Connected  to  Load 

The  initial  start  is  accomplished  through  the  opera- 
tion of  voltage  relay  No.  1,  which  closes  its  contact  when 
a  predetermined  low  value  of  trolley  voltage  occurs. 
This  action  causes  the  master  relay  No.  3  to  close,  and 
starts  operation  of  the  delay  motor-drive  relay  No.  27. 
This  is  followed  by  the  closing  of  the  oil  switch  which 
energizes  the  power  transformers.  As  the  auxiliary 
410-volt  a.c.  bus  is  energized  from  the  secondaries  of 
the  power  transformers,  the  starting  contactor  No.  6 
is  closed,  connecting  the  converter  to  the  one-half  volt- 
age tap  of  the.  transformer  secondaries.  There  is  a 
pause  in  the  operation  at  this  point  sufficient  to  allow 
the  converter  to  pull  into  step.  In  the  event  that  the 
converter  potential  builds  up  in  the  wrong  direction  it 
is,  of  course,  necessary  to  reverse  the  field  to  cause  the 
converter  to  slip  a  pole.  This  is  accomplished  through 
the  action  of  polarized  motor-drive  relay  No.  7. 

This  relay,  having  a  permanent  field,  has  the  armature 
connected  directly  across  the  armature  of  the  converter. 
If  the  converter  potential  builds  up  reversed,  the  arma- 
ture of  No.  7  relay  will  revolve  in  a  counter-clockwise 
direction.  If,  on  the  other  hand,  the  potential  builds 
up  in  the  correct  direction,  the  armature  will  revolve  in 
a  clockwise  direction.  The  armature,  in  revolving, 
drives  a  set  of  contacts  which  perform  certain  opera- 

•For  the  first  article  in  this  series  see  issue  of  this  paper  for 
March  3.  page  359. 


tions,  depending  upon  the  direction  of  rotation.  In  the 
event  of  incorrect  potential,  connection  is  made  through 
No.  7  relay  contacts  for  reversing  the  shunt  field  of  the 
converter  through  the  operation  of  field  contactor  relay 
No.  9  and  field  contactor  No.  10. 

As  the  voltage  of  the  converter  falls  to  zero  under 
reverse  field  connections.  No.  10  contactor  again  operates 
and  reconnects  the  field  in  the  normal  operating  posi- 
tion. The  converter  thus  is  given  an  opportunity  to 
build  up  in  the  correct  direction.  With  correct  d.c. 
potential.  No.  7  relay,  in  rotating  in  the  clockwise  direc- 
tion, causes  the  transfer  to  be  made  from  the  one-half 
a.c.  voltage  starting  taps  to  the  full  a.c.  voltage  running 
taps  by  opening  No.  6  contactor  and  closing  the  three 
No.  11  contactors.  Interlock  connections  are  then  made, 
energizing  the  brush-operating  device.  No.  31,  which 
lowers  the  brushes  on  the '  d.c.  commutator.  As  this 
device  completes  its  operation,  a  contact  is  made,  clos- 
ing the  equalizer  contactor  No.  39. 

The  operation  of  No.  39  contactor  completes  an  inter- 
lock circuit  closing  No.  12,  the  first  of  the  d.c.  contac- 
tors which  connect  the  converter  through  the  current- 
limiting  resistance  to  the  load.  The  resistance  shunting 
contactors,  Nos.  14,  15  and  16a  and  b,  are  closed  in 
turn,  provided  the  load  is  not  in  excess  of  the  calibra- 
tion of  the  various  controlling  relays.  As  No.  16  con- 
tactor closes,  the  circuit  for  No.  27  time-limit  relay  is 
opened.    The  function  of  this  will  be  explained  later. 

Under  normal  conditions,  as  the  load  upon  the  first 
converter  increases  to  the  point  where  it  is  desired  to 
have  the  second  machine  in  parallel,  the  operation  of 
No.  34  thermal  relay  (after  an  interval  of  approxi- 
mately fifteen  minutes)  sets  up  a  circuit,  causing  the 
second  machine  to  be  started,  similar  to  the  circuit 
derived  through  the  under-voltage  relay  No.  1  in  the 
case  of  starting  the  first  machine.  The  action  of  No.  34 
relay  is  dependent  upon  a  condition  simulating,  as 
nearly  as  possible,  the  mean  square  heating  effect  of 
the  current  in'  the  armature  conductors  of  the  converter. 
In  this  manner  full  advantage  is  taken  of  the  overload 
capacity  of  the  converter,  with  the  result  that  a  higher 
operating  eflSciency  is  maintained. 

When  the  load  has  decreased  to  a  point  where  it  is 
desired  to  discontinue  the  operation  of  the  second  con- 
verter, underload  relay  No.  13,  whose  contacts  close  at 
a  predetermined  minimum  d.c.  load,  again  energizes  No. 
27  delay  relay.  After  operation  has  continued  for  a 
definite  time  (fifteen  minutes)  the  closing  of  No.  27t 
contacts  will  cause  the  control  circuits  to  be  de-en- 
ergized, and  allow  the  second  machine  to  be  discon- 
nected. The  first  converter  is  also  shut  down  in  the 
same  manner,  when  the  load  upon  that  machine  has  de- 
creased to  a  predetermined  low  point  for  a  definite  time. 


406 


Electric    Railway    Journal 


Vol.  61,  No.  10 


Nolrotoru 


In  the  event  that  only  one  machine  is  in  operation, 
and  an  overload  is  encountered  that  is  of  sufficient  vol- 
ume to  cause  the  insertion  of  current-limiting  resistance 
in  the  converter  circuit,  the  second  machine  is  put  into 
operation  in  one  and  one-half  minutes,  through  the 
action  of  No.  27  relay  (No.  27s  contacts)  of  the  over- 
loaded machine,  thus  securing  the  service  of  additional 
equipment  without  having  to  wait  for  the  operation  of 
the  thermal  starting  relay  No.  34. 

Protective  Features  Which  Are  Included 

Failure  of  Converter  to  Start. — In  the  event  that  the 
converter  armature  does  not  revolve  upon  the  applica- 
tion of  starting  current,  relay  No.  53,  energized  from 
a  current  transformer  in  one  of  the  starting  leads, 
opens  the  control  circuit  and  cuts  off  the  energy  supply 
before  damage  to  the  armature  conductors  can  be  done. 

Failure  of  Converter  to  Complete  Cycle  of  Operation 
on  Starting. — If  for  some  reason  the  converter  does  not 
complete  its  cycle  of  operation.  No.  27  delay  relay,  which 
is  started  simultaneously  with  the  starting  of  the  con- 
verter, will  cause  its  No.  27s  contacts  to  be  closed  in 
one  and  one-half  minutes,  shunting  out  the  relays  of  the 
converter  that  has  failed  and  placing  the  second  machine 
in  operation  instead.  As  the  demand  upon  the  second 
machine  reaches  a  point  where  additional  equipment 
is  desired,  the  control  is  so  ar- 
ranged that  an  attempt  will  be 
made  in  this  case  again 'to  start 
the  machine  that  has  failed.  If 
the  converter  fails  a  second  time 
its  control  circuits  will  again  be  §.^ 
de-energized,  and,  upon  a  third  '^| 
attempt  to  operate,  it  will  be  |*| 
locked  out  through  the  operation  || 
of  No.  30  relay,  which  will  be  dis-  S 
cussed  later.  p 

A.C.    Overloads — For   overloads  ? 
of  abnormal  value,  such  as  short 
circuits  within  the  station  itself, 
a.c.  overload  relays  are  provided. 

D.C.  Overloads. — Overloads  on 
the  d.c.  side  are  limited  by  insert- 
ing current  limiting  resistance 
in  the  converter  circuit  in  three 
sections,  by  causing  one  or  more 
of  the  resistance  shunting  contac- 
tors (Nos.  16a  and  b,  15  and  14) 
to  open,  depending  upon  the  sever- 
ity of  the  overload.  These  con- 
tactors on  the  two  converters  are 
controlled  through  relays  in  such 
a  manner  as  to  synchronize  the 
action  of  the  contactors  and.  in 
this  way,  prevent  pumping. 

Bearing  Protection. — Should  the 
converter  bearings  reach  a 
dangerous  temperature  the  ther- 
mal relays  No.  25  will  function, 
shutting  down  and  locking  out  the 
converter. 

Balance  Pha-oe  Protection. — To 
prevent  the  possibility  of  the  con- 
verter running  single  phase  ^due, 
for  example,  to  the  failure  of  a 
contactor  to  close),  relay  No.  45 


is  connected  across  three  current  transformers  in  the 
low  voltage  side  of  the  converter,  so  arranged  that,  in 
the  event  of  the  unbalancing  of  the  transformer  circuits, 
the  i-elay  will  operate  and  disconnect  the  converter. 

LoivA.C.  Voltage  or  Its  Entire  Failure. — If  the  voltage 
is  too  low  for  proper  operation  at  the  time  of  starting. 
No.  2  low-voltage  relay  will  not  make  contact.  If  the 
voltage  drops  during  starting  or  after  the  start  has 
been  made,  No.  18  relay  will  close  its  contacts,  causing 
the  starting  contactor  to  open.  In  the  event  of  low 
voltage  during  operation.  No.  49  relay,  whose  contacts 
are  set  to  close  at  a  voltage  corresponding  to  the  mini- 
mum at  which  the  converters  will  operate  satisfactorily, 
will  complete  a  circuit  shunting  out  No.  50  relay,  which 
in  turn,  opens  the  circuit  of  No.  3  master  relay,  thus 
causing  the  converter  to  be  disconnected  from  the  line. 
No.  50  relay  also  prevents  the  converters  from  being 
locked  out  by  the  action  of  No.  27  relay  (No.  27s  con- 
tacts) in  the  event  of  failure  of  a.c.  power  lasting  more 
than  one  and  one-half  minutes. 

D.C.  Reverse  Current. — Reverse  current  relay  No.  32 
will  remove  the  converter  from  the  bus  in  the  event  of 
reverse  direction  of  flow  of  current. 

Overspeed. — The  customary  overspeed  device  has  been 
supplied  on  the  converter  shaft,  which  works  in  con- 


Fig.  7 — DiaRram  Showing  Sequence  of  Operations  in 


March  10,  1923 


Electric    Railway    Journal 


407 


nection  with  the  manually  operated  circuit  breaker  in 
the  converter  positive  between  the  bus  and  the  various 
positive  contactors  and  resistances.  This  circuit  breaker, 
in  opening,  disconnects  the  converter  from  the  d.c.  bus 
and  completes  an  interlock  circuit,  shutting  Ao\\n\  the 
converter. 

Field  Reversal  Limiting  Relay. — Occasionally  a  con- 
verter is  found  that  will  persist  in  building  up  its  poten- 
tial in  the  reverse  direction.  In  automatic  operation,  if 
some  special  preventive  measures  were  not  taken,  it 
would  be  possible  under  abnormal  conditions  to  have  a 
converter  continually  reversing  its  field,  thus  consuming 
the  one  and  one-half  minutes  allowed  for  its  complete 
cycle  of  operation,  and,  as  a  result,  shutting  down 
through  the  operation  of  No.  27  relay.  To  help  rectify 
this  condition  a  notching-up  relay,  No.  26,  has  been  pro- 
vided, which  will  allow  the  field  to  reverse  three  times 
in  succession  and  then  cause  the  starting  contactor  to 
open  for  a  few  seconds.  After  the  time  allowance  in 
connection  with  No.  26  relay  has  elapsed,  the  starting 
contactor  is  again  free  to  close,  and  three  more  attempts, 
if  necessary,  are  made  to  reverse  the  field. 

Failure  of  Field  Circuit. — Relay  No.  44.  whose  coll  Is 
in  .«eries  with  the  shunt  field  circuit,  will  prevent  the 
converter  from  being  connected  to  the  load  in  the  event 


of  open  or  no  field,  or  will  shut  down  the  converter  In 
case  it  is  already  in  operation. 

Continuous  or  Sustained  Overloads. — To  protect  the 
converter  against  sustained  or  repeated  overloads, 
brought  about  by  some  abnormal  condition  of  loading 
or,  possibly,  failure  of  control,  thermal  relay  No.  29  is 
provided.  This  relay  operates  on  the  same  principle  as 
No.  34  relay,  being  calibrated,  however,  for  a  longer 
time  interval.  In  the  event  of  operation  the  converter 
is  removed  from  service. 

Protection  of  Transformers  Against  Air  Failure. — 
This  phase  of  the  control  presented  some  difficult 
angles.  It  was  realized  that  it  would  be  a  simple  matter 
to  protect  each  individual  transformer  bank  against  air 
failure  by  shutting  down  the  converter  connecte'd  to 
that  bank.  But,  the  adoption  of  such  a  scheme  would 
mean  that  50  per  cent  of  the  equipment  (of  a  two-unit 
station)  would  be  thrown  out  of  service  by  reason  of  the 
failure  of  a  blower.  The  possibility  of  such  an  occur- 
rence, particularly  during  peak-load  periods,  necessi- 
tated the  finding  of  some  other  solution  to  this 
problem. 

The  scheme  of  protection  finally  adopted  resolved 
itself  into  the  utilization  of  air  pressure  relays  (No.  42) 
on  each  transformer,  which,  in  the  event  of  air  failure 


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Automatic  Substations  of  Cleveland  Railway 


408 


Electeic    Railway    Journal 


Vol.  61,  No.  10 


with  but  one  converter  in  operation,  will  cause  that 
unit  to  be  discontinued  from  service  through  the  action 
of  No.  48  relay.  The  resulting  demand  for  equipment 
(caused  by  the  immediate  lowering  of  the  d.c.  bus  volt- 
age), will  subsequently  close  No.  1  relay  in  the  attempt 
to  place  this  converter  again  in  operation.  This  being 
impossible  (because  the  converter  is  locked  out  by  No. 
48  relay),  No.  27  relay  will  operate  and  through  No.  27s 
contacts  cause  the  second  unit  to  be  started.  Both 
blowers  discharge  into  a  common  air  chamber  under  all 
transformers,  hence,  when  the  second  unit  goes  into 
operation  with  its  blower,  air  is  supplied  again  to  all 
of  the  transformers,  and,  as  a  result,  the  No.  42  relays 
on  the  transformers  originally  discontinued  from  service 
will  Teset,  relieving  the  locked  out  circuit  on  the  first 
converter  through  the  operation  of  No.  48  relay.  By 
this  scheme  of  control  it  will  be  noted  that  the  first  con- 
verter is  again  applicable  for  service  upon  demand,  and 
will  be  placed  in  operation  through  the  normal  func- 
tioning of  No.  34  relay  of  the  machine  in  service,  or 
through  No.  27  relay  in  the  event  of  overloads. 

Lockout  Features. — Several  of  the  protective  devices, 
during  the  course  of  their  operation,  form  but  a  mo- 
mentary circuit,  shunting  out  the  master  relay  No.  3 
and  causing  the  converter  to  be  shut  down.  It  is,  there- 
fore, necessary  to  have  some  provision  at  hand  to  pre- 
vent the  continual  starting  and  stopping  in  the  event  of 
operation  of  protective  devices  which  have  no  lockout 
features  in  themselves.  Relay  No.  30,  known  as  lockout 
relay,  is  provided  for  this  purpose  and  is  so  arranged 
that  each  closing  of  the  a.c.  oil  switch  causes  a  coil  of 
the  relay  to  raise  a  specially  constructed  mechanism  one 
notch.  If  the  converter  completes  its  cycle  of  operation, 
a  second  coil  of  the  relay  (No.  30r)  is  energized,  re- 
turning the  mechanism  to  the  original  position.  On 
the  other  hand,  if  the  converter  attempts  to  start  twice, 
that  is,  if  the  oil  switch  is  closed  twice,  without  the  con- 
verter being  connected  to  the  load,  then  upon  the  third 
closing,  the  converter  will  be  definitely  locked  out. 

D.C.  Feeder  Control. — The  proper  method  of  outgoing 
d.c.  feeder  control  has  been  one  of  the  most  troublesome 
problems  of  the  whole  automatic  development.  There 
was  instaHed  (and,  in  fact,  still  exists  in  the  Cleveland 
plants)  the  only  type  of  automatic  feeder  control  avail- 
able at  the  time  these  stations  were  built.  In  this 
scheme,  current  limiting  resistance  is  introduced  into 
the  feeder  circuit  by  the  opening  of  the  resistance 
shunting  contactor  in  the  event  of  overload  or  grounds. 
If  the  overload  persists,  the  feeder  is  finally  disconnected 
from  the  station  bus  entirely.  This  scheme  of  feeder 
control  has  proved  very  successful  when  applied  to 
interurban  and  suburban  work,  but  for  urban  systems 
the  scheme  has  certain  limitations  which  make  it  un- 
desirable for  this  type  of  service. 

For  example,  a  feeder  in  urban  work  may  be  quite 
often  subjected  to  legitimate  overloads  from  extraor- 
dinary car  movements,  traffic  delays  or,  possibly,  power 
trouble  on  the  system  elsewhere.  Under  these  condi- 
tions, it  certainly  is  not  desirable  either  to  lower  the 
potential  on  the  feeder  by  cutting  in  resistance,  or  to 
allow  the  feeder  to  be  disconnected  from  the  source  of 
power,  which  in  all  probability  is  capable  of  handling 
the  overload.  Such  a  procedure  would  tend  to  make 
operating  conditions  still  worse.  On  this  property, 
where  a  premium  is  placed  upon  continuity  of  power 
supply,  the  policy  is  adopted  of  "burning  off'  all 
grounds  possible.     This  phase  of  operation  cannot  be 


obtained  with  the  resistance  type  of  feeder  control  unless 
the  ground  is  light  and  the  current  necessary  to  clear 
the  ground  is  within  the  capacity  of  the  current- 
limiting  resistance,  or  nearly  so. 

The  Short-Circuit  Dettector  Prevents  Unnecessary 
Interruptions  of  Power  Supply 

Within  the  past  year  there  has  been  made  availablt 
a  new  system  of  automatic  feeder  control,  known  as 
the  short-circuit  detector,  or  differentiating  method, 
that  is,  a  system  differentiating  between  legitimate 
overloads  and  grounds.  This  scheme  utilizes  a  current 
transformer  whose  primary  is  formed  by  the  d.c.  feeder 
cable.  The  secondary  is  connected  with  control  relays, 
which,  in  turn,  cause  the  feeder  contactor  to  be  opened 
only  when  sufficient  current  is  induced  in  the  secondary 
by  the  flow  of  short-circuit  current  in  the  feeder  cable. 
By  this  method,  the  feeder  is  disconnected  from  the 
source  of  supply  only  in  the  event  of  a  ground,  service 
again  being  restored  when  the  ground  is  cleared.  By 
utilizing  this  scheme  the  feeder  is  not  subject  to  the 
disadvantage  of  a  reduction  in  potential  in  the  event 
of  legitimate  overload.  The  scheme  as  it  stands  does 
not,  however,  adapt  itself  to  the  process  of  "burning 
off"  grounds. 

A  feeder  control  system  is  at  present  being  installed 
in  the  Cleveland  automatic  substations  utilizing  the 
most  important  features  of  the  detector,  or  differentiat- 
ing, system  of  feeder  control,  together  with  an  auxiliary 
feeder  bus  frequently  used  in  manual  plants,  and,  in 
addition,  remote  supervisory  control  that,  when  in- 
stalled, will  afford  complete  control  of  the  direct-current 
feeders. 

With  this  system  in  operation  all  feeders  will,  as  at 
present,  be  connected  to  the  main  converter  bus.  In 
the  event  of  a  ground  the  feeder  will  automatically  be 
disconnected  from  the  main  bus  and  transferred  or 
connected  to  the  auxiliary  bus.  The  auxiliary  bus  and 
the  faulty  feeder  may  then  be  energized  by  causing  one 
or  more  tie  feeders,  fed  from  other  sources,  to  be  trans- 
ferred to  the  auxiliary  bus  by  remote  control.  In  utiliz- 
ing the  potential  drop  of  these  feeders,  energy  may  be 
supplied  to  the  faulty  feeder,  clearing  it  of  ground  and 
at  the  same  time  distributing  to  two  or  more  plants 
the  possible  total  overload  resulting  over  the  feeder 
system.  When  the  feeder  has  been  cleared  of  ground 
it  will  automatically  be  retransferred  to  the  main  bus 
again. 

A  Device  for  Handling  Faulty  Feeders 

There  is  also  available  a  heavy-duty  current-limiting 
resistance  which  may  be  connected  by  remote  control 
between  the  main  and  auxiliary  buses  for  handling 
faulty  feeders.  Both  the  resistance  and  the  tie  feeders 
may  be  utilized  simultaneously  for  this  purpose. 

Which  of  the  methods  will  be  used  in  clearing  a  faulty 
section  will  be  dictated  by  conditions  existing  at  that 
particular  time,  regarding  condition  of  the  plant  from 
which  the  faulty  feeder  originates,  station  load,  equip- 
ment reserve  or  availability,  etc.  It  will  be  noted  that 
with  the  exception  of  the  one  heavy  duty  d.c.  bus  tie 
resistance,  all  individual  feeder  current  limiting  resist- 
ances are  eliminated. 

Details  of  the  remote  supervisory  control  and  load 
indication,  operating  experience  with  the  present  au- 
tomatic substations  and  proposals  for  future  substa- 
tions, will  be  covered  in  the  third  and  last  article  in 
this  series. 


March  10,  1923 


Electric    Railway    Jouknal 


409 


4,000-Volt  D.C.  Italian 
Electrification  Successful 

Picturesque   Route  from  Turin   Northwestward  Was 

Electrified  in  1920— High  Voltage  Was  Selected 

to  Minimize  Number  of  Substations  and 

Insure  Good  Transmission  Efficiency 

IN  ANOTHER  part  of  this  issue  is  a  letter  from  the 
Tecnomasio  Italiano  Brown  Boveri,  referring  to  the 
electrified  railway  operating  between  Turin  and  Ceres, 
Italy.  This  is  a  dis lance,  measured  along  the  rail^ray 
route,  of  26.6  miles.  The  railway  was  built  from  Turin 
northwest  to  Lanzo  in  1876,  and  was  extended  to  Ceres 
between  1913  and  1916.  From  Turin  the  railway  climbs 
progressively,  with  one  short  stretch  excepted,  until 
Ceres  is  reached.  The  grade  increases  from  0.83  per 
cent  to  3.5  per  cent,  the  last  for  a  distance  of  less  than 
2  miles  between  Pessinetto  and  Ceres.  Between  Turin 
and  Borgaro,  and  Cirie  and  Ceres  the  track  is  single ;  be- 
ing double  between  Borgaro  and  Cirie.  The  route  is  a 
picturesque  one,  the  western  end  being  of  a  mountainous 


Length   over    bumpers    •. 42  ft. 

Distance  between  truck  centers 16  ft.  5  in. 

Rigid  wheelbase  of  trucks 7  ft.  10 J  in. 

Diameter  of  driving  wlieel 38t  in. 

Total  weight    r. 46  tons 

Motors,  four  in  number 140  hp.  each  at  20  m.p.ti. 

Voltage  at  brushes    l.gOO 

Gear  ratio    1 : 3.95 

Ma.\imum  speed  of  locomotive 40  m.p.h. 

Tractive   effort   at   20   m.p.h 10.025  lb. 

Maximum   braking  effort    20.500  lb. 


The  locomotives  have  two  pantographs  each,  with 
greased  aluminum  shoes. 

The  coaches  used  by  this  road  are  of  two  types: 
first  and  third  class,  seating  seventy-two  persons,  and 
third  class,  seating  eighty  persons.  Both  are  double- 
truck,  61  ft.  8  in.  long  over  bumpers  and  of  32  tons 
weight.  They  are  divided  into  four  compartments  and 
three  platforms,  one  in  the  middle. 

The  cost  of  this  installation  was  5,699,340  lires,  or 
about  $1,100,000  at  par  exchange.  Of  this  the  substation 
cost  $312,000  ($83,700  for  the  building,  the  remainder 
for  the  equipment) ;  the  aerial  line  and  track  bonding 
cost  $400,000;  the  locomotives  cost  $360,000,  and  the 
remainder  was  for  miscellaneous  expense.     With  about 


4,000-Volt  Locomotive  Used  on  Turln-L.anzo-Cer«8  Railway 

character.  The  construction  of  the  line  is  in  harmony 
with  the  beauty  of  its  surroundings. 

It  was  expected  that  the  line  would  be  electrified  when 
the  western  section  was  built,  but  the  war  interfered. 
However,  in  1918  money  was  raised  for  the  electrifica- 
tion and  operation  was  inaugurated  in  September,  1920. 
The  voltage  of  4,000  was  selected  so  that  only  one  sub- 
station would  be  required  and  to  give  good  transmission 
efficiency.  This  substation,  located  at  Cirie,  receives 
three-phase,  22,000-volt,  50-cycle  power  from  the  Societe 
Anonyms  d'Electricite  Alta  Italia.  Provision  is  made 
for  taking  power  either  from  the  plant  at  Funghera  or 
from  a  steam  station  in  Turin. 

In  the  substation  each  converter  group  consists  of 
five  machines  mounted  as  a  unit:  a  three-phase  synchron- 
ous motor,  two  2,000-volt  generators  connected  in  series, 
and  two  exciters,  one  for  the  motor  and  one  for  the 
two  generators.  The  motor  exciter  has  an  auxiliary 
winding  in  series  with  the  generators  so  as  to  improve 
the  power  factor  of  the  load.  At  present  two  converting 
sets  are  installed  and  there  is  provision  for  a  third. 
Each  motor  is  rated  at  716  kw. 

The  contact  line  has  a  simple  catenary  suspension, 
the  area  of  the  contact  wire  being  120,000  circ.mil 
(between  0  and  00  A.W.G).  A  feeder  of  the  same  size 
is  used  in  the  Cirie-Ceres  section. 

There  are  five  locomotives  with  these  characteristics: 


Interior  of  Substation  at  Clri« 

40  miles  of  aerial  line,  of  which  7J  miles  is  in  the 
stations,  the  cost  per  mile  of  line  is  less  than  $10,000, 
even  with  copper  at  87  cents  per  pound.  The  substation 
cost  $7,750  per  mile  of  single  track,  and  $212  per 
kilowatt  installed.  Each  mile  of  electrified  track  cost 
a  total  of  $27,300.    

The  Hope  of  Reward 

Mr.  Nash  Argues  for  a  Monetary  Incentive  for 
Efficient  Public  Utility  Operation 

IN  A  three-page  article  in  the  Electrical  World  for 
March  10  L.  R.  Nash  of  Stone  &  Webster  urges  the 
adoption  by  commissions  of  some  rating  er  merit  system 
for  efficient  service  by  public  utility  companies.  The 
article  is  entitled  "The  Hope  of  Reward."  He  declares  that 
the  tendencies  of  the  day  toward  standardization  and 
co-ordinated  effort  are  destructive  of  the  highest  moral 
standards  and  efficiency  and  of  that  individual  incentive 
which  is  necessary  for  both. 

The  public  service  field,  he  says,  because  of  its  com- 
parative youth,  pioneer  spirit  and  enthusiasm  for  prog- 
ress, has  not  yet  yielded  to  the  conventionalizing  in- 
fluences as  much  as  some  others,  but  if  they  continue, 
the  yielding  is  inevitable.  A  system  of  regulation  which 
reduces  rates  when  a  gain  in  economy  has  been  secured 
by  the  business  skill  of  the  management  acts  to  dis- 


410 


Electric    Railway    Journal 


Vol.  61,  No.  10 


courage  further  improvement.  In  that  case,  he  thinks, 
18  holes  of  golf  on  pleasant  afternoons  will  prove  much 
more  interesting  to  executives  than  saving  a  tenth  of  a 
pound  of  coal  per  kilowatt-hour  for  the  benefit  of  their 
patrons. 

As  an  illustration  he  suggests  a  railway  company 
which,  by  putting  on  one-man  cars  or  car  energy-meas- 
uring devices  could  effect  important  economies,  but  if 
all  the  savings  are  to  go  to  the  patrons,  why  bother? 
He  also  cites,  as  a  case  from  actual  experience,  a  com- 
pany which  spent  considerable  money  in  planning  out  a 
welfare  system  for  its  men,  in  the  hope  of  securing 
greater  efficiency  and  improved  morale  from  them,  but 
a  commission,  in  a  rate  investigation,  excluded  these 
expenses  from  the  cost  of  service  on  the  ground  that 
the  company  should  not  be  reimbursed  for  them  unless 
or  until  the  program  had  been  put  into  effect  and  had 
proved  profitable. 

In  conclusion  Mr.  Nash  says  that  one  of  the  state 
commissions  had  recently  developed  an  interesting  sys- 
tem of  grading  public  utilities,  but  the  purposes  of  the 
grading  have  not  been  disclosed.  If  there  is  a  slight 
difference,  say  10  per  cent,  he  thinks,  in  the  valuation 
or  rate  of  return,  based  on  some  merit  system,  it  would 
have  a  negligible  effect  upon  the  amount  paid  in  rates 
by  the  bulk  of  a  utility's  patrons,  but  to  the  utility  it 
would  have  a  great  incentive  to  improvement  and 
progress. 

French  Progressing  with 
Electrification  Projects 

Comments  on  the  Tremendous  Developments  Already 

Under  Way  on  Three  Great  Transportation  Systems 

— Review  of  Considerations  Which  Render  This 

a  Logical  Program 

By  J.  C.  Thirlwall 

Railway  Engineering  Department,  General  Klectric  Company, 
Sclienectady,  N.  Y. 

FOR  the  time  being  the  center  of  greatest  activity 
in  steam  railroad  electrification  is  France,  where  a 
program  involving  approximately  5,000  route-miles, 
mostly  double  track,  has  been  adopted.  The  Paris- 
Orleans,  the  Paris-Lyons-Mediterranean  and  the  Midi 
systems  are  involved  and  the  work  is  to  be  carried  out 
within  the  next  twenty  years.  The  direct  incentive  for 
this  move  was  the  desire  to  conserve  fuel  and  to  utilize 
water  powers  to  the  greatest  possible  extent,  but  the 
need  for  increasing  track  capacity  also  influenced  the 
decision. 

Many  railroad  men  in  this  country  picture  European 
trafik  as  much  lighter  than  our  own,  based  on  the  well- 
known  fact  that  locomotives  and  cars,  both  passenger 
and  freight,  are  smaller  and  lighter  than  we  are  ac- 
customed to  on  our  main  systems.  It  may  be  illuminat- 
ing, therefore,  to  outline  the  basic  traffic  on  the  Paris- 
Vierzon  division  of  the  Paris-Orleans  Railway,  for 
which  electric  equipment  has  been  ordered  and  which 
will  shortly  be  electrically  operated.  This  division  in- 
cludes 25  miles  of  foui'-track  and  118  miles  of  double- 
track  road.  One  complete  steam  engine  division  for 
through  trains  and  one  suburban  division  will  be  in- 
volved in  the  change-over.  The  traffic  over  this  route, 
at  the  outbreak  of  the  war,  was  crowding  the  track 
capacity.  While  it  slumped  immediately  after  the  war, 
it  is  again  expanding  and  the  basic  schedules  for  which 
equipment  contracts  have  been  placed  call  for  the  fol- 


lowing train  movements  out  of  Paris  daily:  44  freight 
trains  and  106  passenger  trains,  about  half  of  which 
are  suburban  trains  consisting  of  motor  cars  and  trail- 
er.s.  The  freight  trains  average  about  1,100  to  1,200 
tons  of  trailing  load,  the  through  passenger  trains  from 
•  400  to  700  tons  of  trailing  load,  and  the  motor-car 
trains  325  to  490  tons  total,  depending  on  whether  the 
trains  are  six-car  or  nine-car  make-up. 

Altogether  the  daily  traffic  over  the  78  miles  between 
Paris  and  Orleans,  about  one-third  of  which  is  four 
track,  is  about  11,000,000  ton-miles.  Of  this  about 
5,000,000  ton-miles  is  freight,  with  approximately  the 
>-,ame  amount  of  locomotive  passenger  train  ton-miles, 
and  about  880,000  ton-miles  in  motor-car  train  move- 
ments. 

Equipment  already  ordered  by  the  Paris-Orleans  in- 
cludes 200  locomotives  and  eighty  motor  cars.  The 
high-speed  passenger  locomotives  weigh  123  tons  and 
are  capable  of  pulling  a  580-ton  train  at  a  speed  of  75 
to  80  m.p.h.,  the  schedule  speeds  on  the  fastest  runs 
being  as  high  as,  and  in  some  instancss  higher  than,  any- 
thing in  this  country.  For  the  freight  .service,  switch- 
ing and  local  passenger  runs,  71-ton  locomotives  will 
be  ufed,  two  being  coupled  together  as  a  142-ton  unit 
for  the  heavier  freight  movements,  the  double  unit, 
however,  requiring  but  a  single  engine  crew.  The  first 
electrified  division,  as  stated  above,  will  cover  143  route- 
miles  and  extensions  will  be  made  at  fi-euuent  intervals, 
the  first  to  Limoges,  an  additional  engine  division  about 
175  miles  beyond  Vierzon,  and  next  some  east  and  west 
routes  where  gi-adients  are  severe. 

On  the  Midi,  the  first  electric  operation  will  be  over 
the  mountain  division  in  the  Pyrenees,  some  of  which 
are  already  electrified,  and  the  present  contracts  cover 
about  155  route-miles.  The  company  has  selected  for 
use  in  freight,  local-passenger  and  expres.s-passenger 
service  over  heavy  grades  an  80-ton  eight-wheel  loco- 
motive, all  the  weight  being  carried  on  the  drivers. 
The  motors  are  capable  of  delivering  1,000  hp.  continu 
ously,  and  1,400  hp.  for  one  hour.  The  passenger  loco 
motives  are  geared  for  a  maximum  speed  of  60  m.p.h. 
All  locomotives  are  arranged  for  multiple-unit  opera- 
tion, so  that  two  or  more  can  be  coupled  together  and 
operated  by  a  single  crew,  for  use  on  the  heaviest  trains. 

The  program  which  is  now  under  way  in  France  is, 
of  course,  the  outcome  of  the  comprehensive  study 
made  some  years  ago  by  a  large  commission.  Now  that 
the  work  is  actually  being  carried  out  it  may  be  inter- 
esting to  i-eview  the  important  considerations  which 
render  the  present  program  a  logical  one. 

In  the  first  place,  the  rails  and  bridges  in  France  are 
so  much  lighter  than  are  usual  in  this  country  that 
the  American  practice  of  pui-chasing  heavier  and  more 
powerful  locomotives  to  handle  increased  traffic  would 
have  entailed  complete  rebuilding  of  road  and  structure. 
Not  only  would  there  be  additional  weight  per  axle, 
but  the  longer  wheelbases  would  have  required  the 
straightening  out  of  curves.  This  would  have  entailed 
prohibitive  expense,  and  the  same  objection  applies  to 
the  building  of  additional  trackage,  water  stations, 
shops,  roundhouses,  turntables,  etc.,  to  accommodate 
an  increased  number  of  trains  hauled  by  steam  locomo- 
tives of  the  existing  weight.  Experience  had  proved 
conclusively  that  electric  locomotives  can  provide  the 
tractive  effort  for  much  greater  trailing  loads  without 
increase  of  axle  weight  or  of  wheelbase,  and  can  handle 
longer  trains  at  higher  speeds  than  the  steam  locomo- 
tive.    This  permits  a  material  increase  in  the  capacity 


March  10,  1923 


Electric    Railway    Journal 


411 


of  the  existing  track,  with  substantially  lower  operat- 
ing costs. 

Weight  on  drivers  is  the  measure  of  the  effective 
working  capacity  of  any  locomotive.  In  the  steam  en- 
gine, this  weight  is  not  over  60  per  cent  of  the  total, 
including  tender;  in  the  electric  freight  engine,  the 
entire  weight  is  available  for  traction.  The  electric 
locomotive  costs  to  build  nearly  twice  as  much  per  pound 
of  effective  weight,  but  a  smaller  number  of  units  are 
required  to  handle  a  given  freight  tonnage,  partly  be- 
cause of  the  higher  and  more  uniform  speed,  and  partly 
because  the  electrics  need  to  be  less  in  the  shops  or 
roundhouses.  On  the  Chicago,  Milwaukee  &  St.  Paul 
Railroad,  for  instance,  forty-two  electric  locomotives 
displaced  112  steam  engines,  and  in  many  instances, 
the  ratio  would  be  considerably  bettered.  The  com- 
parative weight  on  drivers  would  not,  however,  be  in 
the  same  ratio,  but  would  probably  average  at  least 
twice  as  great  for  a  division  with  steam  haulage  as 
for  electric.  The  first  costs  of  the  two  types  of  locomo- 
tive, therefore,  are  not  far  apart,  and  that  for  the 
electric  may  actually  be  less. 

The  cost  of  the  electric  distribution  system,  including 
overhead  and  substations,  is  largely  offset  by  savings 
in  shops,  turntables,  roundhouses,  water  stations,  and 
coal  and  ash  facilities,  which  add,  on  an  average,  50 
per  cent  to  the  cost  of  the  steam  engines  required. 
Excess  investment  in  the  electric  structures  is  more 
than  counterbalanced  where  the  need  of  building  addi- 
tional trackage  can  be  postponed  for  years  by  a  reduc- 
tion in  the  number  of  train  movements. 

Fuel  Savings  Through  Electrification 

As  to  economies  in  operation,  records  from  this  coun- 
try and  Europe  show  savings  of  60  per  cent  to  70  per 
cent  in  the  consumption  of  fuel  for  electric  operation, 
and  of  50  per  cent  to  75  per  cent  in  locomotive  repairs 
and  engine-house  expense,  in  addition  to  material  re- 
ductions in  crew  wages.  In  most  places  in  this  country 
the  fixed  charges  on  the  investment  in  power  houses, 
substations  and  overhead  lines  nearly  balance  the  re- 
duction in  fuel  costs,  but  where  the  price  of  coal  has  run 
unusually  high  as  in  fnany  sections  here  and  abroad, 
or  the  cost  of  electric  power  unusually  low  as  it  is  on 
the  Milwaukee  system,  the  total  charges  for  power  may 
be  very  materially  lower.  Moreover,  in  a  country  that 
must  import  nearly  all  of  its  fuel,  conservation  is  of 
vital  importance.  In  Fi-ance,  with  water  pov/er  avail- 
able in  the  Alps,  the  Pyrenees  and  in  the  central  plateau 
district,  the  possible  savings  in  fuel  and  in  power  costs 
are  tremendous.  The  engineers  estimate  that  within 
twenty  years  the  annual  power  consumption  of  the  three 
roads  mentioned,  with  electrification  complete  on  5,000 
route-miles,  will  be  about  2,260,000,000  kw.-hr.,  which 
will  all  be  obtained  from  water-power  development.  The 
same  power  output  from  steam  locomotives  would  re- 
quire the  burning  of  at  least  6,000,000  tons  of  coal. 
With  coal  prices  materially  higher  than  they  are  in 
the  United  States,  the  direct  money  saving  is  an  im- 
portant item  and  the  release  of  this  fuel  for  industries 
in  northern  France  of  tremendous  economic  value.  On 
the  basis  of  the  present  traffic,  the  coal  saving  would  be 
somewhat  more  than  half  of  this  total,  and  since  the 
first  divisions  to  be  changed  over  will  be  those. involving 
the  greatest  power  consumption,  on  account  of  moun- 
tain grades,  or  because  they  have  the  heaviest  traffic, 
the  initial  savings  will  probably  be  proportionately  as 
great  as  the  eventual. 


^      The  Readers*  Forum      ^ 

High-Voltage  Locomotives  in  Europe 
Tecnomasio  Italiano  Brown  Boveri 

Milan,  Italy,  Jan.  30,  1923. 

To  the  Editors: 

Our  attention  has  been  drawn  to  the  article  on  page 
19  of  your  issue  for  Jan.  6,  entitled  "1922  Was  a  Good 
Year  in  the  Field  of  Heavy  Traction."  In  this  it  is 
stated  that  six  8,000-volt  d.c.  locomotives,  nearly  com- 
pleted, will  be  the  first  machines  of  such  high  voltage 
in  Europe. 

We  would  call  your  attention  to  the  fact  that  the 
Turin-Lanzo-Ceres  Railway  in  Italy,  constructed  by  our 
firm,  has  been  operating  for  two  years  at  4,000  volts 
direct  current.  We  shall,  therefore,  be  obliged  if  you 
will  correct  the  above  statement  in  an  early  issue  and 
publish  some  details  of  the  Turin-Lanzo-Ceres  Railway. 
Tecnomasio  Italiano  Brown  Boveri. 

[Editor's  Note: — The  statement  made  in  the  article 
referred  to  by  the  Brown  Boveri  Company  of  Italy  was 
not  that  the  six  locomotives  mentioned  were  designed 
for  the  highest  direct-current  voltage  used  in  Europe, 
but  that  "they  will  be  the  first  3,000-volt  machines  in 
Europe."  This  fact  was  considered  of  special  interest 
in  view  of  the  use  of  that  particular  voltaire  in  the 
United  States  and  elsewhere.  There  was  no  intention 
in  the  review  to  compare  voltages  of  different  high- 
voltage  electrifications.  We  feel,  therefore,  that  our 
correspondent  misinterpreted  the  statement  made  in 
the  review. 

We  are  pleased,  however,  to  accept  the  suggestion 
made  in  the  above  letter  and  give  some  details  of  this 
interesting  and  important  4,000-volt  d.c.  electrification. 
This  is  done  in  an  article  elsewhere  in  this  issue.] 


Pioneers  in  the  Development  of  the 

Engineering  Association 

Brooklyn  Rapid  Transit  System 

Brooklyn,  N.  Y.,  March  5,  1923. 
To  the  Editors : 

Anent  your  editorial  on  the  history  of  thq  American 
Electric  Railway  Engineering'  Association,  appearing  in 
the  March  3  issue,  it  is  suggested  that  some  steps  be 
taken  to  compile  a  complete  roster  of  those  present  at 
the  meeting  held  in  the  power  station  in  Detroit  in 
1902,  when  the  association  had  its  real  beginning.  As 
additions  to  the  list  it  should  be  noted  that  G.  W. 
Palmer,  former  vice-president,  stated  at  the  recent 
Chicago  convention  that  he  was  present  and  the  writer 
also  subscribes  his  name  as  being  among  those  who 
were  on  hand. 

It  may  not  be  out  of  place  to  add  that  for  several 
years  the  association  comprised  only  mechanical  and 
electrical  men,  track  men  not  being  eligible  to  member- 
ship. About  1906,  as  I  recall  it,  Past-President  Fred 
G.  Simmons  started  to  organize  a  way  engineers'  asso- 
ciation, and  the  writer  had  some  correspondence  with 
him  about  it.  Ultimately  the  way  men  were  permitted 
to  join  the  mechanical-electrical  group  and  the  idea 
of  forming  a  second,  separate  engineering  .society  was 
abandoned.  R-  C.  CRAM. 


412 


Electric    Railway    Journal 


Vol.  61,  No.  10 


New  180-Ton  Passenger 
Locomotives  for  the  New  Haven 

One  of  These  Locomotives  Will  Be  Capable  of  Hauling 

a  900-Ton  Trailing  Load,  or  Twelve  Pullman  Cars, 

Between  Grand  Central  Terminal  and  New 

Haven  in  Ninety-nine  Minutes  at  a 

Schedule  Speed  of  44  M.p.h. 

By  W.  J.  Clardy 

General   Engineering  Department 
Westinghouse  Electric  &  Manufacturing  Company 

THE  New  York,  New  Haven  &  Hartford  Railroad  has 
in  service  almost  600  miles  of  electrified  track,  in- 
cluding some  of  the  busiest  main-line  and  yard  trackage 
in  the  world.  Yards  at  Oakpoint  and  Westchester  are 
served  entirely  by  electric  switcher  locomotives. 

The  present  electric  motive  power  consists  of  106 
Baldwin-Westinghouse  locomotives,  fifty-two  for  pas- 
senger, thirty-eight  for  freight  and  sixteen  for  switcher 
service.  There  are  also  thirty-five  multiple-unit  motor 
cars.  The  first  forty-one  passenger  locomotives,  placed 
in  service  in  1906  and  1908,  are  of  the  2-6-2  type  and 
weigh  102  tons  complete;  the  last  five  were  built  in 
1919  and  are  of  the  2-6-2  +  2-6-2  type,  weighing  180 
tons  complete.  Recently  twelve  more  of  this  type  were 
ordered. 

Sixteen  80-ton,  0-8-0  type  switcher  locomotives  were 
placed  in  service  in  1912,  and  thirty-six  110-ton,  2-8-2 
type  road  freight  engines  in  1912  and  1913.  The  first 
of  the  thirty-five  multiple-unit  motor  cars  were  operated 
in  1909  and  the  last  eight  cars  went  into  service  in 
1922.  These  cars  range  in  weight  from  84  to  91  tons 
complete  with  all  equipment  (no  load)  and  are  really 
locomotives,  as  each  motor  car  is  capable  of  hauling 
two  trail  cars. 

The  twelve  passenger  locomotives  now  under  con- 
struction will  be  identical  with  the  five  placed  in  service 
in  1919,  except  for  some  refinements  in  minor  details. 
They  will  be  equipped  with  six  twin  motors  and  will 
operate  from  an  11,000-volt,  single-phase  trolley  or  a 
650-volt,  direct-current  third  rail.  The  gear  ratio  will 
be  25  to  89,  and  the  drivers  will  be  63  in.  in  diameter. 
Each  engine  will  have  two  pantographs  and  four  third- 
rail  shoes  for  current  collection.  Of  the  total  weight 
122  tons  will  be  on  drivers. 

The  new  locomotives  will  rate  2,016  hp.  They  will 
develop  23,200  lb.  tractive  effort  at  32.6  m.p.h.,  the  con- 
tinuous rating  being  15,800  lb.  at  39.4  m.p.h.  The  high- 
speed rating  will  be  2,424  hp.  at  45.5  m.p.h.  and  19,900 
lb.  tractive  effort.  A  maximum  momentary  tractive 
effort  of  52,500  lb.  will  be  available  and  the  normal 
accelerating  tractive  effort  will  be  36,200  lb.  A  maxi- 
mum speed  of  66  m.p.h.  may  be  attained  with  safety. 

The  mechanical  parts  of  the  engine  involve  an  inter- 
esting feature  in  that  the  frame  is  a  one-piece  steel 
casting  for  each  half  of  the  running  gear.  That  is, 
there  are  but  two  frame  castings  per  locomotive  and 
these  are  the  largest  integral  castings  ever  made  for  a 
locomotive,  each  weighing  18,000  lb. 

The  quill  drive  and  details  are  the  same  as  on  the 
present  locomotives  and  this  type  of  flexible  drive  has 
proved  very  successful. 

The  409  C-2  twin  motor,  which  will  be  used  on  the 
new  locomotives,  rates  336  hp.  at  275  volts  for  one 
hour  and  276  hp.  continuous  at  the  same  voltage.  It  is 
of  the  series  commutator  type  with  a  resistance  lead 


winding  in  the  armature,  and  compensating  windings 
on  the  field.  A  twin  motor  weighs  approximately  13,000 
lb.,  including  bases,  axle  caps,  axle  bearings,  dust 
guards,  commutator  lids  and  gear  cases. 

The  a.c.-d.c.  control  equipment  will  be  of  the  West- 
inghouse unit-switch,  pneumatically-operated  type,  the 
entire  control  of  an  engine  being  handled  by  twenty- 
eight  switches.  This  is  accomplished  by  connecting  the 
motors  in  four  permanent  groups  of  three  armatures 
in  series.  The  switches  are  arranged  in  three  groups: 
motor  switches,  transformer  switches,  and  resistance 
switches.  There  will  be  three  starting  and  nine  run- 
ning notches  obtained  by  means  of  voltage  taps  on  the 
transformer. 

Series-parallel  control  is  not  provided  for  direct-cur- 
rent operation  as  suflicient  speed  can  be  obtained  when 
three  motors  are  connected  in  series.  A  field  shunt, 
which  is  effective  on  the  last  controller  notch,  will  give 
the  speed  that  is  necessary  in  the  d.c.  zone. 

The  airblast  transformer  will  weigh  15,300  lb.  and 
rate  2,100  kva.  Storage  batteries  (used  on  alternate 
days)  will  provide  energy  for  operating  the  control 
switches  and  a  motor-generator  set  will  charge  the  bat- 
teries. Each  locomotive  will  be  equipped  with  an  oil- 
fired  flash  boiler  and  the  necessary  oil  and  water  tanks. 
The  boiler  will  have  sufficient  capacity  to  heat  a  twelve- 
car  train. 

The  180-ton  locomotive  permits  the  handling  of  all 
the  heavy  passenger  trains  with  a  single  engine.  ■  The 
heaviest  of  the  express  trains  consist  of  twelve  Pullman 
cars  of  75  tons  weight  each,  or  a  trailing  load  of  900 
tons.  This  locomotive  can  haul  these  trains  between 
Grand  Central  Terminal  and  New  Haven  in  99  minutes 
on  a  non-stop  run,  a  schedule  speed  of  more  than  44 
m.p.h. 

The  five  180-ton  passenger  locomotives  that  have 
been  in  service  the  past  four  years  frequently  make  over 
500  miles  per  day,  the  longest  single  trip  being  72  miles. 
A  number  of  the  forty-one  original  passenger  locomo- 
tives of  the  2-8-2  gearless  type  (0-1  to  0-41)  have  now 
made  over  1,000,000  locomotive-miles  and  the  others  are 
very  close  to  this  figure.  This  is  the  result  of  sixteen 
years  of  successful  oeration. 

In  concluding  the  writer  would  call  attention  to  the 
fact  that  in  the  design  of  passenger  locomotives  for  the 
New  Haven,  the  weight  is  limited  to  181  tons  complete 
with  all  details  including  sand,  water,  oil  and  crew. 
This  restriction  is  imposed  on  account  of  the  Park  Ave- 
nue Viaduct  in  New  York  over  which  passenger  trains 
run  when  entering  the  Grand  Central  Station.  Further, 
the  locomotives  must  be  designed  for  direct-current 
operation  from  a  650-volt  third  rail  to  permit  running 
on  the  tracks  of  the  New  York  Central.  This,  of  course, 
complicates  the  control  apparatus. 


Atlanta  Window  Poster 


BETTER    TRAFFIC    LAWS 

would  bring  better  street  car 

service  to  the 

250,000  who  depend 

upon  the  street  cars  daily 


The  Georgia  Electric  Railway  is  carrying  this  poster  to 
help  the  campaign  for  better  traffic  laws  in  Atlanta. 


March  10,  1923 


Electric    Railway    Journal 


413 


^    Association  News  &  Discussions   J 


General  Accounting  with  Bookkeeping 

Machines* 

Machines  Are  Used  to  a  Great  Extent  in  the  Accounting  Work  of  This 

Property — An  Analysis  of  the  Operations  and  Advantages 

Over  Hand  Bookkeeping  Are  Given 

By  R.  R.  Pbery 

Chief  Clerk  Terre  Haute,  Indianapolis  &  Eastern  Traction  Company, 
Indianapolis,  Ind. 


THE  use  of  mechanical  appliances  in 
the  office  is  becoming  more  gen- 
eral. The  typewriter  and  ordinary  add- 
ing machine  are  now  considered  a  neces- 
sary part  of  the  equipment  for  prac- 
tically every  office,  and  the  bookkeeping 
machine  is  rapidly  making  a  place  for 
itself.  Our  equipment  consists  of  two 
11-in.  bed,  Elliott-Fisher  bookkeeping 
machines  equipped  with  crossfooter  and 
four  seven-digit  registers  on  each 
machine. 

Forms  Used  and  How  Machines  Are 
Used  with  Each 

Invoices — Vouchers  and  Accounts 
Payable  Ledger.  Approved  invoices, 
after  they  have  been  audited  by  comp- 
tometers and  a  predetermined  total 
taken  by  listing  on  the  adding  machine, 
are  posted  to  the  distribution  ledger. 
Proof  sheets  are  made  of  such  postings 
for  checking  purposes  and  are  retained 
until  the  end  of  the  month,  after  which 
they  are  destroyed.  At  the  close  of  the 
month  these  invoices  are  accumulated 
by  firms,  and  a  total  is  made.  The  dis- 
tribution by  control  accounts  is  filled  in 
on  the  lower  portion  of  the  voucher  in 
ink,  and  the  voucher  is  numbered,  with 
month  and  year  given,  and  is  passed  to 
the  operator  for  completion. 

The  operator  then  proceeds  to  write 
the  check,  remittance  statement  and 
voucher  and  post  the  accounts-payable 
ledger  in  one  operation.  The  voucher 
number  is  written  in  the  last  column 
for  reference  in  the  accounts-payable 
ledger.  One  add  register  is  used  to 
prove  that  the  items  listed  are  correct, 
and  the  total  is  written  in  the  second 
column  from  the  right,  which  is  a  sub- 
tract register  and  clears  the  cross- 
footer.  Checks  for  payment  of  loss 
artd  damage  claims  are  made  on  a  spe- 
cial form  and  are  posted  to  the 
accounts-payable  ledger  by  the  same  op- 
eration. Proof  sheets  are  made  of  these 
checks  and  are  attached  to  the  voucher 
at  the  end  of  the  month,  covering  all 
payments  of  this  nature  made  during 
the  month. 

The  accounts  in  the  ledger  are  ar- 
ranged alphabetically  by  name  of 
creditor.     As  payments  are  made,  the 

•Abstract  of  paper  presented  at  the  an- 
nual meeting  of  the  Central  Electric  Rail- 
way Accountants'  Association,  Lima,  Ohio, 
Feb.    23-24. 


bookkeeper  enters  the  amount  of  such 
payments  on  the  cash  book  and  the 
operator  from  time  to  time  posts  all 
the  payments  to  the  accounts-payable 
ledger  immediately  below  the  amount  of 
voucher,  giving  the  check  number.  A 
proof  sheet  of  these  postings  is  made, 
showing  each  entry,  and  the  total  is 
accumulated,  which  agrees  with  the 
total  cash  disbursed. 

Distribution  Ledger.  The  distribution 
ledgers  are  kept  in  a  vertical  tub  file 
or  desk,  and  are  divided  into  control 
groups,  numerically  under  each  group. 
There  are  from  twenty  to  200  accounts 
in  each  division.  In  other  words,  the 
accounts  in  the  first  control  are  num- 
bered consecutively,  1  to  28,  "Way  and 
Structures,"  those  in  the  second,  29  to 
44,  "Equipment,"  etc.  Payroll,  store 
requisitions  and  invoices  (vouchers) 
are  posted  at  separate  runs. 

Store  Requisitions.  Material  issued  at 
the  storeroom  is  entered  on  requisition 
forms  which  are  assorted  daily  by  op- 
erating account  numbers  and  entered 
by  the  storekeeper  to  a  disbursement 
sheet  and  forwarded  to  the  auditor's 
office  periodically  according  to  the  size 
of  the  storeroom — weekly,  semi-monthly 
or  monthly  as  the  case  may  be.  These 
sheets  are  audited  by  comptometers  for 
errors  in  extensions  and  additions  and 
are  then  arranged  according  to  the  ac- 
count number  and  passed  to  the 
operator.  The  operator  first  posts  to 
"Way  and  Structures,"  then  to  "Equip- 
ment" and  so  on.  When  she  has  posted 
all  the  stores  on  "Way  and  Structures" 
or  the  first  control,  she  transfers  the 
total  to  the  next  column  which  sub- 
tracts from  the  crossfooter  and  leaves 
the  machine  clear.  This  transfer  shows 
on  the  proof  sheet  only.  The  totals  in 
this  register  are  accumulated  until  the 
entire  run  is  completed  and  verification 
made  against  an  adding  machine  total. 

By  handling  the  work  in  this  manner 
we  get  a  total  separately  and  collec- 
tively. At  the  end  of  the  month  these 
proof  sheets  are  recapped  by  store- 
rooms and  used  as  a  journal  entry. 

Payroll  Distribution.  The  distribu- 
tion of  the  payroll  is  made  by  the  head 
of  each  department,  and  the  accounts 
are  arranged  on  the  sheet  in  numerical 
order.  After  being  verified  against  the 
total  of  each  payroll  they  are  passed  to 


the  operator  for  posting.  The  postings 
are  made  as  with  the  stores'  requisi- 
tions. A  proof  sheet  is  made  of  this 
work  by  payrolls,  and  from  the  sum- 
marized totals,  the  journal  entry  is 
made  at  the  end  of  the  month. 

Invoices  (Vouchers).  When  vouchers 
are  posted,  no  division  is  made  by  con- 
trols, but  as  the  postings  are  made  the 
amount  for  each  account,  as  shown  by 
the  crossfooter,  is  thrown  out  into  the 
last  column  on  the  right,  and  is  al- 
lowed to  accumulate  in  the  register  so 
as  to  give  the  total  for  the  run.  This 
grand  total  must  agree  with  the  pre- 
determined total,  proving  the  correct- 
ness of  the  postings.  As  all  the  work 
is  handled  by  separate  runs,  only  one 
adding  register  is  necessary  for  the 
payroll,  store  and  voucher  columns. 

Balancing.  At  the  end  of  the  month 
the  various  columns  on  the  distribution 
ledger  are  added  and  proved  against 
the  total  amount  of  the  requisitions  and 
payroll.  The  total  of  the  vouchers  is 
proved  against  the  voucher  register 
control,  which  is  kept  by  the  book- 
keeper. 

Payrolls.  Department  time  sheets  are 
made  up  twice  each  month,  are  as- 
sembled in  approximately  the  same 
order  as  each  payroll  period,  and  the 
rates  checked  against  the  previous  pay- 
roll (except  for  trainmen  whose  rates 
are  checked  against  the  trainmen's 
roster).  Deductions  are  shown,  such 
as  time  orders  or  advances  against 
salaries,  and  other  miscellaneous  items, 
as  well  as  the  number  of  the  check  in 
the  first  column  on  the  payroll  sheet. 
The  sheets  are  then  passed  to 
comptometers  for  adding  total  time, 
verification  of  extensions,  and  addition 
to  arrive  at  the  total  payroll.  The 
time  sheets  are  now  ready  for  the 
operator. 

Pay  checks  for  about  1,800  em- 
ployees are  written  from  these  time 
sheets  (the  checks  being  dated  and 
numbered  previously  by  a  combination 
numbering  and  dating  machine),  show- 
ing the  amount  earned,  time  orders, 
other  deductions,  check  number  and 
amount  to  pay.  A  proof  sheet  in  dupli- 
cate is  written  at  the  same  time.  One 
copy  accompanies  the  checks  to  the  de- 
partment head  and  the  other  is  kept  as 
a  permanent  payroll  record.  The  ma- 
chine automatically  takes  care  of  de- 
ductions, "time  orders"  and  other  items 
and  the  amount  to  pay  is  computed  by 
the  crossfooter,  which  latter  amount 
when  written  on  the  check  clears  the 
crossfooter  and  a  star  is  shown  prov- 
ing the  operation  to  be  correct.  As 
the  amounts  are  written  in  different 
columns  on  the  check,  four  registers 
are  used,  and  the  totals  are  subtracted 
from  the  registers  as  each  payroll  is 
completed.     This  form  of  check  is  not 


414 


Electric    Railway    Journal 


Vol.  61,  No.  10 


universally  used  but  the  banks  do  not 
object  to  it.  An  actual  test  showed  the 
operator  was  able  to  write  1,793  pay 
checks,  which  constitutes  an  entire  pay- 
roll, in  eleven  hours. 

Earnings  Reports.  Eleven  copies  of 
a  daily  earnings  report  are  made  and 
proved  to  be  correct.  The  machine 
figures  the  increases  and  decreases  as 
the  amounts  are  written  in  the  first 
two  columns,  namely,  "this  year"  and 
"last  year."  It  also  furnishes  the 
column  totals  at  the  same  time. 

Conductors'  Overs  and  Shorts.  A 
daily  record  of  conductors  is  kept,  giv- 
ing the  total  charges,  amount  remitted 
and  net  amount  over  or  short,  as  the 
case  may  be.  Three  registers  are  used 
for  these  postings.  The  first  register 
accumulates  the  total  debits,  the  second 
the  total  remittances  and  the  third  the 
net  amount  over  or  short.  This  work 
is  proved  against  the  total  of  recapitula- 
tion of  conductors  which  gives  the  total 
for  each  division. 

Accou7its  Receivable.  Various  depart- 
ments advise  this  office  of  material  sold 
and   labor    performed    for    individuals 


and  companies,  as  well  as  charges 
against  the  United  States  government 
for  transportation  furnished,  and  a  bill 
is  promptly  made  in  duplicate.  These 
bills  are  then  posted  to  the  proper  firm 
and  an  entry  is  made  on  the  statement 
at  the  same  time.  The  statement  is  the 
original  and  the  ledger  sheet  the  car- 
bon copy.  Four  registers  are  used  for 
this  work,  one  for  each  column  on  the 
sheet.  At  all  times  we  know  the  exact 
amount  due,  and  this  plan  enables  us 
to  mail  statements  promptly  at  the  end 
of  each  month.  A  proof  sheet  is  made  of 
all  postings,  both  debits  and  credits.  The 
debit  postings  less  credit  memoranda 
issued  are  proved  against  the  total  of 
the  invoice  register  and  cash  credits 
are  proved  against  the  cash  book. 

In  conclusion  I  might  say  that  with 
the  use  of  bookkeeping  machines  we 
have  eliminated  a  lot  of  possibilities 
for  errors  such  as  illegible  figures,  in- 
correct postings  that  can  be  found  only 
by  checking  back  the  work  for  the  en- 
tire month,  etc.  We  have  found  that 
they  are  more  economical  than  the  hand 
method  of  bookkeeping. 


Commission  Engineers  Hold  Conference 

Decide  in  Washington  on  Annual  Meeting,  Also  Discuss 
Grading  of  Utilities  for  Efficiency 


PLANS  for  an  annual  conference  of 
engineers  attached  to  the  state  utili- 
ties commissions,  to  be  conducted  under 
the  auspices  of  the  Bureau  of  Stand- 
ards, were  laid  at  a  meeting  at  the  De- 
partment of  Commerce  March  2  and  3. 
It  was  the  consensus  of  opinion  of  the 
engineers  of  more  than  one-third  of  the 
state  commissions  that  there  should  be 
an  annual  conference  at  which  the  tech- 
nical and  enginering  questions  involved 
in  utility  operation  could  be  discussed 
in  the  interest  of  the  common  good. 

This  conference  was  called  by  Dr. 
F.  C.  Brown,  the  acting  director  of  the 
Bureau  of  Standards.  The  conferences 
are  to  be  along  the  lines  of  those  which 
have  been  in  progress  many  years  in 
which  the  specialists  of  the  bureau  meet 
with  the  weights  and  measures  officials 
of  the  various  states  with  the  idea  of 
exchanging  views  and  experiences.  In 
addition  to  the  benefits  which  will  come 
from  the  exchanges  of  views  among  the 
utilities  engineers,  it  will  give  them  an 
opportunity  to  secure  first-hand  knowl- 
edge of  the  experiments  and  research 
which  the  bureau  is  conducting  on  the 
public  utility  problems. 

An  executive  committee  was  selected 
to  work  out  plans  for  future  confer- 
ences. C.  B.  Hayden  of  the  Wisconsin 
commission  was  chosen  as  the  chairman 
of  the  executive  committee  and  E.  C. 
Crittenden,  chief  of  the  Electrical  Divi- 
sion of  the  Bureau  of  Standards,  its  sec- 
retary. Other  members  selected  are: 
William  M.  Black  of  the  Maine  commis- 
sion, C.  R.  Vanneman  of  the  New  York 
commission  and  A.  I.  Thompson  of  the 
Oklahoma  commission. 

Secretary  Hoover,  in  opening  the  con- 
ference, pointed  out  how  necessary  it  is 
to  promote  uniformity  and  to  prevent 


duplication  of  effort.  Such  gatherings 
of  engineers,  he  declared,  give  an  op- 
portunity for  each  one  attending  to 
benefit  by  the  accomplishments  of 
others. 

Commission  engineers  who  attended 
the  conference  were:  Alabama,  I.  F. 
McDonnell;  Georgia,  J.  Houstoun 
Johnston;  Illinois,  J.  Howard  Mathews; 
Indiana,  Earl  L.  Carter;  Iowa,  A.  B. 
Campbell;  Maine,  William  M.  Black; 
Maryland,  H.  C.  Wolf,  W.  F.  Strouse, 
S.  A.  Covell,  Mr.  Cullen,  L.  Ellis,  R.  Y. 
Gildea  and  J.  L.  Wicks;  Michigan,  Man- 
fred K.  Toeppen;  New  Hampshire,  D. 
Waldo  White;  New  Jersey,  Colv  P. 
Betts;  New  York,  C.  R.  Vanneman  and 
R.  H.  Nexsen;  Ohio,  L.  G.  White  and 


.STANDARDS    FOR   GRADING   GAS    AND 
ELECTRIC  SERVICE 

, Credit s 

Gas,  Electric, 

per  per 

Subject  Cent  Rank        Cent      Rank 

(_'reeping  meters 4  6 

Accuracy  of  me- 
ters         7  4  7  3 

Installation  tests   ....  ■>  o 

Periodic     tests..    14  3  14  2 

Meter     testing 

records 5  6  o  5 

Mete  r     testing 

equipment    ...      a  6  5  5 

Retiue.st  tests ...      4  7  4  6 

Referee  tests 

Meter      readings 

on  bills   4  7  4  6 

Heating  value...    21         1 

Cat  o  r  i  m  e  t  e  r 

equipment  ....      7  4 

Interruptions 18  1 

Station  records 6  4 

Pressure  and 
voltage  varia- 
tion       IS         2  18  1 

I '  r  e  s  s  u  r  e  and 
voltage  sur- 
veys         6  B  6  4 

Purity    4         7 

Complaint  rec- 
ords        5         6 

Information    ..  4  6 

100  100 


Ward  Snook;  Oklahoma,  A.  I.  Thomp- 
son; Tennessee,  F.  G.  Proutt;  Virginia, 
J.  W.  West,  Jr.;  West  Virginia,  James 
Imboden  and  W.  B.  Hall;  Wisconsin, 
C.  B.  Hayden;  District  of  Columbia, 
E.  G.  Runyan,  and  Connecticut,  A.  E. 
Knowlton. 

Grading  Public  Utilities 

At  the  meeting  C.  B.  Hayden,  assist- 
ant engineer  Wisconsin  Railroad  Com- 
mision,  read  a  paper  entitled  "Grading 
Utilities  in  Conformity  to  Service 
Rules."  While  the  paper  indicated  that 
no  criteria  had  been  established  yet  for 
railways  and  the  study  had  been  con- 
fined to  gas,  electric  and  telephone  utili- 
ties, the  address  is  of  much  interest  to 
railway  men. 

The  speaker  said  that  the  first  order 
issued  by  the  Railroad  Commission  of 
Wisconsin  prescribing  certain  require- 
ments for  gas  and  electric  service  was 
made  effective  in  1908  and  the  second 
order,  which  is  now  in  effect,  was  issued 
in  1913.  Very  soon  after  the  last  order 
came  out  the  service  department  began 
grading  the  gas  and  electric  utilities, 
and  about  a  year  later,  in  1915  or  1916, 
the  telephone  utilities  were  given  stand- 
ings. It  was  not  the  thought  when  this 
system  of  grading  was  started  of  apply- 
ing it  in  the  way  used  in  schools,  where 
it  is  necessary  to  keep  the  pupils  placed 
according  to  the  achievements  which 
each  makes,  nor  was  it  expected  that 
each  utility  would  pass  or  secure  honor 
marks  through  the  various  years  of  the 
course,  with  a  possibility  of  failure  up 
to  the  final  graduation.  It  was  done 
because  it  afforded  a  means  of  keeping 
track  of  the  utilities  according  to  the 
service  standards  which  had  been  estab- 
lished, and  if  possible  to  determine 
whether  there  was  any  increase  or  de- 
crease in  the  degree  of  compliance,  from 
year  to  year,  of  the  utilities  throughout 
the  state  or  of  any  one  in  particular. 

After  use  in  this  way  for  some  time, 
it  was  determined  to  try  out  the  scheme 
on  the  unsuspecting  utilities,  and  it  was 
found  that  the  results  were  decidedly 
good.  The  utilities  which  received  high 
rank  were  very  much  pleased,  and  in 
most  every  case  put  forth  effort  to  im- 
prove their  position  or  maintain  it  in 
any  event.  To  be  sure,  some  jealousy 
developed,  but  for  the  most  part  the 
best  of  feeling  existed  and  a  friendly 
rivalry  developed  for  the  high  rank 
position. 

The  weighting  of  the  various  stand- 
ards for  gas  and  electric  service  was 
decided  after  a  number  of  conferences 
of  all  the  inspectors,  and  it  is  believed 
that  the  result  is  reasonably  proper. 
For  gas  service,  the  heating  value  of 
the  gas  is  given  first  place  in  impor- 
tance, pressure  variation  second,  peri- 
odic meter  tests  third,  accuracy  of 
meters  and  calorimeter  equipment 
fourth,  and  the  balance  of  the  standards 
of  about  equal  value.  For  electric  serv- 
ice, interruption  and  voltage  variation 
hold  first  place,  periodic  tests  second, 
accuracy  of  meters  third,  and  the  bal- 
ance of  the  standards  of  about  equal 
value.  The  accompanying  table  gives 
an   idea   of  the  plan. 

The   speaker  then  gave  the  wording 


March  10,  1923 


Electric    Railway    journal 


415 


and  an  explanation  of  the  rules  or 
standards  of  each  of  the  subjects  in  the 
table. 

A  somewhat  similar  set  of  standards 
was  prepared  for  the  telephone  com- 
panies. In  conclusion,  the  speaker  said, 
in  part: 

"For  the  last  few  years  the  service 
requirements  imposed  by  the  Wisconsin 
Railroad  Commission  have  been  tem- 
pered materially  because  of  the  difficul- 
ties which  have  been  the  lot  of  all 
public  utilities,  and  doubtless  this  con- 
dition has  been  prevalent  throughout 
the  country.  Special  cases,  which  have 
arisen  because  of  the  conditions  result- 
ing from  the  war,  have  engaged  largely 
the  time  of  our  engineers,  so  that  the 
personnel  of  the  staff  was  not  sufficient 
to  handle  the  service  matters  thoroughly 


and  do  the  extra  special  work.  For  these 
reasons  the  work  of  grading  the  utilities 
has  not  been  complete,  i.e.,  while  grades 
have  been  given  with  their  reports  on 
all  inspections,  it  has  not  been  possi- 
ble to  make  the  inspections  of  all  the 
localities,  and  therefore  comparative 
summaries  have  not  been  made  for  two 
or  three  years.  We  are  getting  caught 
up  again,  though,  and  will  have  our 
summary  of  the  gas  companies  again, 
for  this  year,  for  inspection  by  the 
utility  representatives  at  the  gas  and 
electric  association  convention  this 
month, 

"It  is  our  opinion  that  the  practice 
of  gradings  has  been  of  great  value 
and  aid  to  the  department  and  has  been 
generally  looked  upon  favorably  by  the 
utilities." 


Talks  on  Management  and  Operation 

Railway  Club  Members  Hear  an  Explanation  of  the  Electric  Railway 

Situation  in  and  Around  San  Francisco  as  Presented  by  Three 

Executives  of  Important  Local  Properties 


AT  THE  Feb.  8  meeting  of  the  Pacific 
.  Railway  Club  in  San  Francisco 
three  talks  were  made  dealing  in  a  gen- 
eral way  with  the  problems  that,  in 
one  form  or  another,  continually  con- 
front electric  railway  executives.  The 
speakers  of  the  evening  were:  Fred 
Boeken,  superintendent  Municipal  Rail- 
ways of  San  Francisco;  M.  McCants, 
assistant  general  manager  Market 
Street  Railway,  and  J.  P.  Potter,  super- 
intendent of  transportation  San  Fran- 
cisco-Oakland Terminal  Railways.  Ab- 
stracts of  the  three  talks  are  given  in 
the  following: 

Mr.  Boeken 's  Address 

On  the  subject  of  developing  traffic, 
Mr.  Boeken  pointed  out  that  one  of  the 
peculiarities  of  San  Francisco's  prob- 
lem is  that  its  location  on  the  tip  of  a 
peninsula  limits  its  future  growth  to 
one  direction,  i.e.,  down  the  peninsula. 
In  commenting  on  some  of  the  schemes 
for  increasing  revenue  he  said: 

"The  European  zone  system  of  fare 
collection,  which  has  been  introduced  in 
a  few  places  in  the  United  States,  might 
properly  be  termed  a  traffic-developing 
measure.  While  no  doubt  the  main  ob- 
ject of  the  zone  system  of  fare  collec- 
tion is  more  nearly  to  equalize  the  dis- 
tance traveled  for  the  amount  paid, 
whether  it  develops  any  more  car  riders 
or  not,  if  properly  worked  out  it  should 
at  least  produce  more  revenue." 

He  referred  to  an  innovation  now  be- 
ing tried  out  in  southern  California  by 
a  merchants'  association  whose  mem- 
bers sell  street  car  tokens  with  free 
coupons  to  their  customers,  the  tokens 
being  accepted  by  the  street  car  com- 
pany at  the  regrular  rate  of  fare  and 
the  coupon  being  accepted  by  the  mer- 
chant on  goods  purchased.  These  tokens 
are  accepted  only  in  the  oflF-rush  period. 
On  store  purchases  amounting  to  $1  the 
saving  by  the  use  of  the  coupons  is  8 
cents,  or  a  little  over  half  the  round- 
trip  fare. 


Another  somewhat  similar  method, 
known  as  the  Prole  system  of  coupon 
transfer,  he  said,  provides  for  a  dis- 
count of  5  cents  on  a  dollar's  purchase. 
Both  these  schemes  seemed  to  Mr. 
Boeken  to  involve  danger  of  incurring 
the  ill  will  of  small  storekeepers  in  the 
outlying  districts. 

Depreciation  as  affecting  changes 
from  one  type  of  equipment  to  another 
is  a  subject  that  requires  careful  at- 
tention. Changes  were  rapid  up  to  the 
electric  stage  of  operation,  the  larger 
cities  are  being  forced  to  elevated  or 
subway  construction,  the  radical  change 
from  one-man  horse-drawn  cars  to  ex- 
pensive two-man  electric  cars  has  been 
succeeded  by  a  trend  toward  a  lighter 
one-man  car  again,  and  there  is  by  no 
means  assurance  that  other  radical 
changes  may  not  be  necessary  in  the 
future.  "The  method  of  figuring  de- 
preciation used  by  the  Municipal  Rail- 
way," he  said,  "requires  the  setting 
aside  of  14  per  cent  of  the  gross  rev- 
enue for  depreciation  and  bond  redemp- 
tion. In  our  case  this  seems  to  be 
ample  as  we  have  a  large  car-hour  rev- 
enue." In  view  of  the  heavy  costs  of 
operation  at  present  and  the  uncertain- 
ties of  the  future,  Mr.  Boeken  did  not 
believe  that  any  street  railway  would  be 
in  danger  of  setting  aside  too  much  in 
a  depreciation  fund. 

On  the  subject  of  competition,  Mr. 
Boeken  pointed  out  that  during  the 
pioneering  days  of  a  city's  development 
competition  may  have  much  to  do  with 
hastening  development  and  bringing 
service  and  rate  of  fare  to  a  reasonable 
standard.  Generally  speaking,  however, 
it  would  seem  to  be  far  better  for  the 
public  to  have  the  right  to  regulate 
service  for  all  than  to  have  certain  dis- 
tricts "over-served,"  to  the  detriment  of 
other  districts  not  so  fortunate  aa  to 
have  competition — a  waste  of  service  in 
one  locality  must  be  offset  by  a  saving 
somewhere  else.  Then,  too,  competition 
in  electric  railways  is  confined  to  a  nar- 


row strip  on  either  side  of  a  line,  and 
better  service  in  one  section  is  unlikely 
to  be  of  advantage  to  residents  of  other 
sections. 

Mr.  McCants's  Addrkss 

In  discussing  the  subject  of  headway 
and  rush  hours,  Mr.  McCants  stated 
that  it  is  a  maxim  in  street  railway 
management  that  10  per  cent  of  the 
passengers  in  any  day  of  twenty-four 
hours  will  be  hauled  between  8  and 
9  a.m.  and  14  per  cent  between  5  and 
6  p.m.  As  a  result,  the  headway  must 
be  very  short  at  rush  hours,  and  then 
it  must  be  quickly  lengthened  as  the 
traffic  dwindles  in  volume. 

Even  where  large  factories  or  mills 
are  willing  to  co-operate  to  the  extent 
of  "staggering"  work-hours  so  that 
large  numbers  of  employees  will  not  be 
dismissed  at  exactly  the  same  time,  it 
would  be  virtually  impossible  to  limit 
the  load  in  each  car  to  seating  capacity 
only  and  still  get  the  rush-hour  crowds 
home  in  an  expeditious  manner.  Un- 
comfortable though  it  may  be  to  stand, 
rush-hour  passengers  must  accept  this 
condition.  The  attempt  in  Berlin  to 
carry  only  passengers  for  whom  there 
were  seats  has  been  anything  but  satis- 
factory; in  Rome  all  seats  are  removed 
at  the  rush  hour  and  everybody  is 
obliged  to  stand. 

After  pointing  out  how  radically  the 
operation  of  jitneys  is  opposed  to  the 
interests  of  the  common  weal,  Mr.  Mc- 
Cants said:  "Street  railways  have  long 
been  regarded  as  a  monopoly  and  there- 
fore subject  to  regulation.  They  have 
submitted  to  that  regulation,  and  in  the 
face  of  such  regrulation  have  seen  such 
irresponsible  competitors  as  jitneys 
enter  the  field.  There  is,  therefore,  no 
escape  from  the  logic  of  this  thesis — 
that  if  the  street  railway  is  no  longer 
to  be  a  monopoly,  it  should  no  longer 
be  subject  to  regulation," 

The  highly  beneficial  influence  of  pub- 
lic parks  should  be  utilized  to  a  greater 
extent,  and  the  chief  need  in  accomplish- 
ing this  end  is  an  effective  means  of 
"selling"  the  parks,  not  only  to  tourists 
and  other  visitors  but  to  residents  of 
the  city  themselves.  There  should  be 
more  extensive  and  more  intelligent 
advertising. 

Greater  simplification  of  systems  ot 
transferring  and  in  the  transfers  them- 
selves are  urgently  needed.  Stopovers 
and  other  improper  use  of  transfers 
must  be  prevented  if  the  railway  com- 
pany would  avoid  serious  losses.  For 
example,  one  company  tried  out  its 
system  by  sending  out  agents  to  ride  as 
long  and  on  as  many  lines  as  possible 
for  one  fare.  One  agent  rode  all  day 
on  the  same  fare  and  ended  his  day  by 
cutting  out  of  a  newspaper  advertise- 
ment a  slip  with  the  same  shape  and 
size  as  the  regular  transfer.  He  pre- 
sented this  scrap  of  paper  and  it  was 
accepted.  His  report  to  the  manage- 
ment, backed  up  by  the  reports  of  the 
other  agents,  resulted  in  a  new  transfer 
system  and  an  estimated  saving  to  the 
company  of  $1,000  per  day. 

On  the  lines  of  the  Market  Street 
Railway  the  number  of  transfers  issued 


416 


EiiECTBic    Railway    Journal 


Vol.  61,  No.  10 


does  not  increase  as  rapidly  as  the  num- 
ber of  passengers  carried.  This  may 
indicate  either  or  both  of  two  things: 
First,  that  the  transfer  system  is  be- 
ing operated  with  increasing  efficiency, 
and,  second,  that  the  people  are  being 
educated  to  saving  time  by  taking  more 
short  trips. 

The  law  of  diminishing  returns,  in 
eifect,  says:  "Do  not  devote  all  your 
attention  to  keeping  the  operating  ex- 
penses of  your  business  down  to  an 
absolute  minimum;  instead,  try  so  to 
conduct  your  business  that  it  will  give 
the  greatest  possible  profit  on  the  cap- 
ital invested."  If  city  fathers  would 
properly  apply  that  law  they  would  ask 
themselves:  "If  the  street  railways  are 
not  held  responsible  for  the  upkeep  of 
the  paving  between  and  beside  the 
tracks,  how  far  will  they  go  in  the  con- 
struction of  extensions  ?  If  an  ex- 
clusive right-of-way  is  granted  on 
Blank  Street,  how  much  faster  service 
can  we  demand  ?  What  is  the  ultimate 
dollar  value  of  all  such  improvements?" 

Painstaking  research  on  the  part  of 
the  electric  railway  company  in  the 
matter  of  selecting  personnel  is  very 
much  worth  while.  The  attention  of 
the  Market  Street  Railway  to  this  sub- 
ject, Mr.  McCants  thought,  has  a  direct 
relation  to  the  fact  that  the  turnover 
of  men  employed  by  that  company  is 
now  only  21  per  cent  per  annum  and 
that  within  the  past  four  years  the 
ratio  of  passengers  to  accidents  has 
been  increased  65.3  per  cent. 

Again,  the  platform  men  can  do  as 
much  toward  "selling"  the  city  to  visi- 
tors as  would  an  extensive  advertising 
budget.  When  the  columns  of  the  daily 
press  are  used  to  educate  the  public  the 
effort  is  labeled  "propaganda."  There 
is  no  other  agency  nearly  so  potent  in 
educating  the  public  and  creating  gen- 
eral good  will  as  an  army  of  enthusi- 
astic employees  who  render  effective 
service  cheerfully  and  boost  for  the 
■"company." 

Mb.  PoTTEai's  Address 

Transportation  systems  on  the  east 
side  of  San  Francisco  Bay,  Mr.  Potter 
pointed  out,  extend  from  Richmond  on 
the  north  to  Alameda  on  the  south,  an 
area  of  approximately  72  square  miles, 
with  a  population  of  about  360,000  peo- 
ple. Rail  systems  include  three  trans- 
continental steam  lines,  the  electrified 
division  of  the  Southern  Pacific,  the 
Sacramento  Short  Line  and  the  system 
of  street  railways  operated  by  the  San 
Francisco-Oakland  Terminal  Railway. 
The  combined  local  and  interurban  sys- 
tem trackage  totals  369  miles  in  length, 
probably  the  most  comprehensive  sys- 
tem of  transportation  of  any  city  in  the 
United  States  comparable  in  size  and 
population. 

The  demand  for  express  or  restricted 
service  from  the  different  municipali- 
ties, particularly  between  residential 
and  business  districts,  is  becoming  more 
pronounced  as  the  population  increases 
and  the  peak  hours  of  travel  grow 
heavier.  At  the  same  time  the  possi- 
bility of  providing  restricted  stop  serv- 
ice is  becoming  more  limited  by  con- 


gested traffic.  As  the  morning  and 
evening  peaks  increase  the  large  num- 
ber of  units  necessary  to  move  the 
traffic  materially  slows  up  schedules. 

In  endeavoring  to  find  some  relief  at- 
tention is  being  given  to  the  possibility 
of  multiple-unit  control  with  a  seating 
capacity  of  not  less  than  fifty  passen- 
gers, using  cars  equipped  with  auto- 
matic couplers  and  operating  in  two  or 
three  car  units. 

The  Key  Route  transbay  service  is 
largely  rush-hour  business,  and  of  the 
average  haul  of  42,000  passengers  per 
day  in  1922  on  the  transbay  system  46 
per  cent  rode  during  a  two-hour  travel 
peak.  Because  of  this  condition  it  was 
necessary  to  provide  an  average  of  two 
seats  for  every  passenger.  On  the 
ferry  system  the  provision  was  more 
than  three  seats  for  each  passenger 
transported.  The  combined  Key  Route 
and  Southern  Pacific  systems  operated 
more  than  54,000,000  vacant  seats  last 
year;  this,  despite  the  fact  that  in 
1922  the  Key  Route  had  the  heaviest 
travel  since  1915  (the  year  of  the 
Panama-Pacific  International  Exposi- 
tion). These  figures  were  cited  to  show 
how  the  rush-hour  one-way  service 
loads  up  the  system  with  "return 
empty"  hauls.  This  does  not  indicate 
the  provision  of  more  seats  than  abso- 
lutely necessary.  An  accurate  log  or 
train  chart  of  every  train,  car  and  boat 
is  kept  to  show  just  how  much  the 
seating  capacity  is  above  or  below  the 
demand. 

Illinois  Electric  Railways 
Association 

THE  Illinois  Electric  Railways  Asso-  ' 
elation  will  hold  a  joint  meeting 
with  the  Illinois  Gas  Association  and 
the  Illinois  State  Electric  Association 
at  the  Hotel  Sherman,  Chicago,  on 
Wednesday  and  Thursday,  March  14 
and  15.  The  morning  sessions  will  be 
joint  meetings  and  the  afternoon  ses- 
sions will  be  separate  meetings  for 
each  association. 

The  following  will  be  among  the 
speakers  at  the  morning  sessions: 
Charles  M.  Thompson,  dean  College  of 
Commerce  and  Business  Administration, 
University  of  Illinois;  Ralph  E.  Heilman, 
dean  Northwestern  University  School  of 
Commerce;  Martin  J.  Insull,  vice-presi- 
dent Middle  West  Utilities  Company; 
Britton  I.  Budd,  president  Chicago  Ele- 
vated Railroads;  E.  W.  Lloyd,  chair- 
man N.E.L.A.  Joint  Committee  for 
Business  Development;  George  R. 
Jones,  chairman  Illinois  Committee 
Public  Speaking  Bureau;  E.  Hill  Leith, 
Halsey,  Stuart  &  Company;  B.  J.  Mul- 
laney,  director  Illinois  Committee  on 
Public  Utility  Information. 

The  following  papers  are  scheduled 
for  presentation  at  the  railways  sec- 
tion: "Future  of  the  Electric  Railway 
Business,"  by  W.  H.  Sawyer,  East  St. 
Louis  &  Suburban  Railway;  "The  Sale 
of  the  Ride,"  by  Walter  Jackson,  con- 
sultant, New  York  City;  "Advantages 
of  Americanization  of  Railway  Em- 
ployees," by  C.  B.  Goodsell,  Chicago, 
North  Shore  &  Milwaukee  Railroad; 
"The   Manufacture   of   Railway   Equip- 


ment," by  C.  E.  Thompson,  Chicago, 
North  Shore  &  Milwaukee  Railroad: 
"Paving,"  by  John  B.  Tinnon,  Chicago  & 
Joliet  Electric  Railway;  "Stores  and 
Inventory  Methods,"  by  a  representa- 
tive of  the  Bureau  of  Commercial  Eco- 
nomics. 

The  joint  annual  banquet  of  the  three 
associations  will  be  held  on  the  evening 
of  March  14  at  the  Hotel  Sherman. 
Charles  A.  Luther,  Peoples  Gas  Build- 
ing, Chicago,  is  chairman  of  the  ban- 
quet committee. 

C.E.R.A.  Meeting  in  July 

IN  THE  summary  of  association  meet- 
ings scheduled  for  the  next  few 
months,  which  was  printed  in  the 
Electric  Railway  Journal  for  March 
3,  page  374,  the  date  given  for  the  Cen- 
tral Electric  Railway  Association  sum- 
mer meeting  was  that  originally  an- 
nounced. Since  the  first  announcement 
a  change  in  the  date  has  been  neces- 
sary, the  date  of  the  meeting  now  being 
July  18,  19  and  20. 

New  England  Street 
Railway  Club 

THE  annual  meeting  and  banquet 
of  the  New  England  Street  Rail- 
way Club  will  take  place  on  Thursday, 
March  22,  at  the  Copley-Plaza  Hotel, 
Boston. 

At  the  banquet  George  W.  Gardiner, 
vice-president  of  the  Union  Trust  Com- 
pany, Providence,  will  act  as'toastmas- 
ter.  The  speakers  scheduled  include: 
His  Excellency  Channing  H.  Cox,  Gov- 
ernor of  Massachusetts;  Hon.  James 
M.  Curley,  Mayor  of  Boston;  William 
H.  P.  Faunce,  D.D.,  LL.D.,  president 
of  Brown  University,  and  Robert  H. 
Newcomb,  executive  assistant  Boston  & 
Maine  Railroad. 


American 
Association  News 


) 


Committee  of  One  Hundred 

THE  executive  committee  of  the 
Committee  of  One  Hundred  met  in 
New  York  on  March  5.  The  committee 
listened  to  a  report  of  the  joint  commit- 
tee of  the  publicity  committee  of  the 
Committee  of  One  Hundred  and  the  ad- 
vertising section  of  the  association's 
Bureau  of  Information  and  Service,  and 
thereafter  approved  a  plan  for  solicit- 
ing funds  with  which  to  carry  on  the 
work  of  the  Committee  of  One  Hundred. 
The  plan  adopted  is  practically  the  same 
as  that  by  which  funds  were  raised 
when  the  Committee  of  One  Hundred 
was  first  organized.  Each  member  com- 
pany of  the  association  will  be  re- 
quested to  contribute  an  amount  equal 
to  50  per  cent  of  the  annual  dues  paid 
the  association.  This  plan  was  brought 
before  the  committee  by  the  sub-com- 
mittee on  finance,  of  which  Randall 
Morgan  is  chairman. 

Those  present  at  the  meeting  of  the 
executive  committee  were  the  chairman, 
General  Guy  E.  Tripp,  and  C.  D.  Em- 


March  10,  1923 


Electric    Railway    Journal 


417 


mons,  J.  H.  Pardee,  L.  S.  Storrs,  F.  R. 
Coates,  Henry  R.  Hayes,  Gen.  George 
H.  Harries,  J.  N.  Shannahan,  J.  H. 
Choat,  O.  D.  Young,  and  J.  W.  Welsh, 
Labert  St.  Clair  and  J.  W.  Colton. 


Publicity 

AT  ITS  meeting  held  on  March  5  the 
American  Association  committee  on 
publicity  spent  most  of  its  time  hearing 
and  discussing  a  report  from  Labert 
St.  Clair  on  the  work  of  the  committee 
of  100.  The  committee  also  considered 
plans  for  countrywide  publicity  for 
those  features  of  the  electric  railway 
situation  on  which  general  information 
seems  now  to  be  particularly  needed. 
The  committee  was  fortunate  in  having 
President  C.  D.  Emmons  in  attendance. 
F.  R.  Coates,  chairman,  presided,  and 
the  meeting  was  also  attended  by  J.  N. 
Labert  St.  Clair  and  J.  W.  Colton. 


Revised  Transportation  &  Traffic 
Rules  for  City  Operation 

THE  standard  code  of  rules  of  the 
Transportation  &  Traffic  Associa- 
tion for  city  operation,  which  were  re- 
vised at  the  last  convention  primarily 
to  extend  their  range  to  cover  the  oper- 
ation of  one-man  cars,  are  now  being 
reprinted  in  suitable  pocket-sized  form. 
They  can  be  had  in  bound  form, 
with  the  association's  standard  cover, 
or  unbound  to  permit  the  use  of  a  spe- 
cial cover  and  additional  inserts  if  de- 
sired by  a  local  company. 


Problems  of  the  Purchasing  Agent 
and  Storelteeper 

THE  Engineering  Association  com- 
mittee on  purchases  and  stores  met 
in  New  York  City  on  March  5,  with 
almost  a  perfect  attendance.  Those 
present  were  B.  J.  Yungbluth,  chair- 
man; W.  S.  Stackpole,  vice-chairman; 
W.  C.  Bell,  J.  P.  Dick,  J.  F.  Fleming, 
W.  N.  Ford  and  H.  H.  Lloyd. 

A  report  was  received  from  a  sub- 
committee appointed  to  prepare  proper 
instructions  for  putting  into  effect  the 
approved  "Materials  Classification."  A 
meeting  of  this  sub-committee  had 
been  held  in  Baltimore  on  Feb.  15.  As 
amended  by  the  main  committee,  this 
report  is  as  follows: 

For  the  proper  operation  ot  a  "Materials 
Classification"  it  is  recommended  that  all 
items  of  material  handled  by  or  through 
the  supply  or  stores  department  be  desig- 
nated   by   a   class   number. 

All  such  items  should  be  divided  into  the 
various  classes  as  shown  in  the  "Materials 
Classification"  and  then  an  inventory  taken 
to  establish  the  money  value  of  material  in 
each  class,  after  which,  in  order  to  main- 
tain the  classification,  it  will  be  necessary 
to  keep  a  record  of  receipts  and  issues  un- 
der each  material  class  listed,  and  to  make 
statement  of  total  values  monthly. 

The  class  to  which  material  Is  to  be 
charged  or  credited  should  be  designated 
by  the  storekeeper,  by  notation  against 
each  Item  on  stores  requisition  on  purchas- 
ing agent,  invoice,  storeroom  report  of  ma- 
terial received  and  storeroom  report  of  ma- 
terial issued.  The  cla.ss  number  should  be 
used  on  every  transaction,  and  record  of 
each  item  which  is  kept  in  stock.  Espe- 
cially ordered  material  not  charged  to  sup- 
ply account,  need  not  be  classified  unless 
desired. 

As  a  matter  of  convenience  to  the  store- 
room force  in  fixing  the  class  to  which  any 
article  belongs,  some  companies  using  "Ma- 
terials   Classification"    find    it    desirable    to 


use    a    numerical    numbering    system.      To 
accomplish  this,  it  is  recommended  that  all 
items    subdivided    under    each    class   be    ar- 
ranged   in    alphabetical    sequence,    writing 
the  noun  first  and  further  description  after 
the  noun,  as,  say,  in  Class  No.  31. 
ArniB,  pressure,   for  GEJ-ST  brushholder. 
Arms,   pressure,   for  GB-200-J  brushholder. 
Blocks,  brush  yoke,  for  WH-101   motor. 
Caps,  axle  bearing,  for  WH-307  motor. 
Shafts,  armature,   for  WH-514-C  motor. 

After  this  has  been  done  an  individual 
class  number  should  be  applied  to  each 
item  of  material,  the  first  two  figures  of 
this  class  number  to  be  the  same  as,  and 
to  represent,  the  class  to  which  the  material 
belongs,  the  remaining  figures  to  designate 
the  numerical  position  ot  the  item  in  its 
class.  As  an  example,  eay,  in  Class  No.  17, 
individual  numbers  applied  to  machine  bolts 
might  be  as  follows: 

Bolts,   Machine 

Class   No.   1772 3  x   2i  in. 

Class   No.   1773 j  x   3  In. 

Class   No.    1781 J  x    5  In 

Class    No.    1782 J  x    SJ  in. 

In  assigning  class  numbers  sufficient 
space  should  be  allowed  between  numbers 
to  provide  for  additional  items  which  may 
be  added  to  the  material  classification  from 
time  to  time.  In  this  connection  It  is  ad- 
visable to  handle  the  numbers  in  groups 
for  each  kind  of  material,  such  as  assign- 
ing class  numbers  1,700  to  1,799  to  ma- 
chine bolts,  17,200  to  17,259  for  lag  screws 
etc. 

As  a  form  for  a  monthly  statement  show- 
ing the  transactions  in  classified  material 
reference  is  made  to  Ebchibit  B  as  shown 
m  the  1921  report  of  the  committee  on  stores 
accounting,  and  the  samples  submitted  here- 
with, being  those  used  by  the  United  Rail- 
S'**??-  &  Electric  Company  of  Baltimore  and 
Public  Service  Railway  Company,  New  Jer- 
sey, as  being  typical  ones  which  might  be 
adopted  with  such  modifications  as  may  be 
deemed  necessary  to  suit  the  needs  of  anv 
individual  company. 

Supplemental  detailed  forms  necessary  to 
prepare  this  statement  can  be  designed  by 
companies    to    meet    their    requirement.". 

In  this  connection  it  was  decided  that 
a  joint  meeting  with  the  stores  account- 
ing committee  of  the  Accountants'  As- 
sociation would  be  desirable  for  the 
purpose  of  obtaining  agreement  with 
that  committee  on  the  method  of  putting 
into  effect  the  proposed  materials  classi- 
fication and  agreement  with  regard  to 
inventory  methods.  An  endeavor  will 
therefore  be  made  to  hold  a  joint  meet- 
ing, and  June  4  or  thereabouts  was 
selected  as  a  desirable  date  on  account 
of  the  convention  of  the  National  Elec- 
tric Light  Association,  which  will  be 
held  during  the  week  of  June  4. 

The  committee  then  discussed  in  de- 
tail the  preliminary  program  for  the 
special  session  of  purchasing  agents  and 
storekeepers  which  will  be  held  at  the 
coming  annual  convention.  There  will 
be  papers  by  prominent  storekeepers 
and  purchasing  agents,  with  prepared 
discussions  by  carefully  selected  speak- 
ers. The  meeting  will  be  given  special 
publicity  to  show  a  good  attendance. 

A  large  part  of  the  meeting  was 
taken  up  with  the  subject  of  periodic 
inventories,  with  debates  on  the  rela- 
tive merits  of  the  stock  book  form 
presented  at  the  1921  convention  by 
the  joint  committee  on  stores  account- 
ing, the  perpetual  inventory  system  and 
other  methods  of  control.  As  the  com- 
mittee was  not  prepared  to  vote  unani- 
mously in  favor  of  the  stock-book  plan, 
a  vote  was  not  taken  with  regard  to  its 
general  recommendation,  but  the  com- 
mittee will  study  the  system  with  a 
view  ^o  reaching  a  unanimous  decision 
prior  to  the  joint  meeting  with  the 
stores  accounting  committee. 

The  chairman  appointed  Messrs.  Ford 
and  Bell  to  collect  data  from  a  selected 
group  of  companies,  so  as  to  show  the 


outstanding  feature  in  connection  with 
the  investment  in,  and  the  control  of, 
materials  and  supplies.  A  question- 
naire will  be  used  for  this  purpose. 


One-Man  Interurban  Cars 

THE  practicability  of  the  one-man 
car  and  plans  for  obtaining  infor- 
mation from  all  parts  of  the  country 
concerning  its  operation  were  discussed 
at  a  special  meeting  of  the  committee 
on  one-man  car  operation  of  the  Ameri- 
can Electric  Railway  Association  at  the 
Hotel  Gibson,  Cincinnati,  Feb.  19. 
Following  the  conference  it  was  an- 
nounced that  the  committee  would  send 
out  questionnaires  to  all  electric  rail- 
ways to  obtain  their  opinions  on  the 
one-man  car  and  the  advantages  and 
disadvantages  of  the  light-weight  car. 
J.  P.  Pope,  general  manager  Kentucky 
Traction  &  Terminal  Company,  was 
chairman  of  the  meeting,  at  which  the 
following  also  were  present:  N.  W. 
Bolen,  H.  C.  DeCamp,  J.  E.  Duffy,  A.  L. 
Reynolds,  Karl  A.  Simmon,  A.  Swartz, 
L.  G.  Van  Ness,  A.  E.  Wood,  A.  H. 
Clifford  and  T.  C.  Cherry. 

Following  the  meeting  the  committee 
was  entertained  with  a  dinner  at  the 
hotel  by  officials  of  the  Cincinnati  Car 
Company  and  the  railway  department 
of  the  General  Electric  Company. 

Association  Bulletins  Available 

SECRETARY  J.  W.  WELSH  states 
that  the  following  reports  and  com- 
pilations are  available  to  association 
members  in  good  standing: 

Working  Conditions  of  Trainmen:  A 
tabulation  of  the  replies  of  over  250 
companies  to  a  questionnaire  sent  out 
in  February,  showing  hours  of  labor, 
length  and  types  of  runs,  overtime 
rates,  extra  compensation  allowed  for 
special  work,  number  of  trainmen  em- 
ployed, labor  turnover,  etc. 

One-Man  Car  Legislation:  A  record 
of  unsuccessful  attempts  by  means  of 
statutes,  ordinances,  etc.,  to  prohibit 
the  operation  of  street  railway  cars 
with  one  man;  the  second  supplement 
to  a  compilation  originally  issued 
May  1,  1921. 

Bus  Franchises:  A  summary  and 
analysis  of  the  principal  provisions  of 
the  franchises  or  permits  under  which 
electric  railways  are  now  operating 
buses. 

Metal  Fare  Tokens:  A  list  of  105 
electric  railways  using  metal  fare 
tokens,  with  a  photographic  reproduc- 
tion of  the  tokens  used  by  each  com- 
pany, showing  all  types  in  use  and  both 
sides  of  each  type. 

Financial  and  Operating  Statistics  of 
Electric  Railways  for  the  Calendar 
Year  1922  as  Compared  imth  1921; 
Gives  the  combined  income  statement 
of  a  large  group  of  companies  report- 
ing to  the  association  and  their  op- 
erating expenses  subdivided  into  the 
primary  accounts  in  totals  and  on  a  per 
car-mile  basis.  Also  gives  operating 
and  traffic  statistics  from  which  cer- 
tain significant  ratios  are  calculated  to 
indicate  the  underlying  conditions  of 
the  industry. 


418 


Electric    Railway    Journal 


Vol.  61,  No.  10 


^        Maintenance  of  Equipment        j 


Maintenance  of  Car-Type  Electrolytic 
Lightning  Arresters 

When  Operating  Troubles  Occur  They  Point  to  Some  Definite  Cause 

That,  in  Most  Cases,  Can  Be  Overcome  by  Careful 

Inspection  and  Maintenance 

By  L.  R.  Golladay 

Supply  Engineering  Department  Westinghouse  Electric  &  Manufacturing  Company, 

East   Pittsburgh,   Pa. 


ALTHOUGH  an  electrolytic  light- 
L.  ning  arrester  requires  a  certain 
amount  of  attention,  it  furnishes, 
when  in  good  condition,  a  protection 
against  storms  that  is  unsurpassed. 
Consequently,  if  the  original  invest- 
ment in  this  type  of  arrester  was 
wise,  it  is  only  economic  folly  to  lose 
the  value  of  its  protection  by  giving 
it  insufficient  or  improper  attention. 

An  electrolji;ic  arrester  for  600- 
volt  street  car  service  is  shown  in  the 
accompanying  illustration.  In  the  top 
compartmenet  of  the  case  is  the  in- 
closed fuse,  and  in  the  lower  compart- 
ment are  the  two  balancing  resistors 
and  electrolytic  cells.  These  three 
elements  are  the  parts  of  the  arrester 
that  require  the  most  careful  atten- 
tion. An  arrester  with  a  blown  fuse 
has  no  protection  value  and,  since 
this  is  the  most  common  operating 
trouble,  it  should  be  examined  first 
in  the  course  of  an  inspection.  The 
blowing  of  fuses  can  be  largely 
avoided  by  charging  the  arrester 
each  time  it  is  placed  in  service. 

The  resistors  should  rarely  cause 
any  trouble.  If  one  should  develop 
an  open  circuit,  it  will  usually  cause 
the  cell  shunted  by  that  resistor  to 
overheat  and  perhaps  boil  out  the 
electrolyte.  This  is  an  indication 
of  a  defective  resistor.  A  resistor, 
broken  by  a  severe  shock,  will  cause 
such  trouble. 

The  wearing  parts  of  the  arrester 
are  the  aluminum  electrodes.  Their 
life,  as  well  as  the  protection,  is  in- 
creased by  proper  maintenance.  Much 
care  should  be  taken  to  see  that  the 
electrolyte  is  not  contaminated  by 
foreign  matter.  The  electrolyte  must 
be  mixed  with  clean  distilled  water 
in  clean  glass  or  earthenware  vessels 
that  have  first  been  rinsed  in  dis- 
tilled water.  The  containers  should 
not  stand  uncovered  where  dust  can 
settle  in  the  electrolyte.  When  han- 
dling the  aluminum  pieces,  especial 


care  should  be  taken  that  they  do 
not  touch  anything. 

When  in  good  condition  the  electro- 
lyte is  clear  and  there  is  no  sediment 
in  the  bottom  of  the  cell.  Brown  spots 
on  the  cell  plates  do  not  indicate 
trouble  in  the  cell.  However,  rapid 
corrosion  and  sludging  are  indicative 
of  unsatisfactory   conditions  within 


WeHtiiiKhonse  Type  A.  B.  Arrester 

the  cells.  After  corrosion  has  once 
started  it  is  not  possible  to  stop  it 
except  by  renewing  the  plates  and 
electrolyte.  The  condition  of  the  cells 
may  be  checked  by  measuring  the 
leakage  current  with  a  milliammeter 
after  disconnecting  the  resistors.  If 
this  current  is  much  greater  than  3 
milliamp.,  the  cell  is  not  in  good  con- 
dition. The  resistors  take  four  or 
five  times  the  current  of  the  cells. 

The  life  of  the  cell  plates  and  elec- 
trolyte will  be  somewhat  prolonged 
if  the  arrester  is  taken  out  of  service 
in  the  winter  season,  which  can  be 
done  if  there  is  no  lightning  during 
this  part  of  the  year.  Good  results 
will  be  obtained  if  the  electrolyte  is 
removed  from  the  cells  and  stored  in 
an  earthenware  jar  while  the  arrester 
is  out  of  service.  After  allowing 
time  for  the  separation  of  the  oil 
and  electrolyte,  the  former  may  be 
siphoned  off  and  kept  in  a  separate 
container.  If  the  electrolyte  is  in 
good  condition  and  kept  covered,  it 
can  be  used  again.  If  the  condition  of 


the  eledtrolyte  is  not  certain,  how- 
ever it  is  better  to  use  new  electro- 
lyte. When  taking  an  arrester  out  of 
service  the  cell  plates  should  be  re- 
moved from  the  jars,  cleaned  with 
gasoline,  rinsed  in  distilled  water, 
and  put  back  in  the  jars. 

The  life  of  the  cell  plates  and  elec- 
trolyte will  be  shortened  by  an  un- 
usually high  operating  temperature. 
For  this  reason  it  would  be  better 
to  mount  the  arrester  underneath  the 
car  rather  than  inside  or  on  top  of 
the  car,  where  the  temperature  would 
undoubtedly  be  higher  than  is  recom- 
mended for  the  satisfactory  opera- 
tion of  electrolytic  arresters. 


Baggage  Cars  Converted  for 
Passenger  Service 

THE  New  York,  Westchester  & 
Boston  Railway  has  recently  com- 
pleted the  conversion  of  two  baggage 
cars  into  passenger  cars.  When  these 
cars,  Nos.  201  and  202,  were  orig- 
inally built  in  1911,  they  were  de- 
signed for  combined  baggage  and 
passenger  use.  A  partition  about 
one-third  the  way  from  one  end  of 
the  car  divided  it  into  two  compart- 
ments, the  smaller  of  which  was  used 
for  baggage.  A  separate  door  to 
this  compartment  was  placed  where 
the  third  window  of  an  ordinary  pas- 
senger car  would  have  been.  The 
larger  compartment  was  fitted  up  in 
the  usual  way  with  upholstered  seats. 

Soon  after  these  cars  were  built, 
however,  the  railroad  entered  into 
an  arrangement  with  the  Adams  Ex- 
press Company,  which  involved  the 
handling  of  more  express  business 
than  could  be  conveniently  taken  care 
of  by  the  small  baggage  compart- 
ments in  the  two  cars.  All  the  seats 
were  taken  out  of  the  passenger  end 
and  the  cars  used  solely  for  baggage. 
They  were  operated  in  that  way  for 
a  number  of  years  until  the  arrange- 
ment with  the  express  company  was 
terminated  as  a  result  of  the  war. 
Then  the  cars  were  relegated  to  the 
storage  yard  and  gradually  stripped 
of  most  of  their  equipment.  But  the 
effect  of  the  war,  which  first  de- 
stroyed the  usefulness  of  the  cars, 
was  later  the  reason  for  bringing 
them  back  into  service. 

A  short  time  ago  there  developed 


March  10,  1923 


Electric    Railway    Jouenal 


419' 


a  need  for  more  passenger  equipment 
on  the  New  York,  Westchester  & 
Boston.  The  cost  of  new  rolling  stock 
was  prohibitive,  and  so  J.  T.  Hamil- 
ton, superintendent  of  equipment,  hit 
upon  the  expedient  of  converting  the 
old  useless  baggage  cars  for  pas- 
senger service.  The  partitions  were 
taken  out,  bars  removed  from  the 
windows,  baggage  doors  replaced  by- 
windows  and  new  seats  installed. 

In  appearance  today,  inside  and 
out,  they  are  indistinguishable  from 
the  ordinary  passenger  cars.  In 
spite  of  the  fact  that  much  expensive 
equipment  which  had  been  removed 
from  the  cars  during  their  period 
of  idleness  had  to  be  replaced,  the 
cost  of  converting  them  was  about 
one-fourth  the  cost  of  new  cars. 


Our  Creed 

To  do  a  little  better  than  is  ex- 
pected of  us; 

To  be  a  little  ahead  of  time 
rather  than  a  little  behind  it ; 

To  be  as  anxious  to  perform  as 
to  promise; 

To  furnish  results  and  not  ex- 
cuses ; 

And,  above  all  else,  to  remem- 
ber that  we  are  spending  the 
company's  money  and  not 
our  own,  and  that  we  should 
therefore  exercise  more  than 
ordinary  care  as  to  how  we 
spend  it. 


Convenient  Babbitting  Jigs 

THE  accompanying  illustration 
shows  some  of  the  babbitting 
jigs  used  by  the  Eighth  Avenue  Rail- 
road in  New  York,  N.  Y.,  for  babbitt- 
ing armature  and  axle  bearings.  The 
first  and  second  jigs  shown  in  the 
illustration  beginning  at  the  left  are 
used    for  babbitting   axle   bearings. 


This  "creed,"  epitomizing  the  purpose  of 
the  department  of  rolling:  stock  and  shops 
of  the  United  Kailways  &  Klectrlc  Company 
of  Baltimore,  hangs  in  the  office  of  A.  T. 
Clark,    the  snperintendent  of  those  shops. 


The  two  jigs  shovra  at  the  right 
in  the  illustration  are  for  babbitting 
armature  bearings.  These  have  a  re- 
cessed base  with  an  upright  shaft  in 
the  center.  The  flanged  ends  of  the 
armature  bearings  rest  in  the  cir- 
cular recess  at  the  bottom.  The  base 
is  provided  with  a  handle  for  con- 


Convenient  Jiss  for  Babbitting  Armature     and  Axle  Bearings 


The  view  at  the  extreme  left  shows 
the  jig  completely  assembled  and 
ready  to  pour  the  lining  for  a  bear- 
ing. The  next  illustration  shows  the 
various  parts.  The  base  consists  of 
an  angle  plate  with  a  half  round  por- 
tion in  the  upright  part  of  the  same 
diameter  as  the  armature  shaft  or 
the  inside  of  the  bearing  after  it  is 
babbitted.  The  outside  portion  fits 
between  the  two  fastenings  shown 
at  either  side,  and  this  is  forced  up 
close  to  the  base  by  means  of  a  clamp- 
ing strip  with  a  handle.  A  top  plate 
is  provided  with  an  opening  cor- 
responding to  the  space  to  be  filled 
with  babbitt.  This  has  a  handle  and 
by  moving  the  plate  across  the  end 
as  the  babbitt  cools,  a  smooth  end 
surface  is  produced. 


venience.  Of  course,  the  complete 
circular  portion  is  babbitted  for 
armature  bearings,  while  but  one- 
half  is  babbitted  for  axle  bearings. 


Platform  for  Washing 
Ventilator  Glass 

THE  cleaning  of  cars  of  the  New 
York  &  Harlem  Railroad  is  under 
the  supervision  of  the  mechanical  de- 
partment. Car  cleaning  is  done  on  a 
time  basis,  and  the  time  schedule  for 
cleaning  ventilator  glass  and  the 
clearstory  of  cars  is  an  even  multiple 
of  that  for  washing  the  car  bodies. 
In  order  to  facilitate  the  washing  of 
the  clearstory,  elevated  platforms 
have  been  constructed  on  either  side 
of  the  track  used  for  bringing  the 


cars  into  the  shop  for  cleaning.  Two 
men  are  stationed  on  these  platforms 
to  clean  the  ventilator  glass  and 
clearstory  of  cars  due  for  this  clean- 
ing. This  method  permits  of  much 
better  workmanship  and  better  at- 
tention to  the  washing  of  the  upper 
parts  of  the  car  bodies. 


Fall  River  Shop  Notes 

THE  Eastern  Massachusetts; 
Street  Railway's  Fall  River  divi- 
sion shops  have  recently  been  greatly 
improved.  A  visitor  to  these  shops 
notices  a  number  of  little  conveni- 
ences which  conduce  to  economical 
maintenance.  Some  of  these  follow: 
On  a  board  conveniently  mounted 


Bacli 


Canvas  Cover  for  Protecting  Sand  Spoul 
from  Wheel  Splash 

for  the  inspectors  to  examine  are 
examples  of  well-worn  and  im- 
properly-worn brake  shoes,  and  other 
exhibits,  which  serve  as  a  constant 
reminder  as  to  how  to  get  the  most 
out  of  the  wearing  parts. 

In  order  to  save  space  all  material 
which  can  be  stored  overhead  is  so 
stored.  For  example,  sweeper  brooms 
are  piled  on  a  high  shelf  mounted 
between  building  columns.  They  are 
thus  in  plain  sight,  but  absolutely 
out  of  the  way. 

An  old  single-truck  car  has  been 
rigged  up  as  a  carhouse  sand  car,  to^ 
facilitate  filling  of  the  sand  boxes 
on  the  cars.  Two  longitudinal  bins 
were  built  in  this  sand  car,  with 
openings  at  the  side,  closed  with, 
slides,  to  permit  pails  to  be  filled. 
The  sand  car  is  run  alongside  the 
drying  room  for  filling,  and  is  then 
moved  about  as  required. 

A  home-made  trolley  pole  tension 
tester  has  been  found  useful.  It  con- 
sists of  a  trolley  catcher,  suitably 
weighted.  An  iron  handle  is  at- 
tached for  convenience  in  carrying. 
A  rope  of  length  equal  to  that  at 
which  it  is  desired  to  test  the  tension 
is  attached  to  the  trolley  catcher, 
which  keeps  it  wound  up  when  the 
device  is  not  in  use.  When  the  end 
of  the  rope  is  hooked  over  the  end 
of  the  trolley  pole  and  the  weight  just 
balances  the  tension  when  the  weight 


420 


Electric    Railway    Journal 


Vol.  61,  No.  10 


clears   the    ground,   the    tension    is 
correct. 

It  was  found  desirable  to  protect 
the  spring  sand  spouts  on  the  cars 
from  wheel  splash  so  that  they  would 
not  become  damp  and  clog  the  sand. 
For  this  purpose  the  spouts  were 
covered  with  fire  or  other  canvas 
hose  and  a  canvas  shield  was  slipped 
over  the  spout  and  tacked  up  against 
the  bottom  of  the  car.  This  shield 
is  of  the  form  shown  in  the  accom- 
panying diagram.  It  is  tacked 
against  the  bottom  of  the  car  along 
edges  A,  B  and  C,  being  folded  along 
the  lines  D  and  E.  The  back  is  toward 
the  wheel,  the  front  being  open.  For 
tacking  up  the  canvas  a  tack  driver 
consisting  of  a  weighted  rod  sliding 
in  a  small  piece  of  gas  pipe  was  found 
convenient. 


Reinforcing  Outside 

Corners  of  Truck 

Pedestals 

THE  New  York  &  Harlem  Rail- 
road, New  York,  N.  Y.,  experi- 
enced some  difficulty  through  the 
breaking  of  truck  frames  at  the  out- 
side corner  of  the  truck  pedestal. 
This  trouble  has  been  overcome  by 
reinforcing  this  point  with  an  angle 


Truck   Pedestal    Reinforced   by   Angle 
Iron  and  Welding 

iron  welded  to  the  upright  and  split 
at  the  bottom  so  as  to  extend  down 
the  side  of  the  truck  frame.  The 
center  part  of  the  angle  at  the  bot- 
tom is  bent  back  so  as  to  lie  on  the 
top  of  the  truck  frame.  A  3  in.  x 
3  in.  X  i  in.  angle  is  used.  The  accom- 
panying illustration  shows  one  of 
these  side  frames  as  repaired.  The 
welding  is  done  by  the  oxyacetylene 
process. 


Old  Axles  Afford  Very 
Useful  Material 

THE  Market  Street  Railway  of 
San  Francisco  has  found  so 
many  uses  for  old  axles  that  not  only 
does  it  use  all  those  taken  from  obso- 
lete trucks  of  its  own  equipment,  but 
the  purchase  of  old  axles  from  steam 


railroads  has  been  found  economical. 
The  old  axles  are  first  heated  in  the 
oil  furnace  and  then  hammered  out 
under  the  steam  hammer  to  smaller 
diameter  and  greater  length.  This 
reworking  materially  improves  the 
quality  of  the  metal.  It  is  used  for 
filler  bars  in  built-up  crossings  and 
frogs,  tongues  for  switches,  and  for 
miscellaneous  heavy  forglngs. 


Trolley  Rail  Height  Gage 

OFTEN  it  becomes  necessary  to 
gage  the  height  and  alignment 
of  the  trolley  or  third  rail.  A  me- 
chanical device  for  this  purpose  has 
been  used  in  the  past  with  some  de- 
gree of  success.  A  new  apparatus 
using  a  hydraulic  principle  is  now 
used  on  the  Chicago  Elevated  Rail- 
roads which  has  proved  more  simple 
in  construction  and  more  accurate  in 
results. 

A  trolley  board  or  shoe  beam  is 
equipped  with  a  cylinder  made  of 
1-in.  brass  tubing  placed  vertically 
through  the  board.  The  piston  which 
operates  in  this  cylinder  has  on  one 
end  a  yoke  or  harp  carrying  two 
rollers  5  in.  long  by  2  in.  in  diameter. 
The  piston  is  supplied  with  double 
leathers  on  its  upper  end.  Suitable 
couplings  and  hose  connections  are 
made  to  the  upper  end  of  the  cylinder 
and  to  a  graduated  glass  tube  prop- 
erly mounted  in  the  car.  The  sys- 
tem is  filled  with  soap  solution  and 
calibrated. 

The  rollers  ride  upon  the  trolley 
rail,  and  the  variation  in  height  of 
the  rail  is  transmitted  through  the 
liquid  by  the  action  of  the  piston  in 
the  cylinder  to  the  graduated  tube. 
A  device  of  this  type  is  placed  on 
each  side  of  the  car  in  order  to 
obtain  readings  on  lap  rail  and  spe- 
cial rail.  Two  observers  in  the  car 
take  readings  at  intervals  of  200  ft. 
of  track  and  also  at  high  and  low 
marks,  and  a  recorder  plots  these 
readings  directly  on  a  previously 
prepared  chart. 

The  ratio  of  the  area  of  the  piston 
to  the  area  of  cross-section  of  the 
glass  tube  is  the  determining  factor 
in  the  degree  of  sensitiveness  of  the 
apparatus.  After  experimenting  it 
was  found  that  this  ratio  should  be 
1  to  1,  that  is,  the  diameter  of  the 
cylinder  should  equal  the  diameter  of 
the  graduated  glass  tube. 

Records  plotted  by  this  method 
were  checked  and  found  to  be  more 
accurate,  in  showing  the  true  condi- 
tions, than  the  foreman's  rail  height 
gage.  As  will  readily  be  seen,  this 
plotted    record     shows     the     height 


under  operating  conditions  with  the 
weight  of  the  car  on  the  running 
rail.  A  careful  study  of  this  record 
discloses  conditions  of  the  roadbed 
as  well  as  of  the  trolley  rail,  and 
serves  as  a  guide  to  reconstruction. 


New  Equipment 
Available 

Continuous  Roller  Side 
Bearings 

ANEW  type  of  roller  side  bearing 
.  has  just  been  placed  on  the  mar- 
ket by  the  Burry  Railway  Supply 
Company,  Chicago,  111.  The  rollers 
and  axles  are  of  high-carbon  steel, 
and  malleable  iron  is  used  for  the 
renewable  bearing  bushings,  housing 
and  wedges.  The  roller  revolves  on 
its  axle  and  the  axle  in  turn  revolves 
in  a  renewable  interlocked  bearing 
bushing.  This  type  of  construction 
is  intended  to  overcome  trouble  such 
as  the  wearing  of  an  oblong  hole  in 
the  housing,  which  of  course  lowers 
the  roller  and  increases  the  side 
bearing  clearance,  thus  making  it 
necessary  to  renew  such  housings. 
The   new   type   bearing   is  being 


New  Continuous  Roller  Side  Bearing 

marketed  under  the  trade  name  of 
"Paragon."  The  roller  and  the  renew- 
able bearing  bushing  have  chafing 
fianges.  These  engage  each  other  to 
prevent  endwise  movement.  Outside 
endwise  movement  of  the  axle  is  re- 
sisted by  the  solid  end  of  the  hous- 
ing. The  renewable  bearing  bushings 
are  designed  so  that  the  hexagon 
shape  of  the  lower  half  fits  in  sim- 
ilar recesses  in  the  housing,  thereby 
preventing  the  bearing  bushing 
from  rotating  with  the  axle,  and 
as  the  surface  of  the  bearing  bush- 
ing engaging  the  recess  of  the  hous- 
ing is  of  generous  width,  all  wear  of 
the  housing  is  eliminated. 

The  "Paragon"  bearing  bushings 
are  easily  renewed  without  removing 
the  side  bearing  housings  from  the 
truck  or  body  bolster. 


March  10,  1923 


Electric    Railway    Journal 


421 


[^  The  News  of  the  Industry         J 


Negotiations  Suspended 

Winnipeg  Electric  Railway  Temporarily 

Withdraws  Request  for  Franchise 

Extension 

After  twelve  months  of  negotiating 
the  Winnipeg  (Man.)  Electric  Railway 
has  temporarily  withdrawn  its  request 
to  the  City  Council  for  an  extension  of 
its  franchise.  The  city  of  Winnipeg 
has  the  option  in  1927  of  purchasing  the 
railway  property.  If  it  does  not  then 
purchase,  the  franchise  is  automatically 
extended  for  a  recurring  period  of  five 
years.  Negotiations  looking  to  an 
agreement  deferring  the  period  at 
which  the  city  could  take  over  the 
railroad  property  for  ten  years — until 
1937 — were  undertaken  by  the  company 
in  order  to  enable  it  to  do  certain  financ- 
ing which  would  mean  an  extension  of 
the  transportation  system  in  Winnipeg 
on  a  large  scale. 

A.  W.  McLimont,  vice-president  of 
the  company,  who  personally  conducted 
the  negotiations  with  the  Council,  re- 
vealed his  plans  for  a  future  transpor- 
tation system  that  would  keep  abreast 
•  of  the  requirements  of  the  city.  The 
plans  were  finally  incorporated  in  a 
draft  agreement  referred  to  previously 
in  the  Electric  Railway  Journal. 

Among  the  concessions  agreed  to  by 
Mr.  McLimont  in  consideration  for  the 
extension  was  a  schedule  of  lower  fares, 
payment  by  the  company  of  a  share 
in  the  cost  of  building  bridges  and  sub- 
ways, placing  wires  underground  in  the 
business  section  of  the  city,  adjustment 
of  franchises  in  municipalities  outside 
the  city  limits  and  a  number  of  im- 
portant extensions  to  track. 

While  this  agreement  met  with  the 
favor  of  the  majority  of  the  City  Coun- 
cil, the  labor  group  objected  to  the 
franchise  question  being  dealt  with  at 
any  time  prior  to  1927.  This  opposition 
protracted  the   negotiations. 

Mr.  McLimont  said  to  the  Council: 

The  bankers  take  the  position  that  the 
very  determined  and  continuous  opposition 
to  the  franchise  negotiations  by  certain 
members  of  the  City  Council  and  from  in- 
fluential quarters  elsewhere  is  very  detri- 
mental to  the  company's  financial  standing 
and  credit,  and  on  account  of  the  long  de- 
lay that  has  already  taken  place  in  nego- 
tiations, the  uncertainty  as  to  when  the 
matter  will  be  ended,  what  the  final  out- 
come will  be.  and  the  general  conditions 
now  prevailing  in  Winnipeg,  the  bankers 
seem  very  reluctant  to  consider  any  ar- 
rangement which  would  require  them  to 
provide  for  the  large  financial  obligations 
Involved  and  which  would  be  necessary  to 
carry  out  the  program  outlined  in  the  draft 
agreement  now  before  Council,  and  advise 
us  to  suspend   negotiations   temporarily. 

Another  matter  strongly  influencing  the 
bankers  is  the  financial  showing  made  by 
the  railway  department  of  the  company  for 
1922,  which  was  very  disappointing.  Con- 
ditions are  not  improving  so  far  this  year, 
and  it  would  be  impossible  in  the  face  of 
these  conditions  to  Justify  putting  into 
effect  the  fares  proposed  in  the  agreement. 

Under  all  these  circumstances  we  feel 
that  the  only  proper  action  to  take  Is  to 
suspend  negotiations  for  the  time  being. 

After  considering  all  phases  of  the  situa- 
tion the  bankers  intimated  to  me  that  they 


were  prepared  to  consider  providing  us  with 
sufllcient  money  to  meet  our  immediate  and 
pressing  obligations,  and  we  now  have  nego- 
tiations pending  with  that  end  in  view. 
When  these  are  concluded  we  expect  to 
take  up  the  matter  of  our  indebtedness  to 
the  city. 

The  company  has  been  successful  in 
effecting  new  financial  arrangements 
and  a  special  general  meeting  of  the 
shareholders  of  the  Winnipeg  Electric 
Railway  has  been  called  for  March  19, 
to  consider  and  deal  with  a  formal  by- 
law authorizing  a  total  issue  of  $5,000,- 
000  of  twenty-year  6  per  cent  general 
mortgage  and  collateral  trust  gold 
bonds  of  the  company,  of  which  there 
are  to  be  presently  issued  $3^250,000. 
This  amount  will  be  disposed  of  in  retir- 
ing the  company's  current  indebtedness 
for  capital  expenditures  and  for  general 
corporate  purposes  and  will  place  the 
company  in  a  splendid  liquid  position, 
with  its  interest  charges  less  than  they 
are  at  the  present  time.  This  issue  has 
already  been  referred  to  in  these 
columns.  In  1921  this  company  found 
it  necessary  to  provide  additional  elec- 
tric energy  to  meet  the  growing  de- 
mands of  the  company  and  organized 
the  Manitoba  Power  Company,  Ltd.,  to 
produce  the  required  additional  power. 
The  Winnipeg  Electric  Railway  is  to 
be  the  distributor  of  this  big  power 
load,  and  in  order  to  do  so  considerable 
money  will  have  to  be  expended  to 
install  the  necessary  plant. 


Orders  Report  of^  Salaries  Paid 

The  California  State  Railroad  Com- 
mission has  adopted  a  resolution  re- 
quiring all  public  utilities  of  the  State 
to  file  salary  data  with  the  commission 
and  furnish  an  accounting  of  donations, 
contributions,  subscriptions  and  cash 
balances. 

All  public  utilities  having  gross 
annual  operating  revenues  of  $100,000 
or  more  must  file  on  or  before  March  10 
a  statement  showing  the  names  of  all 
officers  or  employees  who  during  the 
year  1922  received  a  salary  of  $5,000 
or  more  annually.  The  statement  must 
include  the  salary  paid,  expense  account, 
fees  received  by  and  duties  of  each  such 
officer. 

Public  utilities  with  revenues  of 
$25,000  and  less  than  $100,000  are 
directed  to  file  with  the  commission  the 
names  and  salaries  of  all  employees 
receiving  $3,000  or  more  annually,  with 
details  as  to  fees,  expenses  and  duties. 

The  commission's  resolution  also  pro- 
vides that  all  public  utilities  having 
gross  annual  operating  revenues  of 
$25,000  or  more  shall  file  on  or  before 
March  10  a  statement  showing  the 
amount  of  cash  they  had  on  hand  for 
all  purposes  on  Dec.  31,  1922,  the  names 
of  banks  or  other  institutions  with 
which  such  cash  was  deposited,  the  rate 
of  interest  received,  and  the  amount 
of  cash  in  the  utility's  treasury. 


Appeal  Dismissed 

The  Seattle  Municipal  and  Paget  Sound 

Properties  Must  Pay  1919  Taxes — 

City  Considers  Ways  and  Means 

Word  has  been  received  from  Wash- 
ington, D.  C,  that  the  appeal  of  the 
Puget  Sound  Power  &  Light  Company 
from  the  imposition  of  1919  taxes  on 
the  Seattle  (Wash.)  Municipal  Railway 
property  has  been  dismissed  by  the 
United  States  Supreme  Court.  The  suit 
w-as  brought  by  the  power  company,  as 
plaintiff  in  error,  against  King  County. 
King  County  obtained  a  rule  in  the 
Washington  state  courts  that  it  had  a 
right  to  collect  $401,000  accrued  taxes, 
now  amounting,  with  interest,  to 
$640,000  on  the  railway  property  for 
1919,  as  the  assessment  was  made  be- 
fore the  railway  became  exempt  from 
taxation  by  transfer  of  ownership  to 
the  city.  The  appeal  followed,  but  no 
briefs  were  submitted,  and  hearing  had 
not  been  held.  The  case  was  dismissed 
because  attorneys  failed  to  deposit  with 
the  clerk  of  the  court  an  amount  suffi- 
cient to  cover  the  cost  of  printing  the 
record. 

Under  an  agreement,  if  the  tax  must 
be  paid,  the  city  of  Seattle,  which  owned 
the  railways  for  three-fourths  of  the 
year,  must  pay  three-fourths  of  the 
tax,  or  about  $480,000,  while  the  power 
company  must  pay  one-fourth. 

With  approximately  $480,000  in 
unpaid  1919  taxes  which  the  Seattle 
Municipal  Railway  must  pay,  and  with 
the  5-cent  fare  effective  March  3,  city 
officials  are  anxiously  considering  ways 
and  means  of  raising  the  money  required 
to  meet  the  railway  deficit.  Council- 
man E.  F.  Blaine,  chairman  of  the 
finance  committee,  has  urged  Superin- 
tendent of  Public  Utilities  George  F. 
Russell  to  make  a  constructive  sugges- 
tion as  to  any  methods  that  would  be 
helpful.  The  Municipal  Railway  has 
completed  plans  for  increasing  service 
under  the  5-cent  fare  and  taking  care 
of  the  expected  increased  patronage. 

Superintendent  of  Railway  D.  W. 
Henderson  states  that  it  is  realized  by 
officials  that  the  success  of  the  5-cent 
fare,  which  has  been  restored,  as  noted 
elsewhere  in  this  issue,  depends  upon 
the  increase  in  railway  traffic  and  every 
effort  will  be  made  to  stimulate  traffic. 


Company    Continues    Fifty-four- 
Cent  Wage  Scale 

The  Boston  &  Worcester  Street  Rail- 
way, Framingham,  Mass.,  has  decided  to 
continue  the  54-cent  wage  rate  during 
the  balance  of  the  contract  with  its  men. 
The  contract  with  the  blue  uniform  men 
entered  into  on  Sept.  1,  1922,  was  on  a 
basis  of  54  cents  an  hour  until  March  1, 
1923,  and  53  cents  an  hour  from  March 
1.  1923,  to  Sept.  30,  1923. 


422 


ELECTRIC    Railway    Journal 


Vol.  61,  No.  10 


Exterior  Vtew  of  New  Northern  Elevated  Railroad  Station 


Chicago  "L"  Opens  New  Station 

To  take  care  of  the  enormous  growth 
of  the  uptown  section  of  Chicago,  which 
until  the  last  year  or  two  had  been 
known  as  the  Wilson  Avenue  district, 
the  Northwestern  Elevated  Railroad  has 
built  an  entirely  new  station  at  Law- 
rence Avenue,  which  was  opened  up  on 
Feb.  27,  at  8  p.m.  Officials  of  the  road, 
a  forty-piece  Elevated  band  and  mem- 
bers of  the  Uptown  Chicago  Business 
Men's  Association  were  present  at  the 
opening.  Speeches  were  made  by  offi- 
cials of  the  railroad  and  by  officers  of 
the  business  men's  association. 

The  Wilson  Avenue  station  was  for 
many  years  the  northern  terminus  of 
the  elevated  line.  There  was  a  very 
rapid  grovrth  about  this  point  which 
centered  along  Wilson  Avenue.  More 
recently,  however,  this  growth  has  ex- 
panded to  the  north,  so  that  Lawrence 
Avenue,  two  blocks  farther  north  and 
the  mile-section  street,  on  which  a 
surface  car  crosstown  line  operates,  has 
become  a  nearly  equally  important  cen- 
ter. The  traffic  carried  by  the  elevated 
to  and  from  this  district  is  so  heavy 
that  it  has  warranted  the  opening  of 
this  additional  station,  giving  two  sta- 
tions only  two  blocks  apart. 

The  station  is  of  the  new  island  plat- 
form type,  similar  to  the  design  already 
in  service  along  the  newly  elevated 
portion  of  the  Evanston  line.    The  street 


level  of  the  station  is  beautifully 
constructed  of  marble  and  tile  and  in- 
cludes, in  addition  to  the  space  oc- 
cupied by  the  company,  a  store  on  either 
side  of  the  entrance.  Due  to  the  fact 
that  this  station  was  not  contemplated 
until  after  the  abutment  wall  and  fill 
had  been  made  for  the  track  elevation, 
it  was  necessary  to  move  the  abut- 
ments, consisting  of  250  yd.  of  concrete, 
back  from  the  street  line  65  ft.  and  re- 
move that  portion  of  the  fill.  The  steel 
structure  over  the  street  was  separated 
and  moved  bodily  each  way  to  make 
room  for  the  island  platform.  The 
cost  of  the  station,  including  the  extra- 
ordinary construction  work,  was  about 
$90,000,  of  which  $30,000  was  spent  on 
the  building  proper.  The  station  was 
designed  by  the  company  and  the  con- 
struction contracted  for. 


Court  Rules  Commission  Must 
Act  on  One-Man  Car  Issue 

A  preliminary  injunction  prohibiting 
the  city  of  Clarksburg  from  putting 
into;  effect  its  recently-adopted  ordi- 
nance restraining  the  Monongahela 
Po"wer  &  Railway  Company  from  oper- 
ating one-man  cars  in  the  city  was 
granted  by  Judge  Raymond  Maxwell 
at  a  special  term  of  the  Harrison 
County  circuit  court.  Judge  Maxwell's 
opinion  granting  the  car  company  the 
preliminary     injunction     is     quite     a 


Interior  View  of  Station 


lengthy  affair  and  one  of  the  principal 
reasons  set  forth  for  granting  the  re- 
quest is  that  the  Public  Service  Com- 
mission is  delegated  authority  to  act 
in  such  matters.  The  Judge  also  as- 
sumes that  if  the  necessary  time  is 
allowed  the  traction  company  will  take 
the  case  before  the  commission.  Imme- 
diately after  granting  the  temporary 
injunction,  counsel  for  the  city,  Fred 
L.  Shinn  and  E.  G.  Smith,  gave  notice 
of  action  on  the  part  of  the  city  to  have 
it  dissolved. 

In  part  Judge  Maxwell's  opinion 
follows : 

Upon  reason  it  would  seem  that  where  a 
public  service  corporation  has  adopted  a 
policy  that  may  or  may  not  be  just  and 
reasonable,  the  Public  Service  Commission 
is  the  governmental  instrumentality  best 
calculated  and  best  equipped  tlioroughly  to 
investigate  the  matter  and  then  to  prescribe 
such  practices  as  may  be  just. 

The  railway  alleges  in  its  bill  that  the 
one-man  car  question  is  a  proper  one  for 
determination  by  the  Public  Service  Com- 
mission. Presumably,  therefore,  the  com- 
pany will  promptly  take  this  question  to  the 
Commission  if  the  operation  of  the  ordi- 
nance is  enjoined  for  a  sufficient  length  of 
time  to  permit  the  matter  to  be  presented 
lo.  and  considered  by,  the  commission. 
Acting  upon  this  assumption,  and  being 
of  opinion  under  the  principles  hereinabove 
discussed,  that  this  matter  ought  to  go  to 
the  Public  Service  Commission,  and  that 
the  present  status  should  be  preser\'ed  at 
least  for  a  reasonable  time  to  afford  oppor- 
tunity for  action  by  the  commission,  the 
court  awards  a  preliminary  injunction  pro- 
hibiting the  enforcement  of  the  one-man 
car  ordinance  until  further  order  of  the 
court.  

Trainmen  and  Police  OflBcers 
Will  Co-operate 

To  effect  close  co-operation  between-, 
police  traffic  officers  and  trainmen,  three- 
meetings  of  trainmen  of  the  Los 
Angeles  (Calif.)  Railway  were  held  Feb.. 
20.  Capt.  James  McDowell,  head  of  the 
police  traffic  department,  spoke  of  some 
of  the  traffic  conditions  peculiar  to  Los 
Angeles  in  which  trainmen  can  help.. 
After  each  meeting  he  answered  ques- 
tions presented  by  trainmen.  As  a  re- 
sult of  the  gatherings,  arrangements 
have  been  made  whereby  the  police  de- 
partment and  street  railway  officials 
will  prepare  a  small  card  form  to  be 
carried  by  trainmen.  On  this  card  they 
will  note  the  license  number  and  other 
necessary  information  where  automo- 
biles pass  standing  street  cars  or  violate- 
other  city  ordinances.  This  informa- 
tion has  been  supplied  to  the  company's 
safety  bureau  in  reports  of  trainmen, 
but,  as  Captain  McDowell  said,  he  is 
anxious  to  have  the  reports  made  regu- 
larly and  systematically. 

Dip  Subway  Plans  Being  Prepared 

Engineers  for  the  Street  Railway 
Department  of  the  city  of  Detroit, 
Mich.,  are  preparing  plans  for  a  down- 
town subway  dip  system  with  an  under- 
ground loading  station  at  a  central 
point.  The  project  is  to  be  submitted 
to  the  voters  at  the  October  primary 
election.  An  agrreement  has  been 
reached  with  the  Rapid  Transit  Com- 
mission and  the  plans  will  be  reviewed 
by  the  engineers  of  that  body  in  order 
to  insure  co-ordination  with  the  gen- 
eral subway  plan. 

The  members  of  the  Rapid  Transit 
Commission  are  of  the  opinion  that  a 
system  that  would  best  relieve  surface 


March  10,  1923 


Electric    Railway    Journal 


423 


congestion  at  this  time  may  not  be  the 
best  system  as  the  population  of  the 
city  increases.  The  present  agreement 
between  the  two  commissions,  it  is 
pointed  out  by  Sydney  D.  Waldon,  chair- 
man of  the  Rapid  Transit  Commis- 
sion, will  afford  relief  from  the  down- 
town congestion  in  a  comparatively 
short  time  and  will  permit  the  Rapid 
Transit  Commission  to  confine  its  ef- 
forts to  its  primary  purpose  of  care- 
fully developing  plans  for  the  trans- 
poration  needs  of  a  city  of  3,000,000 
people. 

Clarence  E.  Wilcox,  Corporation 
Counsel,  is  now  working  on  legislation 
planned  to  raising  Detroit's  bonding 
limit  from  the  present  2  per  cent  of  the 
city's  assessed  valuation  to  4  per  cent, 
for  public  utility  purposes,  such  action 
being  permissible  under  the  Home  Rule 
act.  "rhe  city  officials  are  hopeful  that 
permission  to  increase  the  bonding  limit 
will  be  granted  at  the  present  session 
of  the  State  Legislature  as  a  bond  issue 
for  the  proposed  subways  would  more 
than  exhaust  the  balance  of  the  city's 
present  bonding  limit. 

It's  the  Car  Rider  that  Pays 
for  Paving 

The  United  Traction  Company, 
Albany,  N.  Y.,  has  posted  in  its  cars 
a  placard  showing  the  alleged  injustice 
of  existing  laws  which  make  it  man- 
datory that  traction  companies  pay  for 
the  improvement  and  upkeep  of  pave- 
ment of  city  streets  between  the  rails 
and  for  2  ft.  each  side  of  them.  The 
bulletin  reads: 

THE  PAVING  TAX 
A  Relic  of  Horse  Car  Days 

Back  in  the  horse  car  days  when  street 
ears  really  wore  out  pavements,  street  car 
companies  were  required  to  pay  for  all  pav- 
ing inside  their  tracks  and  two  feet  out- 
.slde. 

Thi.s  means  from  one-third  to  two-thirds 
of  the   entire  street  area. 

Tlip  horse  cars  have  been  gone  thirty 
years.     The  paving  tax  still  stands. 

You— the  car  rider — pay  for  It. 


New  System  to  Be  Constructed 

The  Council  of  Orange,  Tex.,  has 
granted  a  franchise  on  application  of 
Harry  A.  Burr,  general  manager  of  the 
Orange  Light  &  Water  Company,  and 
his  associates,  for  the  right  to  operate 
electric  passenger  carrying  vehicles  in 
the  city  for  a  period  of  forty  years. 
The  company  is  proposing  to  try  out  a 
system  of  trackless  cars  to  be  operated 
only  on  paved  streets.  The  streets  on 
which  the  cars  are  to  be  operated,  fares 
to  be  charged,  etc.,  are  to  be  decided 
by  the  City  Council  and  directors  of  the 
company  in  joint  conference. 


Saginaw  Votes  Down 
Bus  Franchise 

Citizens  of  Saginaw,  Mich.,  ex- 
jjressed  their  disapproval  on  March  7 
of  the  Henning-Wade  franchise  which 
offered  city-wide  motor  bus  operation 
with  the  installation  of  forty  motor 
omnibuses.  The  vote  stood  8,540  for 
and  6,023  against.  The  measure  failed 
by  2,517  to  obtain  even  a  majority  and 
lacked  2,714  of  the  necessary  60  per 
cent. 


This  was  the  first  opportunity  that 
the  people  of  Saginaw  had  to  express 
their  choice  on  a  definite  motor  bus 
proposal  since  suspension  of  service  in 
August,  1921,  by  the  Saginaw-Bay  City 
Railway.  The  grantees  were  Leonard 
A,  Henning,  Saginaw,  and  John  Wade, 
Atlantic  City,  N.  J.  There  will  be 
another  vote  in  Saginaw  on  April  2  on 
a  car-bus  franchise. 


Will  Demand  a  Ten-Cent  an 
Hour  Increase 

Employees  of  the  New  York  State 
Railways  in  Rochester,  Syracuse,  Utica 
and  Rome  are  organizing  to  demand  a 
wage  increase  of  from  50  to  60  cents  an 
hour.  The  men  accepted  a  wage  reduc- 
tion from  53  to  50  cents  a  year  ago 
and  now  contend  that  the  cost  of  living 
has  since  risen.  The  men  contend  that 
the  operators  of  one-man  cars  should 
receive  at  least  25  per  cent  more  than 
men  on  two-man  cars.  The  wage  agree- 
ment does  not  expire  until  June  1. 


o 


^ews  Notes 


3 


Idea  of  Elective  Commission  Rejected. 

— Popular  election  of  members  of  the 
Public  Utilities  Commission  was  re- 
jected in  the  Connecticut  Senate  on 
March  2.  Minority  Leader  McGrath's 
bill  provided  that  the  members  be  se- 
lected in  this  manner  rather  than  by 
appointment  of  the  Governor. 

New  Pamphlet  Appears. — In  addition 
to  the  Public  Service  News  published 
by  the  Winnipeg  (Man.)  Electric  Rail- 
way and  devoted  to  activities  in  the 
railway  field  the  company  has  started 
a  monthly  pamphlet  entitled  The  Utility 
Optimist,  in  the  interests  of  its  power 
and  light  customers.  The  first  issue  is 
dated  February,  1923. 

Increases  Force.  —  The  Springfield 
(Mass.)  Street  Railway  has  added  sixty 
blue  uniform  men  to  its  regular  force 
by  calling  back  forty  men  that  had  been 
laid  off  and  employing  twenty  new  men. 
This  addition  was  made  in  conformance 
to  a  rerouting  of  cars  and  change  of 
schedule  so  as  to  afford  more  time  for 
the  round  trip  in  rush  hours  and  admit 
of  more  frequent  service  in  several 
instances. 

Seeks  Repeal  of  Trolley  Act.— The 
first  move  has  been  made  for  repeal  of 
the  Brooks-Coleman  act  in  Minnesota. 
This  measure  put  jurisdiction  over  the 
rates  of  electric  railways  in  the  hands 
of  the  State  Railroad  &  Warehouse 
Commission.  It  was  introduced  in  the 
House  by  a  League  member.  One  sec- 
tion proposes  annulment  of  indeter- 
minate permits  granted  the  Twin  City 
lines  under  the  terms  of  the  1921  law. 

Will  Guard  Carhouses.— The  Louis- 
ville (Ky.)  Railway  is  planning  to  use 
guards  at  its  carhouses,  temporarily  at 
least,  as  a  result  of  the  two  recent 
carhouse  fires,  one  of  which  occurred 
on  Feb.  16  and  the  other  on  Jan.  16, 
resulting  in  heavy  losses.  While  the 
company  has  no  reason  to  believe  that 


the  fires  were  of  incendiary  orig^in,  it 
is  felt  that  the  guards  at  least  would 
be  useful  in  putting  out  a  fire  before 
it  obtained  headway.  Nine  men  will 
be  used  for  the  time  being. 

Hardship  Experienced.  —  A  traction 
car  on  the  Evansville  and  Ohio  Valley 
Traction  Company  line  leaving  Hender- 
son, Ky.,  was  marooned  on  a  ferry  boat 
on  the  Ohio  River  recently  for  more 
than  twelve  hours.  The  car  had  about 
twenty-five  passengers  aboard.  A  vio- 
lent storm  with  a  fifty-mile  wind  made 
it  necessary  to  tie  the  ferry  to  the 
willows  on  the  Kentucky  side.  Most 
of  the  passengers  were  women  and 
children.  Food  and  fuel  were  taken  to 
the  passengers  in  skiffs. 

New  Railway  in  Prospect.  —  H.  S. 
Shaner,  Sand  Springs,  Okla.,  is  the 
promoter  of  a  new  electric  railway  in 
south  Missouri  to  be  about  300  miles 
long.  The  line  will  connect  with  the 
Frisco  line  at  Cabool,  Texas  County, 
and  at  Winona,  Shannon  County.  Con- 
nection with  the  Springfield  &  St.  Louis 
line  will  be  made  at  Salem,  Dent  County. 
Other  steam  lines  will  be  joined  at 
Patosi  in  Washington  County  and  Bis- 
mark,  in  St.  Francis  County.  The  char- 
ter name  for  the  new  line  is  the  Mis- 
souri Hydro-Electric  Interurban.  The 
dam  and  power  plant  are  to  be  located 
on  Current  River,  in  Round  Springs. 

Will  Accept  Company's  Offer. — Line- 
men and  electrical  helpers  employed  by 
the  Cincinnati  (Ohio)  Traction  Com- 
pany, who  went  on  a  strike  last  No- 
vember because  the  company  refused  to 
-  grant  them  a  25  per  cent  wage  increase, 
i-ecently  voted  to  accept  the  offer  of 
their  employers.  Theodore  H.  Schoepf, 
chief  engineer  of  the  traction  company, 
said  that  on  Nov.  15  last  fifty  men, 
members  of  Local  101  of  the  Electrical 
Workers'  Union,  declared  a  strike,  al- 
though they  had  an  arbitration  clause  in 
their  contract.  Despite  the  fact  the 
men  called  off  the  strike,  Mr.  Schoepf 
said  he  would  take  back  as  individuals 
such  men  as  he  needed  and  that  they 
would  be  paid  the  same  scale  of  wages 
that  prevailed  prior  to  the  strike.  Dur- 
the  strike  the  traction  company  re- 
cruited men  from  other  cities. 

Plans  Made  for  Final  Dual  Transit 
Construction. — Plans  for  the  construc- 
tion of  one  of  the  two  remaining  sec- 
tion of  the  Nassau  Street  subway  in 
Manhattan  Borough-  the  final  piece  of 
construction  work  provided  for  under 
the  dual  contract — ^have  been  completed, 
according  to  an  announcement  made  by 
the  New  York  Transit  Commission.  A 
hearing  will  be  held  on  the  formal  con- 
tracts for  the  whole  route  on  March  26. 
The  Nassau  Street  line  will  be  part  of 
the  system  operated  by  the  Brooklyn 
Rapid  Transit  Company.  It  will  extend 
from  the  Municipal  Building,  at  Cham- 
bers Street,  where  connection  will  be 
made  with  the  Center  Street  loop  tracks 
under  that  structure  south  through 
Printing  House  Square  and  Nassau 
Street,  to  Wall  Street,  thence  the  line 
will  continue  on  through  Broad  Street 
to  a  connection  with  the  Montague 
Street-Whitehall  Street  Brooklyn  Rapid 
Transit  tunnel. 


424 


Electric    Railway    Journal 


Vol.  61,  No.  10 


r  Financial  and  Corporate 1 


I.  T.  S.  Merger  Details 

New  Company  to  Be  Organized  to  Take 

Over  McKinley  and  Studebaker 

Properties 

Confirmation  has  been  obtained  of 
the  rumor  that  Senator  William  B. 
McKinley  and  others  associated  with 
him  in  the  development  of  the  Illinois 
Traction  System  are  proposing  a  con- 
solidation of  the  Southern  Illinois  prop- 
erties controlled  by  Clement  Stude- 
baker and  his  associates  with  the  prop- 
erties of  the  Illinois  Traction  Company. 
On  the  other  hand,  the  interests  asso- 
ciated with  Mr.  Studebaker  plan  to 
acquire  a  substantial  interest  in  the 
Illinois  Traction  Company.  These  in- 
terests have  also  associated  with  them- 
selves strong  financial  backing  for  the 
purpose  of  financing  the  present  and 
future  requirements  of  the  unified  and 
consolidated  properties. 

In  order  to  provide  the  simplified 
financial  structure  fundamental  to  the 
whole  problem  of  future  capital  require- 
ments, it  is  proposed  to  consolidate  all 
of  the  operating  properties  of  the 
Illinois  Traction  Company  in  Illinois 
into  one  company,  to  be  known  as  the 
Illinois  Power  &  Light  Corporation,  and 
to  acquire  through  consolidation  the 
properties  operated  by  the  Southern 
Illinois  Light  &  Power  Company.  To 
accomplish  this  consolidation  and  to 
establish  a  proper  foundation  for  a 
new  first  and  refunding  mortgage  for 
the  new  consolidated  operating  com- 
pany, including  the  creation  of  an  at- 
tractive preferred  stock,  it  is  planned 
to  acquire  approximately  $22,000,000, 
par  value,  of  bonds  and  to  call  for  re- 
demption a  further  $9,000,000  of  bonds 
now  in  the  hands   of  the  public. 

It  is  also  proposed  to  acquire  about 
$9,300,000  of  guaranteed  preferred 
stock  issued  by  subsidiary  companies 
and  $1,641,000  of  preferred  stock  of  the 
Illinois  Traction  Company.  All  these 
holdings  will  either  be  canceled  or 
pledged  under  the  new  mortgage.  In 
addition  it  will  be  necessary  to  provide 
for  the  retirement  of  $5,649,000  of 
Illinois  Traction  preferred  stock,  $2,169,- 
000  of  Western  Railways  &  Light  pre- 
ferred, $1,665,000  of  Southern  Illinois 
Light  &  Power  preferred  and  $631,000 
of  Bloomington  &  Normal  Railway  & 
Light  preferred,  all  of  which  are  now 
in  the  hands  of  the  public.  In  this  con- 
nection, the  intention  is  to  offer  the 
holders  of  these  securities  in  exchange 
therefor  a  like  amount  of  7  per  cent 
cumulative  preferred  stock  of  the  new 
Illinois  Power  &  Light  Corporation. 

As  existing  legal  requirements  make 
it  either  impossible  or  undesirable  to 
acquire  direct  ownership  of  all  the  prop- 
erties comprising  the  Illinois  Traction 
System,  it  will  probably  be  necessary 
for  the  Illinois  Power  &  Light  Cor- 
poration to  control  through  stock  owner- 
ship   the    Illinois    interurbans    and    the 


utilities  operating  in  states  other  than 
Illinois. 

Succinctly  stated,  the  plan  provides 
for  the  ultimate  retirement  or  exchange 
of  approximately  $50,000,000  of  securi- 
ties  and  the  creation  of  a  new  company, 
all  of  whose  common  stock  will  be 
owned  by  the  Illinois  Traction  Company, 
which  company  will  create  a  new  first 
and  refunding  mortgage  and  an  attrac- 
tive preferred  stock,  which  will  make 
it  possible  to  finance  future  require- 
ments through  the  existence  of  securi- 
ties guarded  by  conservative  restric- 
tion. After  having  effected  the  reorgan- 
ization and  financing,  the  capitalization, 
subject  to  approval  of  the  Illinois  Com- 
merce Commission,  will  be  approxi- 
mately as  follows: 


Divisional  bonds  (includins 
Soutliern  Illinois  Light  & 
Power  bonds)    $36,414,800 

First  and  refunding  mortgage   6 

per  cent  bonds   30,000,000 

Thirty-year    7    per   cent    sinlcing 

fund  debentures 10,000,000 

First  preferred  7  per  cent  cumu- 
lative stoclc,  par  $100 17.678,500 

Participating    preferred    stock    6 

per  cent  cumulative,  par  $50.  .      1,865,500 

Common  stock,  no  par  value. 400,000  shares 


All  of  the  common  stock  of  the  new 
consolidated  company  will  be  owned  by 
the  Illinois  Traction  Company,  the  com- 
mon stock  of  which  will  not  be  disturbed. 
It  is  expected  that  an  offer  of  exchange 
will  be  made  to  the  holders  of  the  out- 
standing common  stock  of  the  Illinois 
Traction  Company  to  exchange  their 
holdings  for  securities  upon  which  it  is 
proposed  to  inaugurate  dividends  at 
once,  the  acceptance  of  such  offer  being 
optional  to  the  stockholder. 

The  fact  that  a  deal  was  pending 
such  as  is  now  outlined  was  referred 
to  briefly  in  the  Electric  Railway 
Journal  for  March  2,  page  384. 


Reorganization  of  United  Rail- 
ways Investment  Proposed 

Reorganization  of  the  United  Rail- 
ways Investment  Company,  by  the 
division  of  its  eastern  and  western 
subsidiaries  into  separate  companies, 
is  now  being  planned. 

In  the  Eastern  company  would  be 
combined  the  Philadelphia  Company, 
Duquesne  Light  &  Power  and  Pitts- 
burgh Railways.  It  has  been  proposed 
that  the  new  company  purchase  from 
the  United  Railways  Investment  Com- 
pany $24,475,000  common  stock  of  the 
Philadelphia  Company,  making  pay- 
ment in  its  common  and  preferred 
stock.  To  carry  out  this  plan,  a  new 
issue  of  $10,000,000  bonds  at  6  or  7  per 
cent  and  a  new  issue  of  preferred  stock 
will  be  offered. 

In  the  Western  company  would  be 
grouped  the  United  Railroads  of  San 
Francisco,  Sierra  &  San  Francisco 
Power  and  Coast  Valley  Gas  &  Electric 
Company. 


North  American  Does  Well 

Net  Addition  to  Surplus  Was  $1,766,672 

After   Making   Very   Liberal 

Appropriations 

The  consolidated  income  statement  of 
the  North  American  Company,  New 
York,  N.  Y.,  and  its  subsidiaries  shows 
a  balance  for  depreciation,  dividends 
and  surplus  of  $11,303,731  for  the  year 
ended  Dec.  31,  1922,  compared  with 
$6,711,141  for  the  previous  year.  In 
his  remarks  to  the  stockholders  Frank 
L.  Dame,  president  of  the  company, 
says  that  during  the  year  several  im- 
portant public  utility  properties  were 
added  to  those  heretofore  controlled,  the 
most  important  being  the  Cleveland  Il- 
luminating Company.  Mr.  Dame  ex- 
plains that  the  earnings  of  these  prop- 
erties are  not  included  prior  to  the  date 
of  their  acquisition  and  the  statement 
of  the  present  earning  power  of  the 
company  is  therefore  on  a  conservative 
basis.  During  the  year  substantial 
progress  was  made  in  the  development 
of  the  financial  structures  of  sub- 
sidiaries in  order  that  senior  securities 
may  be  marketed  under  even  the  most 
adverse  conditions. 

Mr.  Dame  refers  back  to  the  report 
of  the  company  for  1905  to  reiterate 
the  statement  that  the  company  holds 
the  securities  of  other  companies  as 
permanent  investments  and  seeks  to  es- 
tablish them  in  the  favor  and  confi- 
dence of  the  public  by  just  methods  and 
efficient  administration  and  to  maintain 
their  finances  on  the  most  conservative 
basis.  Notwithstanding  large  capital 
demands  during  the  year,  a  materially 
larger  distribution  of  earnings  has 
been  made  to  stockholders.  Mr.  Dame 
then  recommends  the  increase  in  the 
authorized      common      and      preferred 


CONSOLIDATED    INCOME   STATE.MENT   OF 

THE    NORTH    AMERICAN    COMPANY    AND 

SUBSIDIARY  COMPANIES 

Year  Ended  Year  Ended 

Dec.  31,  1922  Dec.  31,  1921 

Gross  earninss $55,234,491  $38,853,189 

Operating  expenses  and 

taxes 35,812,043  26,791,255 

Net     income     from 

operation $19,422,448       $I2,0«1,934 

Other  net  income 407,182  307,196 

Total $19,829,631       $12,369,130 

Deductions: 

Interest  charges...         $6,667,283         $4,603,114 
Preferred  dividends 

of  subsidiaries...  1,318,172  684.565 

Minority     interest 

in  subsidiaries. . .  540,444  370,309 

Total  deductions..         $8,525,899        $5,657,988 

Balance  for  deprecia- 
tion, dividends  and 
surplus $11,303,732        $6,711,142 


stocks  and  the  change  in  the  par  value 
of  the  common  stock  from  $50  a  share 
to  $10  a  share,  referred  to  previously 
in  the  Electric  Railway  Journal. 

In  his  report  to  Mr.  Dame,  Edwin 
Gruhl,  vice-president  and  general  man- 
ager of  the  company,  calls  attention  to 
the  fact  that  the  gross  earnings  of 
the  subsidiary  companies  for  1922 
amounted  to  $55,234,491,  an  increase  of 
$16,381,301,  or  42.16  per  cent.  Of  the 
total  gross  earnings  65.33  per  cent  was 


March  10,  1923 


Electric    Railway    Journal 


425 


STATEMENT  OF  CONSOLIDATED    SURPLUS  OF  THE  NORTH  AMERICAN  COMPANY  AND 
SUBSIDIARY  COMPANIES,  DEC.  31,  1922 

Surplus,  Jan.  I,  1922 $12,776,355 

Addjtioiw: 

Balance  for  depreciation,  dividends  and  surplus  year  ended  Dec.  31,  1922...        $11,303,731 
Other  credits  to  surplus 953,268 

Total  additions $12,256,999 

,       .  $25,033,356 

Deductions: 

Appropriations  for  depreciation  reserves $5,209,882 

Dividends  on  stock  of  the  North  American  Company; 

Preferred  stoclc $1,061,998 

Common  stock 1,857,088 

2,919,089 

Writedown  in  book  value  of  securities 1,601,219 

Unamortized    discount    and /or  premium  on  securities  redeemed  or  ex- 
changed   661,439 

Miscellaneous  charges 98,698 

Total  deductions $  1 0,490,327 

Surplus,  Deo.  31,  1922 $14,543,029 


derived  from  electric  and  heating,  18.63 
per  cent  from  railway,  4.04  per  cent 
from  gas,  and  12  per  cent  from  coal  op- 
erations. Operating  expenses  and 
taxes  amounted  to  $35,812,043,  an  in- 
crease of  39,020,787,  or  33.67  per  cent. 
Net  income  from  operation  amounted  to 
$19,422,447,  an  increase  of  $7,360,513, 
or  61.02  per  cent.  Of  net  income  from 
operation  76.58  per  cent  was  derived 
from  electric  and  heating,  12.46  per 
cent  from  railway,  3.13  per  cent  from 
gas,  and  7.83  per  cent  from  coal  opera- 
tions. The  balance  for  depreciation, 
dividends  and  surplus  amounted  to 
$11,303,731,  compared  with  $6,711,141 
for  1921,  an  increase  of  $4,592,589,  or 
68.43  per  cent.  The  corresponding 
balances  for  the  three  previous  years 
were:  1920,  $5,396,288;  1919,  $4,580,- 
701,  and  1918,  $2,549,864.  The  com- 
panies referred  to  as  subsidiaries  and 
included  in  the  foregoing  statements 
are  only  those  companies  of  whose  com- 
mon stock  more  than  three-quarters  is 
owned  by  the  North  American  company 
or  its  subsidiaries.  Accordingly,  gross 
earnings  do  not  include  revenues  from 
very  substantial  interests  in  other 
utilities  or  industrials. 

Mr.  Gruhl  says  that  the  company  has 
derived  substantial  revenues  from  in- 
vestments, syndicate  participations  and 
underwritings.  He  explains  that  the 
greater  part  of  these  earnings  has  been 
applied  to  writing  down  book  values 
of  securities. 

Total  additions  to  surplus  for  the 
year  1922  from  earnings  and  other 
sources  amounted  to  $12,256,999.  Of 
this  amount  $5,209,882  was  appropri- 
ated for  depreciation  reserves,  $2,919,- 
087  was  paid  as  dividends  on  preferred 
and  common  stock  of  the  North  Ameri- 
can Company,  $1,601,219  was  applied 
to  the  writing  down  of  book  values  of 
securities,  and  $760,138  was  charged 
off  on  account  of  unamortized  discount, 
etc.  The  net  addition  to  surplus  for 
the  year  was  $1,766,672. 

Four  quarterly  dividends,  each  of 
li  per  cent,  were  paid  during  the  year 
on  the  preferred  stock.  The  dividends 
on  the  comntion  stock  were  increased  to 
2J  per  cent  quarterly  beginning  with 
the  April  1,  1922,  dividend,  of  which 
1  per  cent  was  paid  in  preferred  stock 
at  par  and  IJ  per  cent  in  cash.  The 
July  1  and  Oct.  1,  1922,  quarterly  divi- 
dends on  the  common  stock,  each  of 
2J  per  cent,  were  paid  entirely  in  cash. 


In  conclusion  Mr.  Gruhl  refers  to  the 
fact  that  upward  of  $25,000,000  of  the 
securities  of  subsidiaries  of  the  com- 
pany are  held  by  more  than  33,000  resi- 
dents of  the  territory  they  serve. 


Railway  Not  Included  in  Deal 
for  Light  Plant 

The  property  of  the  Piedmont  Power 
&  Light  Company,  Burlington,  N.  C, 
had  been  sold  to  Philadelphia  and  New 
York  public  service  operators,  according 
to  the  announcement.  The  power  and 
light  plant  at  Burlington  has  been  in 
operation  for  thirteen  years,  being  oper- 
ated in  connection  with  the  Alamance 
Railway,  a  street  railway  connecting 
Burlington,  Graham  and  Haw  River. 

The  Piedmont  Power  &  Light  Com- 
pany has  been  owned  and  controlled  in 
the  past  by  J.  R.  Paschall,  Warner 
Moore  of  Richmond,  Va.,  Junius  H. 
Harden,  John  M.  Cook  and  the  State 
Realty  Company  of  Burlington. 

W.  R.  Dixon,  formerly  connected  with 
the  Kentucky  &  West  Virginia  Power 
Company,  has  been  chosen  manager  of 
the  concern  under  the  new  ownership. 
He  comes  from  Logan,  W.  Va. 

It  is  understood  that  the  purchase 
price  of  the  power  and  light  plant  was 
about  $1,000,000.  It  is  further  under- 
stood that  the  sale  of  the  power  and 
light  plant  does  not  aflfect  the  Alamance 
Railway,  an  8-mile  line,  which  has  been 
operated  jointly  with  the  power  and 
light  plant,  and  that  the  railway  will 
be  continued  as  usual. 


Dubuque  Property  Bought 

All  the  common  stock  of  the  Dubuque 
(la.)  Electric  Company  has  been  pur- 
chased by  Albert  Emanuel  Company, 
Inc.,  New  York,  N.  Y.  The  new  com- 
pany has  had  much  practical  experi- 
ence in  directing  various  public  utility 
enterprises.  The  Dubuque  Electric 
Company  operates  th"e  electric  light  and 
power  and  railway  systems  in  Dubuque. 

The  new  purchasers  also  acquired  the 
majority  of  the  outstanding  stock  of 
the  Eastern  Iowa  Electric  Company, 
which  supplies  light  and  power  to  a 
number  of  settlements  near  Dubuque. 
Albert  Emanuel  has  been  elected  presi- 
dent of  the  Dubuque  Electric  Company 
to  succeed  I.  C.  Elston,  Jr.  O.  H.  Sim- 
onds,  who  is  general  manager,  has  in 
addition  been  elected  vice-president  and 
a  director  of  the  company. 


Good  Year  in  Columbus 

Dividends   Resumed   by   This   Company 

and    Securities   Strengthened   by 

Upbuilding  of  Property 

The  Columbus  Railway,  Power  & 
Light  Company,  Columbus,  Ohio,  re- 
ports a  profit  and  loss  surplus  for  the 
year  ended  Dec.  31,  1922,  of  $1,467,196. 
This  figure  compares  with  $1,954,908 
for  1921,  but  the  1922  figure  takes  into 
account  dividend  payments  deferred 
from  previous  year.  The  comparative 
statement  is  as  follows: 


heat 


Railway  revenue .... 
Power,     light     and 

revenue 

Non-operating  revenue 


Total  gross  revenue 

Operating    expenses    and 

taxes 

Interest  on  funded  debt 

Interest  on  unfunded  debt . 
Other  deductions. ........ 


Net  income .  . . . 
Previous  surplus . 
Other  credits 


1922 
$3,611,590 

3,880,440 
7,312 


1921 
$3,581,555 

3,386,611 
8,875 


$7,499,343     $6,977,041 


Total  surplus 

Depreciation 

Sinking  fund 

Preferred     dividends     (in 

stock) 

Preferred     dividends     (in 

cash) 

Other  debit« 


4,497,289 

818,554 

12,342 

77,627 

$2,093,530 

1,954,908 

234,210 

$4,282,648 
972,000 
245,846 

(a)  1,227,996 

(6)279,242 
90,368 


4,366,757 

738,719 

4,375 

130,162 

$1,737,029 

893,626 

56,138 

$2,686,792 
528,000 


203.884 


Profit  and  loss  surplus $1,467,196    $1,954,908 

(a)  Includes  $392,376  paid  in  6  per  cent  Series  "A" 
preferred  stock  and  $835,620  in  5  per  cent  Series  "B" 
preferred  stock  on  account  of  accumulations.  (6)  In- 
cludes $91,227  paid  in  cash  on  the  6  per  cent  Series 
"A"  preferred  stock  and  $188,015  on  thef  51  peif  cent 
Series  "B"  preferred  stock. 

Charles  L.  Kurtz,  president  of  the 
company,  says  that  the  securities  of  the 
company  have  been  strengthened  by  the 
upbuilding  of  its  properties.  During 
the  past  year  additions  and  betterments 
representing  a  total  expenditure  of 
$1,930,946  were  made.  A  large  pro- 
portion of  this  total  expenditure, 
namely  $780,556,  represented  additions 
and  betterments  for  track  and  roadway 
made  in  compliance  with  the  obliga- 
tions of  the  company  to  the  city.  In 
order  to  provide  efficiently  for  the  in- 
crease in  kilowatt-hours  sold,  number 
of  customers  and  connected  load,  it  was 
necessary  materially  to  increase  the 
capacity  of  the  transmission  and  dis- 
tribution lines  as  well  as  the  capacity 
of  transformer  and  substation  equip- 
ment. The  items  of  cost,  represent- 
ing the  additions  and  betterments 
for  these  purposes,  approximated 
$1,095,001.  Other  additions  and  bet- 
terments to  the  properties  amounted  to 
$55,388  and  represented  expenditures 
for  car  equipment,  office  fixtures,  etc. 

The  fares  in  Columbus  have  always 
been  very  low,  and  the  company  con- 
tinues to  operate  its  cars  at  a  rate  of 
fare  which  is  much  below  that  of  other 
cities  in  Ohio,  and  greatly  below  the 
average  of  other  cities  in  the  country. 
The  revenue  passengers  carried  for 
1922  showed  a  slight  decrese  over  the 
number  of  revenue  passengers  carried 
during  1921.  The  transfer  passengers 
showed  a  small  increase  over  similar 
figures  for  1921.  The  total  passengers 
showed  a  very  slight  increase  over  the 
same  period  of  1921.    The  car  mileage 


•426 


Electric    Railway    Journal 


Vol.  61,  No.  10 


for  1922  totaled  9,021,094,  showing  an 
increase  of  504,794  ear-miles,  or  6  per 
cent. 

In  presenting  his  report  for  the  year 
President    Kurtz    referred    to   the    so- 
called  Slaymaker  case.    He  said  that  in 
what  is  known  as  the  Slaymaker  case, 
the  Court  of  Common  Pleas  of  Frank- 
lin  County,  Ohio,  on   March   17,   1922, 
rendered  a  judgment  against  the  E.  W. 
Clark  Company,  Philadelphia,  and  the 
individual  members  thereof,  in  the  sum 
of  $1,512,570  with   interest  from   Feb 
15,  1922.     On  March  31,  1922,  he  ex- 
plains that  the  Clarks  entered  into  a 
declaration  and  settlement  of  such  an 
agreement,   whereby   securities   of    the- 
value  equal  to  the  judgment  were  de- 
posited   with    the    Guarantee    Title    & 
Trust  Company,  Columbus,  Ohio,  which 
company    signed    the    appeal   bond    as 
surety  for  the   Clark   defendents.     On 
Oct.  10  and  11,  1922,  upon  the  applica- 
tion of  the  Clarks  the  Court  of  Appeals  ■ 
heard  further  evidence  in  the  case.   On 
Nov.    9    and    10,    1922,    the    case    was 
orally  argued  through  the  Court  of  Ap- 
peals.    Printed  briefs   were   also   sub- 
m.itted  to  the  Court  of  Appeals  and  the 
matter  is  now  pending  in  that  court  for 
a  decision.     The  progress  of  this  pro- 
ceeding before  the  courts  has  been  re- 
viewed   previously    in    the    Electric 
KAiLWAY  Journal. 


to  the  public,  in  this  month  of  January  the 
company  earned  all  of  its  operating  ex- 
Iienses,  payments  to  the  city  for  rentals 
under  Contracts  1  and  2,  taxes,  and  one- 
twelfth  proportion  of  lU  annual  obligations 
under  the  plan  of  readjustment,  with  a 
margm  as  indicated  in  the  statement  of 
earnmgs  and  expenses. 

As  has  been  explained  previously  in 
the  Electric  Railway  Journal,  fixed 
charges  do  not  include  sinking  fund  on 
Interborough  first  mortgage  5  per  cent 
bonds  payment  which,  under  the  plan 
of  readjustment  declared  operative  July 
1,  last,  is  postponed  until  July  1,  1926. 
Postponement  of  sinking  fund  pay- 
ments aggregating  approximately  $175,- 
000  a  month  was  assented  to  by  holders 
of  I.  R.  T.  5s  in  order  to  improve  the 
company's  cash  position  and  tem- 
porarily to  increase  the  amount  of 
earnings  available  for  betterments, 
additions  and  improvements. 


$319,724  Balance  for  Interbor- 
ough in  January,  1923 

The  Interborough  Rapid  Transit 
•Company,  New  York,  N.  Y.,  showed  a 
balance  of  $319,724  over  expenses  and 
fixed  charges  during  January,  accord- 
ing to  a  statement  issued  on  Feb.  25  by 
Frank  Hedley,  the  president.  This  was 
the  first  complete  month  under  the  new 
board  of  directors,  chosen  after  the  con- 
summation of  the  plan  of  financial  re- 
adjustment recently  carried  out.  The 
net  earnings  of  the  Interborough  for 
the  month  are  shown  by  the  following 
table: 


13.07  per  Cent  Earned  on  Stand- 
ard Gas  &  Electric  Common 

The  preliminary  statement  of  the 
Standard  Gas  &  Electric  Company,  Chi- 
cago, 111.,  for  the  year  ended  Dec.  31, 
last,  showed  a  surplus  after  preferred 
dividends  and  reserves,  available  for 
the  common  stock,  of  $1,386,457  which 
is  equivalent  to  13.07  per  cent  on  the 
outstanding  common  stock,  as  compared 
with  $1,080,980,  equivalent  to  10.19  per 
cent  on  the  common  stock  in  1921. 

The  revenues  and  expenses  of  the 
company  for  the  twelve  months  com- 
pared with  those  of  1921  are  as  follows : 


1922 

Gross  income $4,759,702 

Expenses  and  taxes     107.586 

Net  income J4,652, 1 26 

Interest  charges 1,840,704 

Balance $2,811,422 

Preferred  dividends 1,074,965 

Balance   $1,736,457 

Amort,  and  otherreserves....  350,000 

Surplus $1,386,457 


1921 
$3,632,745 
68,624 

$3,564,121 
1,367,753 

$2,196,368 
990,388 

$1,205,980 
125,000 

$1,080,980 


■  Total  revenues $4,983  957 

OperatinK  expenses,  taxes  and  rentals  paid 

city  for  the  old  subway 3,450,116 

Income  available  for  all  purposes $1,533  641 

Fixed  charges; 

Interest  on  I.  R.  T.  first  mort- 
gage 5  per  cent  bonds $669,484 

Interest  on  Manhattan  Railway 
bonds 150,685 

Interest  on  I.  R.  T.  7  per  cent 
secured  notes 183,866     1,004,038 

r    r.    .„    ,  $529,803 

merest  on  I.  R.  T.  6  per  cent 

ten-year  notes $8. 1 43 

Miscellaneous    income    deduc- 
tions             51,935         60,078 

learnings  without  deducting  sinking  fund 
on  the  I.  R.  T.  Co.  first  mortgage  5  per 
cent  bonds  ($179,499  for  January. 
1923)  which  does  not  become  operative 
until  .Iidy  1,  1926,  but  which  must  be 
deducted  from  earnings  before  arriving 
.It  the  sum  available  for  dindends  on 
Manhattanstock .  $649  724 

Dividend  on  $60,000,000  Manhattan 
stock  at  3  per  cent  annual  rate 1 50,000 

Balance $319,724 


Referring  to  the  reduction  in  the  com- 
pany's fixed  charges  under  the  plan  of 
readjustment,  Mr.  Hedley  continued: 

With  these  reduced  charges,  despite  the 
Increase  in  the  cost  of  domg  business  grow- 
ing out   of  effort.*   to  render   better   service 


Seven  Months  Net  Increase 

Although  the  total  operating 
revenues  of  the  Brooklyn  (N.  Y.) 
Rapid  Transit  Company  for  the  month 
of  January,  1923,  were  $247,880  above 
those  of  January,  1922,  the  total  oper- 
ating expenses  for  the  month  in  1923 
were  $287,269  above  those  of  a  year 
ago,  resulting  in  a  decrease  of  $39,389 
in  net  revenue  from  operation  in  Janu- 
ary, 1923,  as  compared  with  January, 
1922.  The  increase  in  operating  ex- 
penses is  due  to  the  fact  that  included 
in  the  January,  1923,  statement  are 
charges  aggregating  approximately 
$150,000  for  paving,  track  reconstruc- 
tion and  damage  expenses  on  surface 
lines  accrued  as  far  back  as  1920.  In 
addition  to  these  items,  the  cost  of 
operation  of  the  power  plant  increased 
from  $268,820,  in  January,  1922,  t3 
$343,888,  in  January,  1^23,  largely  due 
to  the  increased  cost  of  coal  this  year. 

For  the  seven  months  ended  Jan.  31, 
1923,    the    net    income    realized    was 
$1,567,591,  compared  with  $1,498,016  for 
the   seven    months   period    ending   Jan 
31,  1922. 


Broad  Survey  Planned 

Engineer  Names  Nine  Points  Essential 

for  Answer  in  Los  Angeles 

Valuation 

In  connec;ion  with  the  proposed 
valuations  of  the  railway  properties  in 
Los  Angeles,  Calif.,  to  which  reference 
was  made  in  the  Electric  Railway 
Journal  for  March  3,  it  is  considered 
that  to  a  great  extent  the  value  of 
the  properties  of  the  Pacific  Electric 
Railway  has  been  completed,  as  data 
are  available.  These  data  were  col- 
lected for  the  Hollywood  rate  case, 
conducted  during  the  past  eighteen 
months.  This  valuation  covered  both 
interurban  and  local  lines  operated  by 
the  company  in  four  different  counties 
in  southern  California.  The  Pacific 
Electric,  as  a  matter  of  fact,  operates 
local  lines  in  seven  other  cities  outside 
of  Los  Angeles. 

As  Richard  Sachse,  who  will  make 
the  valuation,  sees  it,  however,  the 
valuation  will  have  to  be  modified  so  as 

1.  To  cover  only  such  property  of  thi- 
company  as  is  allocated  solely  to  tlu-  com- 
pany's local  system  in  the  city  of  Los 
Angeles. 

2.  To  conform  to  such  considerations  of 
valution  as  should  be  applied  when  the 
(luestion  of  sale  and  transfer  of  the  property 
is  at  issue. 

In  the  case  of  the  Los  Angeles  Rail- 
way Corporation's  lines  locally  serving 
the  city  of  Los  Angeles,  Mr.  Sachse 
states  the  task  will  be  somewhat  more 
extensive.  This  is  due  to  the  fact  that 
the  railway's  property  has  not  bean 
valued  since  1912.  Since  then  the  prop- 
erty has  been  greatly  enlarged.  Con- 
sequently, it  will  require  a  complete 
analysis  of  the  property's  financial 
status  and  its  present  earning  power. 

Briefly,  Mr.  Sachse  believes  that  in 
order  to  draw  sound  conclusions  it  will 
be  necessary: 

1.  To  make  a  complete  valuation  of  the 
Los  Angeles  Hallway's  properties  to  de- 
termine purposes  of  transfer  for  sale. 

:;.  To  make  an  evaluation  for  purposes  of 
transfer  or  sale  of  such  sections  of  the 
Pacific  Klectric  Railwi^'  properties  neces- 
sary for  unifying  of  the  lines  in  the  city 
nf  Los  Angeles. 

3.  To  determine  the  purchase  price  thi 
Los  Angeles  Railway  shall  pay  to  th. 
Pacific  iSlectric  Railway,  provided  it  is 
recommended  that  the  former  company 
lake  over  the  local  system  of  the  latter 
company    in   Los  Angeles. 

4.  To  determine  the  purchase  price  that 
the  Pacific  Electric  Railway  should  and 
could  pay  to  the  Los  Angeles  Railway, 
provided  it  is  recommended  that  the  for- 
mer company  take  over  the  entire  local 
system  of  the  latter  company  in  the  city 
ftf  Los  -Vngeles, 

5.  To  calculate  the  results  from  the 
standpoint  of  serv'ice,  fares,  operating  sav- 
ings, revenues  and  expenses,  provided  the 
Pacific  Electric  Lines  purchased  the  local 
lines  of  the  Los  Angeles  Railway  in  Los 
.\ngeles. 

6.  To  calculate  the  results  from  the  same 
.standiK)int,  provided  the  Los  Angeles  Rnil- 
way  imrchased  the  local  lines  in  the  city 
of  I^s  Angeles  as  owned  and  now  operated 
by   the   Pacific  Electric  Railway. 

T.  To  estimate  the  cost  to  the  city  of 
Los  Angeles  to  operate  the  local  lines  of 
ej'cli  of  the  respective  companies  separately 
or  both  lines,  should  the  city  elect  to  pur- 
chase either  one  or  both  of  the  prop.-'rties 
in  tiuestion. 

8.  To  determine  what  the  outcome  or  re- 
sults would  be  from  the  same  standpoint 
as  outlined  in  paragrai)hs  5  and  «,  provided 
the  city  of  Los  Angeles  acquired  and  oper- 
ated either  one  or  both  of  the  lines 

9.  To  determine  a  solution  of  tlie  ques- 
tion of  how  necessary  extensions  can  bo 
taken  care  of  under  various  possibilities, 
with  respect  to  how  it  concerns  railway 
i-xtensiiin.s  and  bus  line  extetisions. 


March  10,  1923 


Electric    Railway    Journal 


427 


New   York   State    Railways   Has 
Good  Year 

The  New  York  State  Railways, 
Rochester,  N.  Y.,  made  an  excellent 
showing  in  the  year  ended  Dec.  31, 1922, 
compared  with  1921.  Although  rail- 
way operating  revenue  for  the  year 
decreased  more  than  $190,000  railway 
operating  expenses  including  deprecia- 
tion decreased  $824,359.  Thus  net  rev- 
enue from  railway  operation  increased 
$632,317.  The  surplus  of  $244,228  for 
the  year  was  $97,426  less  than  in  1921, 
but  in  1922  common  stock  dividends  of 
$299,175  were  paid  whereas  there  was 
no  payment  of  this  kind  in  1921. 

In  his  remarks  to  stockholders  James 
F.  Hamilton,  president  of  the  company, 
explains  that  the  company  has  further 
paid  up  all  the  arrears  on  the  preferred 
stock  which,  at  the  beginning  of  the 
year,  amounted  to  18i  per  cent,  paid 
the  current  dividend  of  5  per  cent,  and 
IJ  per  cent  on  the  common  stock.  He 
says  an  agreement  was  entered  into 
with  the  employees  covering  wages  and 
working  conditions  for  one  year  from 
June  1,  1922,  which  involved  a  slight 
reduction  in  wages. 

With  respect  to  the  application  of 
the  company  for  an  increased  fare  in 
the  city  of  Ut:ca,  denied  by  the  Public 
Service  Commission,  Mr.  Hamilton  ex- 
plains that  this  was  reviewed  and  re- 


aggregating  $925,000,  liquidate  all  its 
bank  loans  and  accounts  payable  and 
partly  to  reimburse  its  treasury  for 
capital  expenditures  made  from  income. 


SUMMARY  OF  OPERATION.S  OF  THE 
NEW  YORK  STATE  RAILWAYS 

1922  1921 

Operating  revenues $10,500,220    ,10,692,262 

Operating  expenses  (in- 
cluding depreciation)....         7.687,017         8,511,376 

Netrevcnue J2,8I3,20.1       $2,180,886 

Auxiliary  operations 1,544  1,261 

Net  operating  revenue    ...       $2,814,747       $2,182,147 
Taxes  assignable  to  rail- 
way operation.s 705,382  627,903 

Operating  income $2,109,365       $1,554,244 

Non-operating  income. .. .  97,421  388,653 

Gross  income $2,206,786       $1,942,897 

Deductions  from  gross  in- 
come   1,435,517         1,374,044 

Net  income $771,269         $568,853 

Sinking  fund  appropria- 
tions   34,740  34,073 

Dividends  preferred  stock 

(5%) 193,125         1193,125 

$543,403  $341,654 

Dividends  common  stock 

(1J%) 299,175       

Surplus $244,228  $341,654 

t  Paid  in  year  1922. 

ferred  back  to  the  commission  by  the 
courts  for  reconsideration,  with  the 
result  that  the  fare  was  increased  from 
6  cents  to  7  cents.  At  the  same  time 
the  Public  Service  Commission  adjusted 
the  fares  in  the  city  of  Syracuse  from 
8  cents  cash  and  a  7i-cent  ticket  rate 
to  a  flat  7-cent  fare,  thus  making  a  7- 
cent  cash  fare  the  prevailing  rate  in  all 
the  cities  in  which  the  company 
operates. 

In  April,  1922,  the  company  sold 
$3,000,000  of  its  first  consolidated  mort- 
gage 4i  per  cent  bonds  bearing  2  per 
cent  per  annum  additional  interest  not 
secured  by  the  mortgage.  The  pro- 
ceeds from  the  sale  of  these  bonds  per- 
mitted the  company  to  refund  two 
matured    issues    of    underlying    bonds 


January  Net  Income  Amounts 

to  $70,558 

For  the  month  of  January,  1923,  the 
city  of  Detroit,  Department  of  Street 
Railways,  reported  a  total  operating 
revenue  of  $1,712,228,  against  $1,650,- 
927  for  December,  1922.  Included  in 
total  revenue  is  revenue  from  trans- 
portation, amounting  to  $1,620,210  in 
January,  an  advance  of  $59,547  over 
the  transportation  revenue  for  Decem- 
ber. Operating  expenses  were  $1,213,- 
884  for  December,  compared  with 
$1,221,492  in  January  of  this  year.  The 
net  revenue  from  railway  operations 
was  $490,736  in  January  and  $437,043 
in  December.  After  necessary  de- 
ductions the  net  income  realized  in 
January  is  reported  as  $70,5-58,  against 
$47,271  in  December,  1922.  In  De- 
cember 38,258,194  passengers  were 
transported  and  in  January  40,167,868. 


Toronto  Award  May  Be  Appealed 

Reports  from  Toronto  indicate  that 
the  award  of  $11,188,500  as  the  price  to 
be  paid  by  the  city  for  the  prop- 
erties of  the  Toronto  (Ont.)  Railway 
may  be  appealed  from  by  the  city  to 
the  Privy  Council  in  London.  The  pres- 
ident, Sir  William  Mackenzie,  in  a  letter 
to  stockholders  states  that  if  the  award 
stands  and  no  other  contingencies  arise 
the  stock  should  be  worth  par  or  better. 
Expenses  in  connection  with  the  arbi- 
tration proceedings  have  cut  heavily 
into  the  balance  of  $1,030,000  expected 
from  other  properties  over  and  above 
the  award.  The  equivalent  of  about 
$33  a  share  for  each  $100  par  value  of 
stock  must  remain  with  the  trustees  of 
the  $4,103  200  bonds  of  the  Toronto 
Power  Company  until  July  1,  1924, 
when  they  mature.  The  payment  of 
these  bonds  has  been  guaranteed  by  the 
Hydro-Electric  Commission,  but  under 
the  sales  agreement  the  deposit  must 
remain  with  ^he  trustee  until  the  bonds 
are  actually  red"eemed. 

An  abstract  of  the  arbitration  finding 
was  published  in  the  Electric  Railway 
Journal  for  Feb.  10,  page  247. 


Auction  Sales  in  New  York. — At  the 

public  auction  rooms  in  New  York  there 
were  no  sales  of  electric  railway  securi- 
ties this  week. 

Surplus  $334,625.— The  net  income  of 
the  Fort  Dodge,  Des  Moines  &  South- 
ern Railroad,  Boone,  la.,  for  the  cal- 
endar year  ended  Dec.  31,  1922,  was 
$614,625  excluding  depreciation.  The 
balance  or  surplus  was  $334,625. 

Traction  Company  Offers  Collateral 
Bonds. — A  syndicate  headed  by  Tucker, 
Anthony  &  Company  is  offering  at  92i 
and  interest  to  yield  7.06  per  cent 
$2,305,00  Wilmington  &  Chester  Trac- 
tion Company's  6  per  cent  gold  collat- 
eral trust  bonds.  In  the  public  adver- 
tisement of  the  issue  the  purpose  of  the 
offering  is  not  stated. 


Net  Income  $99,682.— The  Market 
Street  Railway,  San  Francisco,  Calif., 
for  January,  1923,  reports  a  railway 
operating  revenue  of  $801  506  and  oper- 
ating expenses  of  $591,396.  The  net 
income  amounted  to  $99,682. 

Two  New  Directors  for  Bond  &  Share 
Company. — At  the  annual  meeting  of 
stockholders  of  the  Electric  Bond  & 
Share  Company,  New  York,  N.  Y., 
a;  W.  Burchard  and  C.  E.  Groesbeck 
were  elected  directors  in  place  of  Mars- 
den  J.  Perry,  resigned,  and  William  C. 
Lane,  deceased. 

Large  Advance  in  Tax  Valuation  in 
Ohio. — In  the  last  twelve  years  there 
has  been  an  advance  of  446  per  cent  in 
tax  valuations  of  public  utility  proper- 
ties in  Ohio.  In  1910  the  tax  valuation 
on  street,  suburban  and  interurban  rail- 
ways amounted  to  $32,693,904  and  in 
1922  the  figure  was  $198,362,040,  an 
increase  of  506  per  cent. 

January  Net  Income  Lower.  -The 
Eastern  Massachusetts  Street  Railway, 
Boston,  Mass.,  made  a  substantial  gain 
in  revenue  in  January  as  compared  with 
the  corresponding  month  a  year  ago, 
with  a  reduction  in  its  fixed  charges. 
The  net  income,  however,  was  only  $86,- 
830  for  January,  1923,  as  against 
$104,479  in  January,  1922. 

Net  Income  Increases. — The  net  in- 
come of  the  Philadelphia  (Pa.)  Rapid 
Transit  Company  for  January,  1923, 
was  $250,100,  against  $234,400  in  Jan- 
uary, 1922.  The  passenger  revenue  in- 
creased from  $3,363,926  to  $3,625,768 
in  January  of  this  year.  The  number 
of  passengers  carried  increased  from 
68,147,370  in  January  a  year  ago  to 
74,857,899  in  January  of  the  current 
year. 

Bonds  Offered.  —  Halsey,  Stuart  & 
Company,  New  York,  N.  Y.,  are  offer- 
ing $6,770,000  of  first  lien  and  refund- 
ing convertible  6  per  cent  gold  bonds, 
series  A,  of  the  Monongahela  West 
Penn  Public  Service  Company.  The 
bonds  are  dated  Feb.  1,  1923,  and  arc 
due  Feb.  1,  1928.  The  price  is  $97.89 
and  interest  to  yield  6.50  per  cent.  The 
proceeds  from  this  issue  of  bonds  are 
to  be  used  to  retire  $6,258,500  of  7  per 
cent  bonds  due  July  1,  1923. 

American  Public  Utilities  Plan  Ap- 
proved.— The  stockholders  of  the  Amer- 
ican Public  Utilities  Company,  Grand 
Rapids,  Mich.,  have  approved  the  plan 
for  the  reclassification  of  the  capital 
stock.  As  announced  previously  in  the 
Electric  Railway  Journal  the  plan 
provides  for  the  retirement  of  the  pres- 
ent $4,268,200  of  cumulative  preferred 
stock  and  issuance  of  two  other  classe.s 
aggregating  110  per  cent  of  the  present 
preferred  outstanding  so  as  to  fund 
the  accumulated  dividends  and  the 
scrip  issued  in  lieu  of  dividends 
amounting  to  $1,406,758,  which  amount 
will  constitute  the  only  present  increase 
in  the  capitalization  of  the  company. 
Of  the  two  classes  to  be  issued  under 
the  plan,  one  will  be  a  7  per  cent  prior 
preference  on  which  dividends  will  begin 
immediately  and  the  other  will  be  at 
the  step  rate  of  4,  5,  6  and  7  per  cent 
during  the  next  four  years. 


428 


Electric    Railway    Journal 


Vol.  61,  No.  10 


Traffic  and  Transportation        J 


Pass  Successful  in 
Terre  Haute 

More    Revenue    and    More    Rides    with 
Fewer    Car-Miles    Offset    Disad- 
vantage of  Coal  Strike 

Although  the  Terre  Haute  lines  of  the 
Terre  Haute,  Indianapolis  &  Eastern 
Traction  Company  sell  the  unlimited 
ride  weekly  pass  at  the  highest  multi- 
plier known,  namely,  the  cost  of  twenty 
fares,  the  company  has  been  most  suc- 
cessful in  demonstrating  that  the  high 
riding  index  obtained  through  short 
headway  operation,  safety  cars  and  5- 
cent  fares  can  be  stimulated  still 
further.  Figures  compiled  by  E.  M. 
Walker,  general  manager  Terre  Haute 
Division,  show  that  for  the  first  eight 
months  of  the  pass — May  1  to  Dec.  31, 
1922,  inclusive — the  riding  increased  7 
per  cent  and  the  revenue  0.4  per  cent. 
This  occurred  in  spite  of  the  fact  that 
the  great  coal  strike  begun  on  April  1, 
1922,  made  itself  felt  in  Terre  Haute 
business  about  the  time  that  the  pass 
was  started  and  continued  a  depressing 
factor  until  September. 

What  is  still  more  remarkable  is  that 
the  revenue  for  all  of  1922,  including 
the  five  months  before  the  pass,  actually 
was  1.21  per  cent  below  the  year  1921 
and  the  traffic  correspondingly  less,  in- 
asmuch as  the  fares  in  the  pre-pass 
months  of  each  year  were  the  same. 
An  accompanying  table  shows  that  for 
the  first  eight  months  of  the  pass  there 
was  an  increase  in  revenue  from  $435,- 
728  in  1921  to  $437,349  in  the  same 
months  of  1922.  The  number  of  custo- 
mers rose  from  10,479,417  to  11,295,320. 
Another  table  shows  that  much  bet- 
ter results  are  being  obtained  in  the 
opening  of  1923  as  compared  with  the 
first  seven  weeks  of  1922.  The  increase 
in  revenue  was  from  $88,136  to  $94,- 
559,  or  6.8  per  cent,  while  passenger 
traffic  grew  from  2,110,815  to  2,378,957, 
or  11  per  cent.  Expressed  in  another 
way,  the  number  of  rides  per  inhabitant 
per  annum  increased  from  235.8  to  265.9. 
This  means  that  more  than  thirty  rides 
per  inhabitant  were  added  as  compared 
with  the  passless  period  of  1922. 

During  the  first  eight  months  of  the 
pass  the  mileage  was  slightly  higher 
(2,053,211,  against  2,016,711)  than  the 
same  period  of  1921,  but  the  record  for 
the  first  eight  weeks  of  1923  is  lower 
than  the  first  eight  weeks  of  1922, 
namely,  488,530  car-miles  against  497,- 
203  car-miles.  Revenue  increased  7  per 
cent,  while  car-miles  dropped  1.7  per 
cent. 

The  net  rides  per  pass,  after  allow- 
ances made  for  transfers,  ranges  be- 
tween four  and  one-quarter  and  four 
and  one-half  a  day.  Therefore,  the 
pass  rider  in  Terre  Haute  actually  gets 
a  through  ride  for  something  like  3i 
cents — ^the  lowest  electric  railway  fare 
in  America. 


The  pass,  of  course,  is  bought  almost 
entirely  by  residents  with  a  definite 
riding  need.  For  this  reason,  no  passes 
are  on  sale  on  the  cars  after  Wednesday 
of  the  week  of  use.  Recently,  however, 
a  traveling  man  called  at  the  city  office 
on  a  Saturday  morning  and  insisted 
that  he  be  permitted  to  buy  a  pass.  He 

TERRE  H.\UTE  BEFORE  AND  AFTER 

WEEKLY  PASS 

Started  May   I,   1922 

First  S«ven  Weeks —  1922  and   1923 

Per 
Cent 
1922  1923  Inc. 

Revenue,  city  lines...        $88,136  $94,559       6.8 

Passrides 332,356       ... 

Cash  fares 1,760,668       1,689,439       .    . 

Transfers 350,147         357,162       ... 

Total  passengers...     2.110,815      2,378.957         II 

Passes  sold None  10,030       ... 

Average  per  week. .. .       None  1,433 

Riding  index  per  year       235.8  265.9 

EIGHT  MONTHS.  MAY  I  TO  DEC.  31, 
1921   AND    1922 

Per 
1921  1922  Cent 

Revenue,  city  lines...      $435,728        $437,349       0.4 

Passrides 1,659,840       ... 

Cashfares 8,647.799       7,808,595       ... 

Transfers 1,831,618       1,826,885 

Total  pa.ssengers..    10,479,417     11,295,320      7.2 

Passes  sold None  46.920 

Average  per  week.... .        None  1,340       ... 

Riding  index  per  year      238.6  254.7 

Total  revenue  of  1922  was  1.21  per  cent  less  than 
1921. 


said  he  felt  sure  he  would  get  ample 
value  for  his  money  even  though  he 
had  but  Saturday  and  Sunday  in  which 
to  make  use  of  his  purchase.  This  in- 
dicates that  some  people  must  purchase 
the  pass  purely  as  a  matter  of  con- 
venience. 


Jitneys  Will  Replace  Discontinued 
Railway  Line 

A  jitney  service  has  been  organized 
to  take  the  place  of  the  Concord,  May- 
nard  &  Hudson  Street  I^ilway,  which 
went  into  the  hands  of  receivers  about 
a  year  ago  and  then  was  ordered  dis- 
continued by  the  court  because  the 
road  could  not  be  made  to  pay. 

The  Concord  Board  of  Selectmen  has 
adopted  a  set  of  jitney  rules,  and  has 
granted  a  jitney  license  to  John  F. 
Lovell,  Wobum,  Mass.,  who  already  is 
running  a  line  of  buses  between  Wobum 
and  Reading,  where  the  Eastern  Massa- 
chusetts Street  Railway  tore  up  its 
tracks  several  years  ago  for  lack  of 
sufficient  income  from  the  service  to 
pay  costs. 

It  has  been  arranged  for  Mr.  Lovell 
to  start  his  jitney  service  at  once  in 
Concord,  with  three  buses,  to  run  on 
regular  schedules  and  cover  the  same 
routes  that  the  Concord,  Maynard  & 
Hudson  Street  Railway  covered,  and  a 
few  side  streets  in  addition.  The  fares 
for  adults  will  be  10  cents  between 
Concord  and  Concord  Junction,  and 
there  will  be  5-cent  routes,  and  5-cent 
fares  for  school  pupils. 


Inquiry  Resolution  Lost 

Senator  McKellar  Fails  in  the  Effort  to 

Appoint  Committee   for   District — 

Material  Sought  Now  Available 

The  resolution  of  Senator  McKellar  of 
Tennessee  to  create  a  special  Senate 
committee,  to  investigate  various  ques- 
tions affecting  the  rate  of  fare  in  the 
District  of  Columbia,  which  was  re- 
garded as  a  national  affair,  inasmuch 
as  it  would  have  created  a  precedent, 
failed  of  adoption  in  the  closing  hours 
of  the  Sixty-seventh  Congress  when 
objection  to  its  consideration  was  en- 
tered by  Senator  McKinley  of  Illinois. 

When  objection  was  entered.  Senator 
McKellar  asked  that  the  objection  be 
withdrawn.    He  said: 

The  street  car  compaines  have  advertised 
here  in  the  city  of  Wasliington  in  the  news- 
pape!"s  that  they  courted  an  investigation, 
and  I  am  sure  they  would  not  go  bacic  on 
tlieir  published  statement.  I  hope  the 
Senator  will  not  object  to  the  resolution. 

Senator  McKinley,  however,  renewed 

his  objection.     He  said: 

The  reading  of  the  resolution  at  the  desk 
causes  me  to  object.  If  the  Senator  will 
talte  the  trouble  to  write  to  the  various 
public  utility  commissions  he  can  get  all 
the  information  the  resolution  calls  for. 
The  resolution  provides  for  traveling  all 
over  the  United  States,  bringing  witnesses 
from  all  over  the  country  to  Washington, 
securing  papers  and  general  information 
which  the  Senator  or  any  one  interested 
can  obtain  from  any  of  the  public  utility 
commissions  in  the  United  States. 

As  this  occurred  within  a  few  hours 
of  the  end  of  the  Congress,  there  was 
no  further  opportunity  to  renew  the 
subject  on  the  floor. 

Data  Sought  All  Available  Now 

The  resolution  was  introduced  by 
Senator  McKellar  as  the  climax  of  an 
effort  he  had  been  making  for  some 
weeks  to  bring  about  a  restoration  of 
5-cent  fares  on  the  railways  of  Wash- 
ington. The  Senator  from  Tennessee, 
where  the  State  Public  Utilities  Com- 
mission has  been  under  fire  in  a  recent 
political  campaign  in  which  Senator 
McKellar  participated,  has  engaged  in 
a  newspaper  controversy  with  members 
of  the  District  of  Columbia  Public  Util- 
ities Commission  following  assertions  by 
him  on  the  floor  of  the  Senate  that  the 
commission  had  exceeded  its  authority 
in  granting  an  increase  in  fares  to  8 
cents  cash  and  six  tokens  for  40  cents. 
Senator  McKellar  had  charged  that 
higher  fares  violated  the  franchise  con- 
tracts and  that  they  are  unnecessary 
now,  whatever  may  have  been  the  case 
during  the  war.  He  had  made  several 
efforts  to  attach  riders  to  various  Dis- 
trict of  Columbia,  bills  calling  for  a 
restoration  of  the  5-cent  fare,  with  six 
tickets  for  25  cents,  before  he  intro- 
duced his  resolution. 

The  resolution  would  have  authorized 
a  special  committee  to  investigate  the 
whole  question  of  franchise  rights  of 
the  electric  railways  in  the  District  of 
Columbia,  stock  issues  of  the  companies 
and  their  predecessors,  the  powers  of 
the  Public  Utilities  Commission,  sim- 
ilar powers  of  other  commissions  and 
a  wide  range  of  related  subjects,  with 
directions  that  the  committee  report 
its  conclusions  regarding  fares  to  the 
next  Congress. 


March  10,  1923 


Electric    Railway    Journal 


429 


Controversy  Settled — Railway 
Will  Supply  Service 

In  the  controversy  between  the  Bos- 
ton (Mass.)  Elevated  Railway  and  the 
city  government  of  Maiden,  previously 
reported  in  the  Electric  Railway 
Journal,  Mayor  Kimball  of  Maiden 
yielded  to  the  elevated  and  refused  to 
sign  an  order  from  the  City  Council 
authorizing  jitney  competition  with  the 
railway. 

As  a  result  the  competing  jitney 
service  will  be  withdrawn  from  Salem 
Street,  where  it  has  been  operating, 
and  the  elevated  will  not  only  continue 
its  car  service  there  but  will  introduce 
bus  service  at  various  points  as  feed- 
ers. Mayor  Kimball  sent  the  following 
letter  to  the  trustees  of  the  railway 
in  reply  to  the  letter  which  the  trustees 
had  sent  to  him : 

Believing  the  settlement  of  the  Jitney 
question  to  be  a  matter  of  vital  importanci' 
to  a  large  section  of  the  city,  I  have  taken 
time  "to  consider  it  carefully. 

While  the  section  east  of  Maiden  Square 
is  vitally  affected  this  condition  also  affects 
the  entire  city  because  loss  of  elevated 
service  here  means  a  curtailment  of 
service  in  other  parts  of  the  community, 
and,  after  all,  no  one  can  deny  that  we 
must,  for  the  present  at  least,  depend  upon 
the  Boston  Elevated  Railway  for  electric 
car  transportation  to  and  from  Boston — 
this  section  in  common  with  the  rest  of  the 
city. 

This  service  is  necessary,  whereas  a  com- 
peting jitney  simply  to  and  from  Maiden 
Square  is  not  necessary. 

With  the  present  car  service  improved, 
as  it  will  be,  and  an  elevated  Jitney  run- 
ning to  Linden,  which  will  be  put  on  as 
soon  as  cars  can  be  obtained,  I  believe  this 
part  of  the  city  will  have  adequate  service. 
'  Moreover,  it  must  be  remembered  that 
under  the  present  public  management  of 
the  elevated,  every  taxpayer  has  a  finan- 
cial interest  in  it  and  should  be  concerned 
In  its  successful  operation. 

To  remove  this  electric  car  service  from 
the  eastern  section  of  the  city  would  impose 
a  severe  hardship  upon  a  large  number  of 
people,  and,  unfortunately,  upon  those  least 
able  to  bear  it ;  beyond  this  the  loss  in 
property   value   must  be   considered. 

Therefore,  with  a  full  knowledge  of  all 
the  facts  and  considering  carefully  the 
appeals  of  those  most  vitally  affected,  I 
cannot  conscientiously  see  my  way  clear  to 
sign  a  competing  Jitney  license  and  shall 
not  do  so. 

In  reaching  this  conclusion  I  wish  it 
distinctly  understood  that  there  has  been 
no  attempt  made  to  dictate  to  me  by  any 
one  and  such  charges  are  only  malicious 
propaganda.  I  have  sought  only  to  reach 
a  decision  which  I  believed  would  be  best 
not  only  for  that  section  particularly  con- 
cerned but  also  for  the  entire  city. 


realty  experts  at  $1,936,000.  On  the 
rights-of-way  outside  the  city,  but 
near  by,  the  experts  placed  a  valuation 
of  $1,111,000. 

Among  those  who  attended  the  hear- 
ing were  C.  J.  Joyce,  chief  counsel  for 
the  Mitten  interests  in  Philadelphia; 
Thomas  Penney  of  Penney,  Killeen  & 
Ney,  attorneys  for  the  International 
and  former  president  of  the  company; 
Herbert  G.  Tulley,  president,  and 
others.  The  case  has  been  pending  be- 
fore the  commission  since  1918. 


Fare  Hearings  Begun 

The  Public  Service  Commission  has 
started  to  hold  a  series  of  hearings  in 
Buffalo  on  the  complaint  of  the  munic- 
ipal authorities  against  the  rate  of  fare 
now  charged  on  the  local  lines'  of  the 
International  Railway.  The  municipal 
authorities  hope  for  the  return  of  the 
5-cent  fare.  Seven  cents  or  four  tokens 
for  25  cents  is  now  charged  by  the  com- 
pany. At  the  initial  hearing  before  the 
commission  experts  on  behalf  of  the  In- 
ternational presented  evidence  tending 
to  prove  that  the  valuation  of  the  com- 
pany is  $96,539,165.  W.  K.  Meyers, 
valuation  manager  of  Mitten  Manage- 
ment, Inc.,  and  the  Philadelphia  (Pa.) 
Rapid  Transit  Company,  identified  the 
bound  volumes,  consisting  of  maps,  cost 
sheets,  etc.,  in  order  to  substantiate 
the  valuation  figures.  Land  owned  by 
the  railway  company  in  Buffalo,  ex- 
clusive   of    buildings,    was    valued    by 


500  Jitneys  Operate  in  Detroit 

Under  Protection  of 

Injunction 

Jitneys  are  operating  on  the  main 
thoroughfares  of  the  city  of  Detroit 
under  their  1922  licenses  in  spite  of  the 
ordinance  passed  by  the  City  Council 
and  approved  by  former  Mayor  James 
Couzens.  The  intention  of  this  measure 
was  to  banish  the  jitneys,  Oct.  1  last, 
from  the  streets  on  which  there  are  car 
lines.  The  service  now  handled  by  the 
jitneys  over  Woodward  Avenue,  Jeffer- 
son Avenue,  Grand  River  Avenue,  and 
Fort  Street  is  a  result  of  an  order  is- 
sued by  Judge  Moynihan  on  Sept.  30, 
in  the  form  of  a  temporary  injunction 
restraining  the  Mayor,  police  commis- 
sioner and  the  sheriff  from  enforcing 
the  ordinance. 

The  petition  for  the  order  was  taken 
to  Judge  Moynihan  by  officers  of  the 
Red  Star  Motor  Driver's  Association 
and  the  Blue  Ribbon  Auto  Driver's  As- 
sociation. The  contention  was  that 
the  ordinance  was  "unreasonable  and 
arbitrary"  and  unconstitutional  in  that 
it  extended  immunities  and  privileges 
to  one  portion  of  a  certain  class  and 
denied  such  immunities  and  privileges 
to  others.  It  was  sought  to  substanti- 
ate this  statement  -with  the  assertion 
that  buses  owned  by  the  Detroit  Motor 
Bus  Company  were  "allowed  to  oper- 
ate on  the  several  streets  and  avenues 
of  the  city  of  Detroit  giving  the  same 
service  and  receiving  the  same  fare 
as  is  prohibited  the  jitneuers."  At  the 
time  jitney  service  was  to  have  been 
stopped  there  were  approximately  510 
in  operation.  This  number  has  been 
somewhat  decreased  so  that  there  are 
now  between  400  and  500  jitneys  in 
operation. 

A  petition  was  filed  in  the  Circuit 
Court  by  Corporation  Counsel  Clar- 
ence E.  Wilcox  in  an  effort  to  dissolve 
the  injunction  against  the  city  of  De- 
troit which  restrained  the  officials  from 
enforcing  the  new  ordinance.  The  hear- 
ing on  the  motion  was  postponed,  both 
sides  being  agreeable  at  the  time  to 
having  the  hearing  adjourned. 

Action  on  a  proposed  jitney  and  bus 
ordinance  for  the  city  of  Highland 
Park,  where  the  Ford  plant  is  located, 
was  postponed  following  a  conference 
of  the  City  Council  with  representatives 
of  the  transportation  men.  A  loading 
station  plan,  designed  to  eliminate  all 
objectional  features  of  the  bus  and  jit- 
ney traffic,  was  put  into  effect.  TVo 
loading  stations  were  established  in 
front  of  the  Ford  plant. 


Mayor  Wants  Buffalo  Motorized 

Gradual  replacement  of  trolley  cars 
by  motor  buses  by  the  International 
Railway  in  Buffalo  is  proposed  by 
Mayor  Frank  X.  Schwab.  The  problem 
already  has  been  discussed  by  the  Mayor 
with  Herbert  G.  Tulley,  president  of  the 
International,  and  other  railway  offi- 
cials. Mayor  Schwab's  plan  is  to  have 
the  traction  company  purchase  two 
motor  buses  as  each  trolley  car  becomes 
worn  out.  It  was  declared  that  800 
buses  would  provide  adequate  service 
for  the  city.  Rails  and  wires  would  be 
removed  as  the  service  gradually  be- 
comes motorized,  which  Mayor  Schwab 
thinks  would  be  within  three  years. 

Buffalo's  Mayor  has  gone  to  the  ex- 
tent of  obtaining  tentative  figures  on 
the  cost  of  the  plan.  Motor  buses  have 
been  offered  to  the  city  at  $6,000  each 
and  the  Mayor  believes  they  could  be 
purchased  as  low  as  $5,000  if  bought  in 
large  lots.  The  Mayor  believes  that 
$8,000,000  would  adequately  motorize 
the  railway  company's  lines  in  Buffalo. 
Mayor  Schwab  says  that  the  speed  of 
motor  buses  is  from  25  to  50  per  cent 
greater  than  electric  cars. 

All  of  the  Buffalo  newspapers  used 
Mayor  Schwab's  plan  to  motorize  the 
traction  service  in  Buffalo  as  the  basis 
of  extended  editorial  comment.  Under 
the  caption  of  "Is  the  Trolley  Extinct?" 
the  Express  said  in  part: 

Are  the  present  transportation  troubles 
a  struggle  between  electric  power  and  gaso- 
line, like  the  old  effort  of  the  trolley  to  dis- 
place the  horse  car?  The  Mayor  evidently 
thinks  that  is  the  case  and  Is  advising  the 
company  itself  to  be  the  medium  for  the 
transformation.  But  a  lot  of  ideas  look 
good  on  paper  which  do  not  work  out  well 
in  practice.  Buffalonians  will  need  a  few- 
years  to  think  on  the  subject  and  some 
demonstrations  before  they  will  conclude 
the  trolley  car  is  a  back  number. 

"Scrapping  the  Trolley"  is  the  cap- 
tion of  the  editorial  appearing  in  the 
Commercial.     It  said,  in  part: 

While  there  is  much  to  be  said  for  the 
motor  bus  as  an  instrument  for  supplement 
service,  street  car  corporations  will  be  slow 
to  scrap  the  trolley.  In  the  first  place,  the 
street  car  as  now  operated  is  the  cheapest 
unit  that  has  yet  been  devised  for  this 
sort  of  transportation.  The  motor  bus  may 
be  operated  more  speedily,  but  when  the 
Mayor  talks  about  a  5-cent  fare  in  a  gaso- 
line motor  car  he  Is  talking  what  he  would 
like  to  see  done,  not  about  what  has  yet 
been  accomplished. 

"It  might  be  feasible  for  the  Interna- 
tional to  run  a  line  of  buses  on  the  main 
arteries  of  traffic  during  rush  hours  to  re- 
lieve the  trolley  car  congestion  for  those 
who  do  not  object  to  paying  a  10-cent  fare 
and  are  willing  to  run  the  risks  Incurred 
and  put  up  with  certain  inevitable  incon- 
veniences. But  it  will  be  a  long  time 
before  the  trolley  is  thrown  upon  the  Junk 
pile  where  the  old  horse  car  now  lies." 


Washington  Company  Seeks  to 
Justify  Use  of  One-Man  Cars 

The  Public  Utilities  Commission  of 
the  District  of  Columbia  will  send  its 
traffic  engineer,  R.  G.  Klotz,  on  an 
inspection  tour  of  other  cities  where 
one-man  cars  are  in  operation  before 
deciding  the  fate  of  that  type  of 
conveyance  in  Washington.  This  was 
intimated  by  Col.  Keller,  chairman  of 
the  commission,  on  Feb.  21,  after 
listening  all  day  to  testimony  for  and 
against  the  one-man  car. 

Practically  the  entire  afternoon  ses- 


430 


Electric    Railway    Journal 


Vol.  61,  No.  10 


sion  was  devoted  to  the  presentation  of 
evidence  by  the  Washington  Railway  & 
Electric  Company  to  refute  arguments 
advanced  by  citizens'  associations  that 
one-man  cars  are  unsafe,  uncomfort- 
able and  slow  in  getting  over  the  rails. 
John  H.  Hanna,  vice-president  of 
the  Capital  Traction  Company,  made 
a  strong  witness  for  the  Washington 
Railway  &  Electric  Company.  Al- 
though his  company  does  not  operate 
one-man  cars,  Mr.  Hanna  said: 

If  we  were  In  the  market  for  new  equip- 
ment we  probably  would  buy  that  type  of 
car.  I  believe  there  are  some  of  our  lines 
where  one-man  cars  could  be  operated 
today. 

William  F.  Ham,  president  of  the 
Washington  Railway  &  Electric,  pre- 
sented voluminous  testimony  to  show 
that  one-man  cars  he  is  operating  are 
the  most  modern  cars  of  that  type  in 
the  country,  and  that  they  are  safe.  He 
testified  that  the  company  will  have 
seventy  one-man  cars  in  service  this 
year  and  should  save  approximately 
$150,000  by  their  use.  In  answer  to 
questions  from  William  McK.  Clayton 
of  the  Federation  of  Citizens'  Associa- 
tion Mr.  Ham  testified  that  this  sav- 
ing would  not  make  possible  an  im- 
mediate reduction  in  fare. 

The  company  called  to  the  stand 
Henry  G.  Bradlee  of  the  Stone  & 
Webster  properties  and  C.  E.  Morgan, 
vice-president  of  the  Brooklyn  (N.  Y.) 
surface  lines,  to  testify  to  the  success- 
ful operation  of  one-man  cars  outside 
of  Washington. 


bus  lines,  with  the  same  transfer  priv- 
ileges to  and  from  the  buses  as  to 
street  cars.  A  passenger  may  now 
board  a  bus  at  one  end  of  the  town, 
transfer  to  a  street  car  line,  transfer 
to  another  car  line  downtown  and  to 
a  bus  line  at  some  other  point  in  the 
city,  all  for  the  payment  of  6i  cents. 
D.  W.  Henderson,  superintendent  of 
the  railway,  announces  that  if  an  in- 
crease in  traffic  justifies,  railway  serv- 
ice can  be  increased  at  least  20  per  cent 
at  once.  Fifty  additional  cars  now  un- 
dergoing slight  repairs  can  be  placed 
in  operation  on  short  notice. 


Five-Cent  Fare  in  Seattle — First 
Day  Shows  Increased  Traffic 

The  Seattle  (Wash.)  Municipal  Rail- 
way on  March  1  returned  to  the  5-cent 
fare.  The  first  day's  receipts  showed 
a  slight  increase  in  traflSc  on  most  of 
the  lines  in  the  city.  This  was  particu- 
larly true  on  short  hauls.  The  5-cent 
fare  is  the  "straight"  fare;  transfer 
tokens  are  sold  at  6i  cents  or  four  for 
25  cents.  These  transfers  are  good  for 
use  from  one  car  line  to  another,  and 
in  addition  a  second  transfer  may  be 
obtained  on  the  6J-cent  fare,  if  a  double 
transfer  is  necessary. 

The  fare  for  school  children  remains 
at  3  cents  cash  or  2i  cents  with  tokens. 
Children  under  fifteen  years  of  age, 
upon  presentation  of  certificates  signed 
by  their  Sunday  school  superintendent, 
may  ride  between  the  hours  of  7  a.m. 
and  2  p.m.  on  Sundays  at  the  regular 
school  fare.  Transfers  are  issued  upon 
the  payment  of  5-cent  fare  to  and  from 
the  feeder  lines  in  the  city.  However, 
when  issuing  the  transfer,  conductor 
detaches  a  coupon,  indicating  that  no 
further  transfer  privilege  is  to  be 
allowed. 

On  the  Lake  Burien  line  outside  the 
city  limits  two  tokens  will  be  used, 
one  white  metal,  for  the  regular  fare, 
and  the  other  bronze  metal  if  a  trans- 
fer is  desired.  The  white  token  is  for 
the  ride  to  the  city  limits,  the  bronze 
for  the  city  ride  and  transfer. 

With  the  passage  of  an  emergency 
ordinance,  the  City  Council  provided  for 
a  5-cent  fare  on  the  municipally  owned 


Fare    Ordinance    Defeated  —  No 
Restoration  of  Service  in  Sight 

At  a  special  election  in  East  Liver- 
pool, Ohio,  on  Feb.  27,  a  councilmanic 
ordinance  granting  the  Steubenville, 
East  Liverpool  &  Beaver  Valley  Trac- 
tion Company  a  fare  increase  in  Liver- 
pool was  defeated,  lagging  250  votes 
behind.  The  defeat  of  the  measure 
practically  means  the  end  of  overtures 
for  restoration  of  street  car  service, 
suspended  since  May  1. 

When  the  final  count  was  made  after 
the  election  the  vote  for  the  ordinance 
was  2,277,  and  2,527  votes  were  cast 
against  its  passage.  It  carried  by  a 
narrow  margin  in  the  downtown  wards, 
but  the  East  End,  the  stronghold  of  the 
street  car  men,  dealt  the  measure  its 
death  blow.  A  bitter  fight  had  been 
waged  previous  to  the  special  refer- 
endum by  those  for  and  against  its 
passage.  Despite  the  apparent  inter- 
est in  the  controversy,  the  vote  polled 
was  lighter  than  that  when  the  city 
defeated  an  ordinance  containing  the 
public  utilities  clause. 

The  ordinance  voted  on  a  proposed 
7-cent  city  fare,  a  10-cent  intercity 
fare  and  a  1-cent  transfer.  It  was  a 
councilmanic  ordinance,  the  passage  of 
which,  it  was  thought,  would  bring  an 
end  to  the  traction  tie-up,  which  on 
election  day  entered  its  103d  day. 

With  the  defeat  of  the  ordinance  the 
end  of  the  tie-up  seems  more  remote 
than  ever.  The  failure  of  the  measure 
nullifies  the  final  step  taken  by  the 
City  Council  to  restore  traction  service, 
and  since  the  company  and  its  em- 
ployees have  failed  to  reach  a  pre-elec- 
tion agreement,  all  hope  of  an  early 
settlement  has  dwindled. 

When  they  learned  the  result  of  the 
referendum    the    traction    officials    de- 

ared  that  it  appeared  as  though  the 
people  of  East  Liverpool  did  not  want 
street  cars.  It  was  declared  that  the 
people  would  have  their  wish. 

The  traction  company  officials  reiter- 
ated their  statements  that  no  attempts 
would  be  made  to  operate  cars,  stating 
that  not  a  single  move  would  be  made 
to  give  the  city  car  service  until  it 
manifested  a  desire  for  it. 

After  the  measure  was  defeated  there 
was  a  suggestion  that  the  ordinance 
might  be  passed  by  the  Council  with  an 
emergency  clause,  but  the  general  be- 
lief is  that  that  will  not  be  the  case 
and  that  the  ordinance  will  receive  no 
further  consideration. 


Wants  to  Try  Pass  Plan.— The  Walla 
Walla  (Wash.)  Valley  Traction  Com- 
pany has  applied  to  the  Department  of 
Public  Works  for  permission  to  experi- 
ment for  thirty  days  with  the  $1  weekly 
pass  system  on  its  line.  The  company 
now  charges  a  10-cent  cash  fare  and 
asks  the  privilege  of  trying  the  pass 
system  with  authority  to  return  to  cash 
fare  if  results  are  not  satisfactory. 

Have  Extended  Bus  Service. — Motor 
bus  operation  between  DeKalb  and 
Geneva,  111.,  has  now  been  extended  to 
Aurora  to  cover  the  entire  territory  of 
the  Chicago,  Aurora  &  DeKalb  Rail- 
road which  recently,  discontinued  serv- 
ice. J.  E.  Joseph,  who  purchased  the 
traction  line,  was  allowed  ninety  days 
by  the  court  to  determine  whether  to 
junk  the  line  or  resume  operation. 

Syracuse  Baiting  Its  Railway  Again. 
— The  announcement  of  a  surplus  of 
$244,228  for  the  New  York  State  Rail- 
ways for  1922  after  the  payment  of 
charges,  taxes  and  dividends  was 
the  signal  for  a  new  attack  for  a  lower 
fare  by  the  city  authorities.  Corpora- 
tion Counsel  Frank  J.  Cregg,  who  has 
been  leading  the  fight  for  a  5-cent  fare, 
said  that  the  report  showed  more  than 
a  "good  return."  He  is  also  demanding 
restoration  of  two-man  cars.  Adrian 
M.  Landman,  adviser  to  the  city,  will 
investigate  the  company  affairs  in 
connection  with  the  expiration  of  7-cent 
fare  period  on  April  1. 

Returns  to  Higher  Fare. — Fare  in 
Waterloo,  Iowa,  was  raised  from  7 
cents  to  the  old  charge  of  10  cents  in 
March,  C.  D.  Cass,  president  of  the 
Waterloo,  Cedar  Falls  &  Northern 
Railway,  notified  the  City  Council.  In 
December  last  year  the  company  agreed 
upon  the  recommendation  of  the  Coun- 
cil to  lower  the  fare  to  7  cents  for  a 
two  months  test  period  to  determine 
whether  or  not  such  a  move  would 
increase  the  revenue  of  the  company 
by  inducing  a  larger  number  of  people 
to  ride.  Monthly  and  daily  reports  of 
the  number  of  passengers  carried  and 
the  gross  revenue  submitted  to  the 
Council  disclosed  the  fact  that  the  num- 
ber of  passengers  did  increase  slightly 
but  that  the  volume  of  increased  riding 
was  not  sufficient  to  change  the  finan- 
cial result. 

Hearing  on  Railways'  Rights  to  Run 
Buses. — A  hearing  was  held  recently  on 
the  bill  introduced  in  the  New  Jersey 
Legislature  granting  permission  to  elec- 
tric railways  to  operate  buses.  The 
bill  was  drawn  by  Assemblyman  David 
F.  Barkman  at  the  request  of  Otto  G. 
Schultz,  manager  of  the  Morris  County 
Traction  Company,  Dover.  Mr.  Schultz, 
in  discussing  the  bill,  said  that  a  trac- 
tion company  may  wish  to  use  the  bus 
in  supplementary  service  in  territory 
where  trolley  lines  could  not  profitably 
be  built,  and  that  these  extensions 
should  be  in  the  hands  of  responsible 
people.  So  far  as  his  company  was 
concerned  it  was  in  the  transportation 
business  and  wished  to  give  the  public 
the  best  possible  service.  As  Mr. 
Schultz  saw  it  the  bill  was  in  the  in- 
terest of  the  public.  He  appealed  to  the 
members  to  pass  the  measure. 


March  10,  1923 


Electric    Railway    Journal 


431 


Personal  Items 


Chris  Dahl,  Master 
Mechanic 

Muskegon  Man  Has  Served  Local  Rail- 
way There  Thirty-five  Years— Sons 

Also  with  Company 
Chris  Dahl,  aged  seventy-three,  is 
probably  the  oldest  master  mechanic, 
both  in  point  of  service  and  years,  em- 
ployed by  an  electric  railway  in  the 
United  States.  Mr.  Dahl  does  not  be- 
lieve in  changing  Jobs.  He  started  to 
■work  for  the  Muskegon  Traction  & 
Lighting  Company,  Muskegon,  Mich.,  in 
1888,  when  horse  cars  were  in  use.  He 
is  still  at  work  for  the  company.  Not 
only  has  Mr.  Dahl  held  the  job  for 
thirty-five  years,  but   he   lives   in   the 


tained  its  electric  line.  They  were  still 
using  horse  cars  in  Detroit  and  most 
other  cities. 

"You  know,  we  didn't  know  much 
about  electricity  in  those  days.  There 
were  no  books  on  the  subject  or  instruc- 
tion such  as  the  present  worker  has. 
You  had  to  experiment.  It  was  the 
only  way  to  learn.  Often  in  those  days 
something  happened  and  it  took  hours 
to  learn  the  trouble. 

"People  didn't  complain  in  the  old 
days  as  much  as  they  do  at  present,  it 
seems.  They  accepted  things  with  bet- 
ter grace.  All  the  tools  I  had  in  the 
shop  at  first  were  a  grindstone  and  a 
hand  drill.  Most  of  the  work  was  sent 
out  to  shops." 

Mr.  Dahl  has  seen  twelve  superin- 
tendents go  and  come  during  his  time 
and  he  recalled  that  as  a  little  girl  the 
mother  of  E.  H.  Hammer,  present  secre- 
tary and  treasurer  of  the  company,  was 
present  at  his  wedding.  Mr.  Dahl  has 
been  quick  to  appreciate  new  ma- 
chinery, and  he  is  always  pleased  when 
the  latest  tools  are  purchased  by  the 
company  for  use  by  him  on  his  job. 

The  aged  mechanic  supervises  all  the 
work  at  the  local  shop  and  he  takes 
great  pride  in  the  ability  of  his  two 
sons,  Alfred  and  Oscar,  who  are  his 
assistants. 

"Mighty  good  boys,  but  they  still 
come  to  me  when  they  get  stuck  on  a 
job,"  said  Mr.  Dahl  with  a  smile. 


R.  W.  WiUiams  District 
Manager 

Appointed  by  Westinghouse  Air  Brake 
Company  to  Succeed  the  Late 
Mr.  Adreon  in  Southwest 
R.  W.  Williams  has  been  appointed 
to  the  office  of  Southwestern  district 
manager  for  both  the  Westinghouse  Air 
Brake  Company  and  the  Westinghouse 
Traction  Brake  Company,  with  head- 
quarters in  St.  Louis.  This  is  the  posi- 
tion recently  made  vacant  by  the  sudden 
death  of  R.  E.  Adreon,  who,  in  addition 
to  his  duties  as  president  of  the  Ameri- 
can Brake  Company,  had  held  the  title 
of  acting  Southwestern  manager  since 
C.  P.  Cass  left  the  St.  Louis  office  of 
the  Air  Brake  Company  several  years 
ago  to  become  president  of  the  West- 
inghouse Pacific  Coast  Brake  Company, 
at  Emeryville,  Calif. 

Coincident  with  the  announcement  of 
Mr.    Williams'    promotion    in    the    Air 


C'liri»   imiii 


house  he  constructed  for  himself  in  1871 
across  from  the  carhouse. 

"I  don't  believe  in  changing  jobs  if 
you  are  satisfied,"  said  Mr.  Dahl  as  he 
knocked  off  work  at  the  shops  the  other 
day.  "I  have  always  remained  here, 
for  I  like  my  work." 

In  view  of  the  fact  that  the  local  Ime 
at  Muskegon  was  the  first  in  Michigan 
to  adopt  electricity  and  one  of  the  first 
in  the  United  States  to  use  that  form  of 
propulsion,  Mr.  Dahl  comes  by  his  rec- 
ord without  much  chance  for  dispute. 

"In  1888,"  said  Mr.  Dahl,  "I  started 
keeping  the  old  horse  cars  in  shape.  In 
1891  the  horse  cars  gave  way  to  the 
queer  machine  propelled  by  electricity. 
State  officials  were  here  that  day  and 
great  crowds  gathered  to  see  the 
strange  car.  Just  after  the  car  started 
it  come  to  a  stop.  No  one  could  learn 
the  cause.  There  were  shouts  to  bring 
out  the  horses  and  much  good  natured 
joking.  Finally,  somebody  placed  the 
trolley  on  the  wire  and  the  car  was 
started  again,  amid  applause. 

"People  lined  the  streets  for  days  in 
order  to  ride  on  the  cars.  Joy  riding 
■was  a  popular  sport  in  those  days  just 
as  it  is  now,  only  the  vehicle  then  was  a 
■different  one  from  that  used  now.  I  re- 
member the  next  year  Battle  Creek  ob- 


Mr.  Ready  Succeeds  Mr.  Sachse 
on  California  Commission 

Lester  S.  Ready  has  been  made  chief 
engineer  of  the  California  State  Rail- 
road Commission.  He  succeeds  Richard 
Sachse,  resigned,  who  will  take  up  pri- 
vate practice  in  Los  Angeles  and  handle 
the  appraisal  of  the  local  lines  of  the 
Los  Angeles  Railway  and  the  Pacific 
Electric  Railway  in  Los  Angeles  with  a 
view  of  the  unification  of  the  properties 
of  these  two  systems  so  far  as  local 
service  in  Los  Angeles  is  concerned. 
Mr.  Ready  is  thirty-four  years  of  age. 
He  has  served  for  ten  years  as  an 
assistant  engineer  on  the  commission, 
in  which  capacity  he  has  devoted  a 
large  amount  of  time  to  the  gas  and 
electrical  division  of  the  commission's 
engineering  department.  In  October, 
1919,  Mr.  Ready  was  promoted  from  as- 
sistant engineer  to  assistant  chief  engi- 
neer. He  was  graduated  from  the 
University  of  California  in  1912.  He  is 
a  native  of  California. 


K.  W.  WlUlumi. 


O  R.  Hill,  formerly  master  mechanic 
of  the  Rockford  &  Interurban  Railway, 
Rockford,  111.,  has  now  the  title  of 
superintendent  of  equipment. 

W.  A.  Underwood  has  succeeded  0.  W. 
Rudin  as  electrical  and  signal  engineer 
of  the  Chicago,  Lake  Shore  &  South 
Bend  Railway,  Michigan  City,  Ind. 


Brake  Company,  the  American  Brake 
Company  announced  his  election  as  vice- 
president  of  that  organization. 

Mr.  Williams  has  been  connected  with 
the  Westinghouse  Air  Brake  Company 
since  April  1,  1902,  when  he  went  to 
Wilmerding  to  accept  the  position  of 
secretary  to  John  F.  Miller,  now  vice- 
chairman  of  the  board  of  directors. 

Mr.  Williams  was  born  in  Renovo,  Pa., 
in  1878.  His  boyhood  was  spent  in 
Williamsport,  Pa.,  where  he  attended 
public  school.  He  was  graduated  from 
high  school  with  the  class  of  1897  and 
immediately  entered  the  employ  of  the 
Pennsylvania  Railroad,  serving  in  the 
freight  and  maintenance-of-way  depart- 
ments at  Williamsport  until  joining  the 
Air  Brake  Company. 

After  remaining  in  the  general  offices 
of  the  Air  Brake  Company  at  Wil- 
merding for  seven  years,  he  was  trans- 
ferred to  the  Southeastern  district  office 
in  Pittsburgh.  In  1910  he  went  to  the 
Cincinnati  office  and  two  years  later 
was  appointed  representative  and  as- 
signed to  the  Atlanta  office.  He  re- 
turned to  the  Pittsburgh  office  in  Sep- 
tember, 1920,  where  he  has  served  since. 
Mr.  Williams  is  widely  known  in  rail- 
way and  traction  circles  and  is  actively 
identified  with  a  number  of  clubs  and 


432 


Electric    Railway    Journal 


Vol.  61,  No.  10 


associations,  among  which  are  included 
the  American  Electric  Railway  Asso- 
ciation, the  Central  Electric  Railway 
Association,  the  Air  Brake  Association, 
Railway  Club  of  Pittsburgh,  Pittsburgh 
Athletic  Association  and  the  Edgewood 
Country  Club. 


Change  in  Dubuque 
Officers 

Albert  Emanuel  Heads  Dubuque  Elec- 
tric    Company,     with     O.     H. 
Simonds  Vice-President 

At  a  recent  meeting  of  the  board  of 
directors  of  the  Dubuque  (Iowa)  Elec- 
tric Company,  I.  C.  Elston,  Jr.,  presi- 
dent of  the  company  for  the  last  seven 
years,  withdrew  from  any  further  active 
connection  with  the  operation  of  the 
local  utility. 

The  action  is  a  further  manifestation 
of  Mr.  Elston's  desire  to  relieve  himself 
of  the  cares  and  responsibilities  which 
for  many  years  have  rested  upon  him. 
More  than  a  year  ago  he  withdrew 
from  the  presidency  of  the  investment 
banking  house  of  Elston,  Allyn  &  Com- 
pany. About  the  same  time  he  dis- 
posed of  his  utility  property  at  St. 
Charles,  and  more  recently  turned  over 
the  management  of  the  electric  light 
and  street  railway  company  at  Vicks- 
burg,  Miss.,  to  operators  and  owners  of 
several  other  utitlities  in  the  South. 

Mr.  Elston  has  been  succeeded  as 
president  of  the  Dubuque  company  by 
Albert  Emanuel,  New  York,  chief  ex- 
ecutive of  utility  companies  elsewhere 
in  the  West  and  the  purchaser  of  a 
controlling  interest  in  the  Dubuque  Com- 
pany as  noted  elsewhere  in  this  issue. 

0.  H.  Simonds,  general  manager  of 

the  company  at  Dubuque  for  the  last 

five  years,  will  continue  in  that  position, 

and  in  addition  becomes  vice-president 

of  the  local  company  and  a  member  of 

its    board    of    directors.      This    means 

that  much  company  business  formerly 

handled   at  Chicago  will   hereafter  be 

done  in  Dubuque.     Mr.   Simonds  said: 

The  change  in  presidency  of  the  company 
will  not  affect  the  policy  of  the  present 
management  or  the  local  personnel  of  the 
company.  As  heretofore,  we  always  will 
have  the  best  Interests  of  the  city  at  heart. 
In  fact,  there  is  a  community  of  interest 
between  any  city  and  its  utility  companies, 
for  one  cannot  prosper  without  the  other. 
We  desire  sympathetic!  co-operation  and 
assistance  to  help  us  to  serve  the  people  of 
Dubuque  adequately  and  satisfactorily  and 
to  aid  in  the  progress  of  our  city. 


James  Stewart  has  succeeded  J.  H. 
McCahan  as  roadmaster  of  the  Topeka 
(Kan.)  Railway. 

F.  W.  Broerman  has  replaced  John 
Moore  as  roadmaster  of  the  Chicago, 
Ottawa  &  Peoria  Railway,  Ottawa,  Til. 

Robert  W.  Vote  has  replaced  George 
W.  Wilson  as  auditor  of  the  Evansville 
&  Ohio  Valley  Railway,  Evansville,  Ind., 
and  of  the  Owensboro  City  Railroad, 
controlled  by  the  former  property. 

B.  B.  Kraus  has  succeeded  D. 
Zerhusen  as  purchasing  agent  of  the 
Washington,  Baltimore  &  Annapolis 
Electric  Railroad,  Annapolis,  Md.  H.  T. 
Connolly,  formerly  superintendent  of 
power,  is  now  electrical  engineer. 


Mr.  Masengill  Appointed 
Superintendent 

W.  T.  Masengill  was  made  superin- 
tendent and  general  freight  and  pas- 
senger agent  of  the  Pacific  Coast  Rail- 
way, San  Luis  Obispo,  Calif.,  on  Feb.  1. 
This  promotion  came  after  only  seven 
months'  service  with  the  company  as 
Mr.  Masengill  entered  its  employ  in 
July,  1922,  as  assistant  superintendent. 
In  his  new  capacity  he  succeeds  J.  M. 
Sims. 

Mr.  Masengill's  association  with  rail- 
way work  began  in  1897,  when  he  en- 
tered the  employ  of  the  Southern  Pacific 
Company  on  its  coast  division  as  agent- 
telegrapher.  In  1901  he  was  promoted 
to  train  dispatcher  at  the  office  in  San 
Francisco.  He  served  also  as  chief  dis- 
patcher in  San  Francisco,  Tucson,  Ariz  , 
Guaymas,  Mexico,  and  San  Luis  Obispo, 
Calif.,  until  July  of  last  year,  when  he 


W.    T.   HasenslU 


joined  the  forces  of  the  Pacific  Coast 
Railway.  The  latter  property,  which 
operates  a  little  more  than  100  miles 
of  track,  connects  Guadalupe  and  Santa 
Maria. 

Railway  Man  of  Long  Experience 
Represents  Manufacturer 

George  A.  Saylor,  has  recently  been 
appointed  Western  sales  manager  of 
the  electrical  division  of  the  Johns- 
Pratt  Company,  Hartford.  Mr.  Saylor 
accepted  his  first  important  position  in 
the  electric  railway  industry  in  1900, 
when  he  became  general  superintendent 
of  the  Indianapolis,  Columbus  &  South- 
ern Traction  Company,  in  which  capac- 
ity he  served  for  six  years.  At  that 
time  Mr.  Saylor  enjoyed  the  distinction 
of  being  the  youngest  traction  superin- 
tendent in  the  United  States. 

In  1906,  when  Johns-Manville,  Inc., 
sought  sales  representation  in  the  West, 
Mr.  Saylor  was  selected  to  serve  in  its 
electrical  department,  rising  to  the  posi- 
tion of  manager  of  the  electrical,  auto- 
motive equipment  and  specialties  de- 
partments of  that  company.  He  devoted 
much  time  and  effort  during  these  years 
to  advancement  of  the  industry  in  gen- 
eral, and  was  particularly  active  in  the 
Sons  of  Jove,  serving  as  statesman  and 
Jupiter  of  the  Wisconsin  order  of  that 
organization.     During  these   years   he 


made  a  comprehensive  study  of  pro- 
tective devices,  particularly  fuses, 
specializing  in  the  Noark  lines,  which 
were  at  that  time  sold  through  Johns- 
Manville,  Inc. 

It  was  logical  of  Mr.  Saylor  to  accept 
the  position  of  Western  sales  manager 
of  the  Johns-Pratt  Company,  for  al- 
though this'  meant  a  change  in  the  name 
of  his  principals,  he  continues  to  handle 
the  same  products,  as  the  Johns-Pratt 
Company  manufactured  the  Noark  line 
of  electrical  protective  devices  and 
molded  insulation  from  their  inception 
as  marketable  products. 


J.  M.  Yount,  master  mechanic  of  the 
Market  Street  Railway,  San  Francisco, 
Calif.,  has  been  nominated  for  election 
to  the  office  of  first  vice-president  of 
the  Pacific  Railway  Club. 

T.  G.  Hamilton,  formerly  general 
superintendent  and  purchasing  agent 
of  the  Gary  (Ind.)  Street  Railway,  is 
now  performing  the  duties  of  vice- 
president,  superintendent  and  purchas- 
ing agent.  J.  P.  Gannon  is  master  me- 
chanic. 

Frank  D.  Conley,  formerly  superin- 
tendent and  chief  engineer  of  the  De- 
Kalb,  Sycamore  &  Interurban  Traction 
Company,  is  now  known  as  division 
manager.  Charles  Glossof  is  chief  en- 
gineer and  Elmer  Reese  is  electrical 
engineer. 


Obituary 


William  Penn  White 

William  Penn  White,  identified  for 
the  last  eleven  years  with  the  railway 
department  of  the  General  Electric 
Company  at  its  New  York  office,  died 
in  the  Garfield  Hospital,  Washington, 
following  a  major  operation.  It  was 
while  attending  the  midwinter  conven- 
tion of  the  American  Electric  Railway 
Association  in  Washington,  D.  C,  that 
Mr.  White  first  developed  the  sickness 
which  caused  his  death  on  March  6. 

Mr.  White  was  born  in  Washington 
in  1876.  After  being  graduated  from 
the  Lehigh  University  with  the  degree 
of  electrical  engineer,  he  entered  the 
employ  of  the  General  Electric  Com- 
pany at  Schenectady.  He  served  in 
the  testing  department,  calculating  and 
drafting  department  and  then  trans- 
ferred to  the  railway  engineering  de- 
partment. He  was  in  this  work  until 
June,  1912,  when  he  was  transferred 
to  commercial  work  in  the  railway  de- 
partment of  the  company  in  New  York. 
Since  his  transfer  he  has  been  engaged 
in  the  activities  of  the  railway  depart- 
ment in  the  Metropolitan  district  and 
vicinity. 

Mr.  White  was  a  member  of  the 
American  Institute  of  Electrical  Engi- 
neers and  was  also  a  member  of  the 
Engineers'  Club  of  New  York  and 
of  the  Mohawk  Club  of  Schenectady. 
He  had  just  completed  a  term  as  presi- 
dent of  the  General  Electric  Club  of 
New  York.  Mr.  White  is  survived  by 
his  wife  and  three  daughters. 


March  10,  1923 


Electric    Railway    Journal 


433 


J^ 


'^^ 


Manufactures  and  the  Markets 

News  of  and  for  Manufacturers — Market  and  Trade  Conditions 
A  Department  Open  to  Railway  s  and  Manufacturers 
for  Discussion  of  Manufacturing  and  Sales  Matters 


>^ 


yf 


Details  of  Philadelphia  Order 
for  576  Cars 

On  Jan.  22  the  board  of  directors 
of  the  Philadelphia  Rapid  Transit 
Company  authorized  the  lease  and  pur- 
chase by  car  trust  agreement  of  576 
new  cars  of  which  520  will  be  passen- 
ger cars.  A  brief  note  in  regard  to 
this  order,  which  is  said  to  be  the 
largest  single  order  for  trolley  cars 
ever  placed  in  this  country,  was  made 
in  the  Jan.  27  issue  of  the  Electric 
Railway  Journal.  Details  regarding 
these  cars  and  their  equipment  are  now 
available.  Three  hundred  and  eighty- 
five  of  these  cars  are  to  be  for  single- 
end  operation  and  135  for  double-end. 

The  exact  design  of  the  double-end 
cars  has  not  yet  been  decided,  but  the 
accompanying  illustration  shows  a 
seating,  plan  and  elevation  for  the 
single-end  type.  As  will  be  seen  they 
are  of  the  side-entrance  pay-as-you- 
pass  type.  Provision  will  be  made  so 
that  these  cars  and  also  the  double- 
end  cars  can  be  operated  by  one  man 
during  off-peak  periods. 

Both  types  of  cars  will  be  45  ft.  6 
in.  over  all.  The  single-end  cars  will 
seat  fifty-three,  while  the  double-end 
cars  have  a  seating  capacity  of  forty- 
four.  The  type  of  seats  is  also  differ- 
ent for  the  two  cars.  Brill  standard 
Winner  double-rod  pressed-steel  seats 
will  be  used  for  the  double-end  cars, 
with  wooden  slat  construction,  while 
the  Brill  Cleveland  type  of  seats  will 
be  used  on  the  single-end  cars.     These 


also  will  be  of  wooden  slat  construction. 
The  estimated  weights  for  the  two 
types  are  34,000  lb.  for  the  single-end 
cars  and  35,000  lb.  for  the  double-end 
cars.  The  motor  and  control  equip- 
ment will  be  the  same  for  both  types. 


MANUFACTURERS     OF    EQUIPMENT, 
TOGETHER  WITH  TYPE  FURNISHED 

Air  brakes   G.E.  Co. 

Armature    bearings     Plain 

Axles Carnegie  Steel  Co.'s  heat  treated 

Bumpers Six-inch  Channel  reinforced 

Car  signal  system.  .Brill's  standard  and  push 

button  contact  bases — Faraday  Type-B 
Car  trimmings   •     .  ^ 

...Malleable  and  bronze  statuary  finish 
Center  and  side  bearings . . .  Brill's  standard 
Conduits  and  junction  boxes.  ..  .Galvanized 
Control   G.E.  2-K-68  with  ratchet  attachment 

Couplers    Drawbar  pockets 

Curtain  fixtures . Curtain  Supply  Co.'s  No.  88 
Curtain  material.  ..  .Double  face  pantasote 

Designation   signs    Hunter 

Door   operating  mechanism    

National   Pneumatic   Co. 

Wheelguards    H.    B.   Life   Guard 

Gears   and   pinions ^ 

Tool  Steel  Gear  &  Pinion  Co. 

Hand  brakes   Peacock  staffless 

Heater    equipment    • 

Consolidated  Car  Heating  Co.  s 

Headlights.  .Crouse    Hinds   semaphore    lens 

Journal    bearings     Plain 

Journal  boxes Plain  cast-iron 

Lightning  arresters   M.  D. 

Motors. Two  per  car,  G.E.-275A  outside  hung 

Registers    International   Type   R-7 

Sanders     Ohio    Brass    Co. 

Sash  fixtures    Bronze   .statuary   finish 

Seats.  .Brill's  standard   Winner  double  rod 

for  double  end  cars  and  Brill  Cleveland 

type  for  single  end  cars. 

Seating  material   ^°?,° 

Springs    Brill's  helical  and  elliptic 

Step  treads. Universal  anti-slip  smooth  safety 

Trolley  catchers    Ohio  Brass  Co. 

Trolley   base Two   U.    S.    No.    14 

Trolley  wheels Star  Brass  Foundry 

Trucks    Brill    No.    39    E-2 

Ventilators Garland    Type    C-1    Jr. 

Wheels    (type   and    size) 

Steel  28-in.  and   22-in.  diameter 

Special    devices,   etc 

.  .  .  Birney  Safety  Car  devices  equipment 


DETAILS   OF  PHILADELPHIA'S 
NEW  CARS 

Length  over-all   45  ft      6  in. 

Width  overall    8  ft.     6  In. 

Height,  rail  to  trolley  base.... 11  ft.  Oi  In. 
Bolster  centers  :  Double-end  cars. 22  ft.     6  In. 

Single-end    cars     24  ft     6  in. 

Truck  wheelbase 4  ft  10  in. 

Weight  total:  Double-end  cars..      35,000  lb. 
S!ngle-end  cars     .  .      34.000  lb. 
Seating  capacity  : 

Double-end  cars 44 

Single-end   cars 53 

The  cars  will  be  built  by  the  J.  G.  Brill 
Company.  The  Interior  trim  will  be  bronze 
statuary  finish,  the  headlining  will  be  Aga- 
sote  and  the  roof  will  be  arch  type. 

Two  G.E.  type  275-A  motors  will  be 
used,  with  General  Electric  Company's 
2-K-68  control  with  ratchet  attach- 
ment. Accompanying  tables  give  de- 
tails of  weights  and  dimensions,  and 
also  details  of  the  equipment  which 
will  be  furnished. 

In  addition  to  the  passenger  cars, 
the  following  double-truck,  four-motor, 
double-end  utility  cars  were  ordered: 

Twenty-four  share-type  snow  plows. 

Ten  snow  sweepers. 

Eight  standard  differential  dump 
cars  and  five  differential  trailers. 

Six  flat-bottom,  drop-side  work  cars. 

One  crane  car  for  surface  service. 

One  crane  car  for  elevated  service. 

One  line  tower  car. 


'   Metal,  Coal  and  Material  Prices 

MetaU— New  York  Marcii  6,  1923 

Copper,  electrolytic,  centa  per  lb 1 6 ,  937 

Copper  wire  base,  cents  per  lb 19.  125 

Lead,  cents  per  lb 8.25 

Zinc,  centa  per  lb 8.70 

Tin.  Straite.  centa  per  lb 47.00 

Bituminous  Coal,  f.o.b.  Mines 
Smokeless  mine  run,  f.o.b.  vessel,  Hamp- 
ton Roads,  gross  tons $6,175 

Somerset  mine  run,  Boston,  net  tons 3.75 

Pittsburgh  mine  run.  Pittaburgh,  net  tons.  2 .  75 

Franklin,  III.,  screeninga,  Chicago,  net  tons  2.375 

Central,  111.,  screenings,  Chicago,  net  tons.        1 .  30 

Kansas  screeninga,  Kansas  City,  net  tons..  2 .  625 

Materials 

Rubber-covered  wire.  N.  Y.,  No.  14,  per 

1,000ft 7  50 

Weatherproof  wire  base,  N.Y.,oent8per  lb.  19.50 

Cement,  Chicago  net  prices,  without  bags.  J2  20 
Linseed  oil  (5-bbl.lota),N.Y..cents  per  gal..        1. 01 

Whitclcad,(l00-lb.keg),N.Y..ccnt8perlb.  13.375 

Turpentine  (bbl.  lota),  N.  Y.,  per  gal $1.54 


Plan  and  Klevation  Showing  Seating  Arrangement  of  P.  R.  T.  New  Single-End  Type  Car 


434 


Electric    Railway    Journal 


Vol.  61,  No.  10 


Rolling  Stock 


Lima  (Ohio)  Street  Railway  Has  I'e- 
ceived  five  of  a  total  of  twenty  one-man 
cars  ordered.  The  twenty  cars  are  ex- 
pected to  be  in  operation  by  April  1. 

Pitts\)urgh,  Harmony,  Butler  &  New- 
Castle  Railway,  Pittsburgh,  Pa.,  has 
purchased  three  Packard  cars  for  bus 
service  between  New  Castle  and  Ell- 
wood  City. 

Springfield  (Mass.)  Street  Railway 
has  placed  an  order  with  the  J.  G.  Brill 
Company's  Wason  Manufacturing  Com- 
pany plant  at  Springfield  for  ten  new 
double-truck  cars.  The  company's  in- 
tention of  buying  the  cars  was  referred 
to  in  the  Electric  Railway  Joi^inal 
issue  of  Feb.  17. 

Brooklyn  (N.  Y.)   City  Railroad  has 

placed  an  order  with  the  Westinghouse 
Electric  &  Manufacturing  Company  for 
fifty-four  two-motor  equipments  and 
control  for  motorizing  as  many  cars 
now  in  use  as  trailers.  The  motors 
will  be  the  type  535-A,  of  60  hp.  each, 
and  the  control  will  be  type  K-68-A 
arranged  for  double-end  operation.  The 
control  will  be  Interlocked  with  tha 
doors  by  type  801-E  line  switches. 
The  535-A  motor  is  a  comparatively  • 
new  type,  which  makes  possible  the 
use  of  a  60-hp.  motor  with  28-in. 
wheels,  which  will  be  the  plan  followed 
in  Brooklyn.  These  trailers  at  present 
weigh  31,000  lb. 

Pacific  Electric  Railway,  Los  Angeles, 
Calif.,  has  just  placed  an  order  for  ten 
additional  electric  freight  locomotives, 
which  are  to  be  of  the  latest  improved 
type  and  to  cost  $475,000  for  the  entire 
order.    Delivery  of  two  of  the  new  loco- 
motives is  anticipated  vrithin  sixty  days 
and  it  is   contemplated  the  remaining 
locomotives  will  be  delivered  early  dur- 
ing the  summer.    The  new  locomotives 
are  to  be  of  60-ton  type  and  will  be 
capable  of  handling  fifty  loaded  cars  on 
level  track.    When  delivery  is  completed 
the  company  will  have  a  total  of  fifty- 
three  electric  freight  locomotives  in  its 
freight  service.    The  company  has  also 
placed  large  orders  for  car  equipment, 
those    now    in    course    of    construction 
aggregating  an  expenditure  of  $1,750,- 
000.    This  equipment,  delivery  of  which 
will    commence   within    a    short    time, 
consists  of  400  dump  cars,  300  box  and 
150  flat  cars. 


loop  from  Haddon  Avenue  to  King's 
Highway.  A  petition  has  been  pre- 
sented to  the  borough  commissioners 
of  Haddonfield,  N.  J.,  asking  for  this 
improvement. 

Puget  Sound  International  Railway, 
Everett,  Wash.,  will  use  steel  rails  ag- 
gregating 360  tons  for  replacement  on 
the  Everett-Seattle  interurban  line,  be- 
tween Foy  and  North  Park  stations. 
The  new  rails  wall  be  70-lb.  size,  replac- 
ing 50,  56  and  60-lb.  rails. 

Market  Street  Railway,  San  Fran- 
cisco, Calif.,  will  begin  within  thirty 
days  the  relaying  of  rails  on  Market 
Street  from  the  Ferry  to  McAllister. 
This  improvement  will  mean  about  6 
miles  of  single  track.  Rails,  joint  plates 
and  other  material  have  been  purchased 
and  is  already  delivered  in  San  Fran- 
cisco. 

Los    Angeles    (Calif.)    Railway    has 

started  the  construction  of  an  exten- 
sion from  Third  and  Larchmont  Streets 
along  Larchmont  to  La  Brea.  The  ex- 
tension involves  a  little  more  than  a 
mile  of  double-track  construction.  This 
new  track  will  serve  new  territory  in 
South  Hollywood. 


Power  Houses,  Shops 
and  Buildings 


Cleveland  (Ohio)  Illuminating  Com- 
pany IS  planning  to  take  over  the 
$1,000,000  power  house  owned  by  the 
Lake  Shore  Electric  Railway  in  Avon 
Beach  Park,  east  of  Lorain,  Ohio. 

Oklahoma  Union  Railway,  Tulsa, 
Okla.,  expects  to  build  a  new  interurban 
depot  at  Red  Fork,  Okla.  Work  will 
begm  within  a  few  weeks.  The  new 
depot  will  be  modeled  after  the  pas- 
senger depot  in  West  Tulsa,  but  will  be 
somewhat  smaller. 

Ohio  Valley  Electric  Railway,  Hunt- 
SfT'nn^"  V*-J°"templates  spending 
12,250,000  on  additions  to  the  Kenova 
power  plant.  This  plant  now  generates 
all  the  electric  current  which  the  com- 
pany supplies  between  Guyandotte, 
W.  Va.  and  Hanging  Rock,  Ohio,  and 
demands  for  service  are  increasing  at 
such  rate,  officials  say,  that  additional 
facilities  are  imperative.  To  cover  this 
and  other  improvements  the  company  is 
planning  an  issue  of  new  securities. 


of  its  portable  belt  conveyor,  the  "Cub." 
The  new  price  is  $585  complete  with 
a  2-hp.  electric  motor.  Portable  belt 
conveyors  are  used  for  unloaiiing  and 
loading  cars,  trucks  and  wagons  of  any 
loose  material. 

Burry  Railway  Supply  Company,  Chi- 
cago, 111.,  reports  orders  received  for 
Hartman  center  plates  and  Perry,  Para- 
gon and  Peerless  side  bearings  from  the 
following:  Philadelphia  Rapid  Transit 
Company,  Detroit  Municipal  Railways, 
Macon  Railway  &  Light  Company, 
American  Electric  Power  Company, 
Grand  Rapids,  Grand  Haven  &  Muske- 
gon Railway,  Tri-City  Railways,  Texas 
Electric  Company,  Dallas  Street  Rail- 
way, Chicago  Surface  Lines,  British 
Columbia  Electric  Railway  and  the 
Eastern  Wisconsin   Railway. 

Uehling  Instrument  Company,  Pitts- 
burgh, Pa.,  manufacturers  of  CO--  re- 
corders and  other  power  plant  gages, 
has  placed  Charles  J.  Schmid  in  charge 
of  sales  in  greater  New  York  and  Long 
Island.  Mr.  Schmid  is  well  qualified 
for  his  duties  in  this  important  terri- 
tory due  to  his  close  contact  with  power 
plant  operators  in  the  interest  of  fuel 
economy  when  formerly  in  charge  of 
the  Boston  office.  Temporarily  Mr. 
Schmid  will  make  the  home  office  in 
Paterson,  N.  J.,  his  headquarters. 

B.  Olney  Hough,  for  many  years  past 
editor  of  the  American  Exporter,  has 
relinquished  that  position  to  establish 
himself  as  export  counsellor,  consultant 
and  adviser  to  banks,  exporters  and 
manufacturers,  with  offices  under  the 
style  of  B.  Olney  Hough,  Inc.,  17  Bat- 
tery Place,  New  York.  It  may  be  re- 
garded as  significant  of  the  esteem  in 
which  his  opinions  and  advice  are  held 
that  his  first  retainer  in  his  new  pro- 
fession is  from  the  American  Exporter, 
for  which  he  will  continue  to  act  in  a 
capacity  similar  to  some  extent  to  his 
former  position,  as  export  and  technical 
adviser  and  writer,  with  the  title  of 
contributing  editor. 


New  Advertising  Literature 


Track  and  Roadway 


Trade  Notes 


Orange,  Tex.— A  franchise  has  been 
granted  on  application  of  the  general 
manager  of  the  Orange  Light  &  Water 
Company  for  the  construction,  of  a 
trackless  trolley  system  in  Orange. 

Buffalo  &  Lake  Erie  Traction  Com- 
pany, Erie,  Pa.,  through  General  Man- 
ager Myers,  is  seeking  a  franchise  for 
the  construction  of  a  double-track  line 
connecting  curves  in  Twenty-first  Street 
from  State  to  Peach  Street. 

Public  Service  Railway,  Newark, 
N.  J.,  may  be  asked  to  build  a  trolley 


Nichols-Lintern  Company,  Cleveland, 
Ohio,  has  reprinted  in  the  form  of  a' 
blotter  a  recent  editorial  from  the 
Electric  Railway  Journal  entitled 
Work— Thought— Character." 
Haskelit«  Manufacturing  Corpora- 
tion, Chicago,  111.,  has  received  the 
order  for  roofing  the  fifty-two  trail  cars 
which  have  been  ordered  by  the  city  of 
Detroit.  These  roofs  will  be  of  the 
rii-ln.  three-ply  construction  and  will 
be  furnished  in  five  sections  per  car. 

Link-Belt  Company,  Chicago,  111.  an- 
nounces a  cut  of  14  per  cent  in  the  price 


Wagner  Electric  Corporation,  St. 
Louis,  Mo.,  has  issued  descriptive  bul- 
letin No.  131,  giving  instructions  for 
ordering  and  adjusting  repair  parts. 

Railway  Improvement  Company,  New 
York,  N.  Y.,  has  issued  an  illustrated 
booklet  on  the  Ransom  vacuum  oiler. 
It  shows  the  oiler  installed  on  motors 
on  a  large  number  of  properties. 

J.  G.  White  Engineering  Corporation, 
New  York,  N.  Y.,  is  distributing  a  book- 
let, called  Steam  Power,  which  is  illus- 
trative and  descriptive  of  some  of  the 
more  important  steam  power  plants 
which  have  been  built  by  this  corpo- 
ration. 

W.  S.  Goodwin  Company,  Inc.,  Balti- 
more, Md.,  describes  in  its  bulletin  N, 
on  steel  paving  guards,  a  number  of 
types  of  steel  paving  edges.  These  are 
designed  to  preserve  the  edges  of  pav- 
ing of  different  types,  special  attention 
being  given  to  the  edges  abutting  on 
electric  railway  track  rails. 


March  10,  1923 


Electric    Railway    Journal 


19 


-from  7 
to  70  tons 


PEACOCK  BRAKES 

A  Special  Type — A  Right  Type 
for  Each  Size  and  Type  of  Car 

From  the  Peacock  Staffles — a  development  of  recent  times  for 
the  little  safety  c;lr — to  the  Peacock  Improved  12/52  type  for 
heaviest  interurban  and  rapid  transit  cars,  there  is  a  Peacock 
Brake  to  fit  your  particular  requirements.  We  have  been  de- 
veloping and  manufacturing  hand-brakes  for  so  many  years 
that  we  can  deliver  what's  needed  in  any  case. 

The  Engineering  Slant — 

Trained  engineers  are  gradually  supplanting  the  old- 
fashioned  equipment  man  who  knew  only  what  his  own 
experience  had  taught  him.  Those  who  remain  are  the 
ones  who  have  learned  to  do  what  the  trained  engineer 
does — to  figure  out  their  equipment  problems.  Do  a  little 
figuring  now  on  brakes  for  your  new  cars — find  out  what 
hraking  forces  will  be  necessary  to  stop  the  car  under 
worst  conditions — tAen  get  the  data  on  Peacock  Brakes. 

:  National  Brake  Company,  Inc. 

890  Ellicott  Square 

Buffalo,  N.   Y. 

Canadian  Representative: 
Lyman  Tube  A  Supply  Company  Limited,  Montreal,  Canada 


Peacock  Staffles> 


Peacock    Improved     12/52 


20 


Electric    Railway    Journal 


March  10,  1923 


"B  atvK^era  ^  E.ixg;liveervs 


jFor&,  SJacon  &  "J'avie 

Incorporated 
Business  Established   1894 

115  BROADWAY,  New  York 

SAN  FRAUCISCO 


PHILADELPHIA 


CHICAGO 


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 


XHE  ARNOLD  COMPANY 

ENGINEERS— CONSTRUCTORS 

ELECTRICAL— CIVIL— MECHANICAL 

105  South   La  Salle  Straat 

CHICAGO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER.   MASSACHUSETTS 

RIPORTS — APPRAISALS— RATE* — OPERATION — SERVICE 


C.  E.  SMITH  &  CO. 

CotiMulting  Engineer* 

2065-75  Railway  Exchange  Bldg.,  St.  Louis,  Mo. 

Chicago  Kansas  City 

Inrestigations,    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  Ezchansre  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,  Msiss. 


ROBERT  M.  FEUSTEL 

CONSULTING  ENGINEER 

Rate,  Traffic  and  Reorganization 

Investigations 

Fort  Wayne,  Indiana 


Byllesby 

Engineering  &  Management 

Corporation 


New  York 


208  S.  La  Salle  Street,  Chicago 


Tacoma 


Parsons,  Klapp,  Brinckerhoff  &  Douglas 


WM.  BARCLAY  PARSONS 
l.lfiENK   KLAPP 


H.  M.   BBINKERHOFF 
W.  J.  DOUOLAS 


Engineers — Constructors — Managers 

Hydro-electric  Railway  Light  and  Industrial  Plants 

appraisals  and   Reports 

CLEVELAND  NEW  YORK 

1670  Banna  Bide.  84  flnf  St. 


DAY&ZIMMERMANN.Inc 

BMGIHEEKS 

'D£si^n ,    Co  nstru  ction 
T{fboHs,   Valuations,   'Management 

NEW  YORK    PHILADELPHIA     Chicago 


JAMES  E.  ALLISON  &  CO. 

Consulting  Engineers 

Specializing  in  Utility  Rate  Cases  and 
Reports     to     Bankers     and     Investors 

1017  Olive  St.,  St.  Louis,  Mo. 


March  10,  1923 


Electric    Railway    Journal 


21 


iiiiiiiiiiiiiiiiiiiiiiiiMiiiiii iiiiiii iiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiii I iiiiiiiiiiiiiiiiiiiiiiii II iiiijiiiiijiiiiiiiiiiiiiiiiiiiiii nil 


To  Secure — 


up-to-date  speed  and  safety  with  old  equipment 

When  converting  existing  rolling  stock  for  one-man  safety  car  opera- 
tion, you  do  not  have  to  replace  your  present  air  brake  valves  with 
ne\v  equipment.  E-Z  Car  Control  involves  only  the  addition  of  a 
little  simple  piping,  and  you  have  a  safety  car  with  emergency  de- 
vices and  selective  door  control. 

What  E-Z  Car  Control  Does ! 

Automatically  cuts  off  power  and  applies  brakes  if  air  pressure  gets 
too  low. 

Doors  "balance"  on  emergency  application  of  brakes  after  car  is 
stopped. 

Safety  equipment  functions  without  moving  parts  under  ordinary 
operating  conditions.  This  means  the  virtual  elimination  of  mainte- 
nance. 


E-Z 

Car- 
Control 


Write  us  for 

full  details  and  low  cott  of 
this    remarkable    installation. 

E.Z.  CAR  CONTROL  CORPORATION 

383  West  Fayette  St.,  Syracuse,  N.  Y. 

W.  M.  Lawyer,  Sales  Manager 

iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii II ii: iiiiiiiiiiiiiiiiiiiiiiii 


KELLY,  COOKE  &  COMPANY 

Engineers 


MS  BROADWAY 
NEW  YORK 


424  CHESTNUT  STREET 
PHILADELPHIA 


Transmission  Line  and  Special  Crossing 
Structures,  Catenairy  Bridges 

WRITE  FOR  OUR  NEW  DESCRIPTIVE  CATALOG 

ARCHBOLD-BRADY  CO. 

Engineer*  and  Contractor*  SYRACUSE,  N.  Y. 


Dwight  P.  Robinson  &  Company 

Incorporated 

Design  and   Construction  of 

Electric  Railtvays,  Shops,  Power  Stations 

125  East  46th  Street,  New  York 

Chicago  Youngstown 


Lo*  Angeles 


Montreal 


Dallat 
Rio  de  Janeiro 


THE  P.  EDWARD  WISH  SERVICE 

50   Church  St.  Street  Railway  Inspection  131   Stttt*  St. 

NEW  YORK      DETECTIVES  BOSTON 


When  writing  the  advertiser  for  information   or 

prices,  a  mention  of  the  Electric  Railway 

Joum^J   would  be  appreciated. 


Andrew  Sangster  &  Company 


Rate  InveatlrtttloDa 
Depreciation  Studies 


Consulting  Accountants 
New  York  and  Chicago 


ConMiildatlone 
BeportB  to  Bankers 


25  Broadway,  New  York 


Joe  R.  Ong 

Consulting  Transportation  Engineer 

SpeeiaUaing  in   TratRe  Problems  and  in   Methods   to 
Improve  Service  and  Increase  , 

EfReiancy  of  Op*ration 

PIQUA.  OHIO 


J.  ROWLAND  BIBBINS 

Engineer — Washington.  D.  C. 

TRANSPORTATION 

Complete    Transit     Surveys     and     Development 

Pro- 

grams,  adapting  Motor-Transport,  R.R.  Terminal 

and 

City  Plans.     Traffic,  Service,  Routing,  Operation 

and 

Valuation. 

EXPERIENCE   IN   iO  CITIES 

Standard  Underground  Cable  Co. 

Manufactnrers   of 

EtecUie  Wires  and  Cables  of  all  kinds; 

also  Cable  Terminals,  Janction  Boxes,  etc 

Boston  Philtdelphii  Plttsburgii  Ueiroit  New  York 

San  Fraiifisco  Chimgo  Washinirtcm  St.  Loolt 


Electric    Railway    Journal 


March  10,  1923 


March  10,  1923 


Electric    Railway    Journal 


23 


^IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIL- 


Okulunkulu 


The  Zulu  dead  are  most  always  buried  in  a 
crouching  position  facing  the  east,  so  they  can 
jump  up  quickly  when  Okulunkulu  the  Great 
Spirit  calls  from  the   rising  sun. 

To  be  buried  in  any  other  position  is  a  severe 
handicap.  The  planted  one  will  have  about  as 
much  chance  of  getting  his  share  of  Okulunkulu's 
gifts  as  the  late  riser  in  a  starvation  boarding- 
house  has  of  getting  breakfast. 

For  the  operator  buried  in  brush  trouble  there 
is  only  one  thing  that  can  help. 

His  position  is  bad  from  every  angle  unless  he 
faces  the  issue  squarely. 

He  must  break  away  from  the  'cheap  brush' 
habit.  Must  realize  that  motors  doing  different 
jobs  have  certain  individual  brush  requirements. 
Just  as  men  doing  different  kinds  of  work  must 
have  specific  articles  of  diet. 

Brush  trouble  is  merely  a  form  of  motor  indi- 
gestion which  can  be  cleared  up  by  any 
Morganite  Prescriptionist  within  twenty-four 
hours ! 


Main   Office  and  Factory: 
519  West  38th  Street,  New  York 


S  Electric  Power  Equipment  Corp., 
=  13th  and  Wood  Sts..  Phlla- 
~      delphla 

=  Electrical    Engineering    &    Mfg. 

—  (Ml.,    909    Penn.    Ave..    Pltts- 

—  burgh 

S  ■!■    F.    Drummey.     75     Pleasant 
=       St.,    Revere,    Massachusetts 
~  W.  B.  Hendcy  Co..  Hogo  Bldg.. 
~       Seattle 


DISTRICT  ENOINEimS  AND  AGENTS:  = 

Spwial  Service  Sales  Co..  202  = 
Rusk  Building,  San  Francisco,  s 
Calirornla  — 


*a4S£» 


Sp  rial    Service    Sales    Company,  ^ 

502  Delta  Bldg..  Los  Ahgelrs  = 

Railway    &    Power    Engineering  ^ 

Corporation.    TA<1..    131    East-  — 

ern     Ave..     Toronto,     Ontario.  — 

Canada  S 


Just  off  the  pres*! 

Rate -Making 

For 
PublicUtilities 

By  Lamar  Lyndon,  Author 
of  Hydro-electric  Power 
and  Storage  Battery  Engi- 
neering. 

209  page;  S\i  x  8,  $2.00 
postpaid. 

THIS  book  is  designed 
to  clear  up  the  con- 
fusion raised  by  the 
numerous  conflicting  court 
decisions  and  rulings  on  the 
various  problems  entering 
into  the  regulation  of  pub- 
lic utilities. 

The  author's  aim  has  been 
to  clarify  the  points  on  which 
experts  and  engineers  dif- 
fer in  fixing  rates  for  utili- 
ties and  to  indicate  the  logi- 
cal basis  for  figuring  each 
and  every  factor  involved  in 
the  problems  of  valuation 
and  rate-making. 


Another  New  Book! 


Depreciation  of 
Public  Utility  Properties 

By    Henry    Earle    Riggt,    C.E.,    Professor    of    Civil 
Engineering,  University  of  Michigan. 


211  page*.  Sji  X  8,  $2.00  pottpaid 

THIS  book  sets  forth  the  new  problems  in  valuation 
and     depreciation     of     public     utility     properties 
brought  about  by  the  price  fluctuations  of   1914  to 
1921. 

The  author  traces  briefly  the  history  of  the  regulation  of 
utilities,  gives  his  own  interpretation  of  the  distinction 
which  must  be  made  between  the  replacements  necessary 
because  of  wear  and  tear,  and  actual  loss  of  value,  and 
points  out  certain  important  conclusions  of  the  courts 
with  which  every  one  engaged  in  valuation  work  should 
be  familiar. 

Examine  these  books  for  10  days,  FREE! 


EilllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllillllllllKIIIIIMIIi: 


7^tee  6xamhia//cn  Ccaficn 


.Mr(irnw-HIII  llook  I'unipanjr,  Inc.. 

370  Seventh  Avenue,  New  York. 

Send  me  for  10  days'   Free   Examination,  postage  charges  prepaid, 
the  books  checked; 

RiglCH — Uepreclallon   of  Public   f Ullty  Properties,  fS.OO. 

Lyndon — Rate- .Making  for  Public  Utilities,  (tt.OO. 

I  agiee  to  remit   for  the  books  or  return  them  postpaid  within  ten 

days  of  receipt. 

Subsonber  Electric  Railway  Journal? 

Signed    

Addr  ess    


Name  of  Company 
Offloial   Position    .  . 


(BookB  sent  on   approval   to   retail   purchasers  In   the   U.  S.   and 


Canada  only.) 


E.  3-10-23 


24 


Electric    Railway    Journal 


March  10,  1923 


Griffin  Wheel 
Company 

McCormick  Building 
Chicago,  111. 


GRIFFIN  F.  C.  S.  WHEELS 

For  Street  and  Interurban  Railways 

AH  of  our  plants  have  adequate  facilities  for  fitting  wheels  to  axles 


Chicago 


Detroit 
Denver 


FOUNDRIES: 

Boston 

Kansas  City 

Council  Bluffs 


St.  Paul 
Los  An&eles 


Tacoma 


f\«0 


LEST  YOU  FORGET 

Last  winter's  tie-ups  from  sleet  storms 

Don't  wait  until  you  have  a  sleet  storm  and  then  wish 
for  Nuttall  Sleet  Wheels  and  Scrapers.  Order  them 
now — ^be  ready.  And  don't  smile  at  the  reminder'and 
forget  it.  Every  winter  we  express  many,  many  ship- 
ments of  sleet  removing  devices,  showing  that  some 
one  forgets. 

NUTTAL— PITTSBURGH 

All  Westinghouse  Electric  &  Mfg.  Co.  District  offices  in 
the  United  States  are  Sales  Agents  for  Nuttall  Products. 


March  10,  1923 


Electric    Railway    Journal 


25 


USE 


— on   single-end    can 


mWD¥ 


^ 


— on  douhle-end  rtirs 


— on  Peter  Witt  cars 


Uses  both  ends  of  any  car 
without  paying  for  conductor 

A  One-Man  Car  Necessity! 

Delays  and  slower  schedules  have  been  the  strongest 
arguments  used  against  the  one-man  car.  And  since 
larger  double-truck  cars  have  been  introduced  for 
one-man  operation,  these  difficulties  have  become 
more  pronounced. 

In  Syracuse  and  Utica,  N.  Y.,  in  Dayton,  Ohio, 
and  other  places  they  have  overcome  these  obstacles 
by  the  use  of  the  Syracuse  Car  Turnstile.  Now 
they  run  cars  of  largest  capacity,  with  a  single  opera- 
tor, on  schedules  that  are  little  if  any  slower  than 
when  two  men  were  on  the  car. 

When  Syracuse  Car  Turnstiles  are  installed  full  utiliza- 
tion is  made  of  entrance  and  exit  facilities  at  both  ends 
of  the  car.  Instead  of  having  a  confused  and  interming- 
ling mass  of  jostling  people  entering  and  leaving  at  one 
end,  passengers  board  at  one  end,  and  leave  at  the  other, 
passing  through  the  car  in  orderly  flow.  Pay-enter  or 
pay-leave  methods  can  be  used,  on  any  type  of  car. 
Let  us  show  you  how  the  Syracuse  Car  Turnstile  will 
adapt  itself  to  your  own  particular  type  of  cars,  and  your 
special  operating  conditions.  One-man  operation,  with 
turnstiles,  offers  your  biggest  opportunity  for  effecting 
large  economies  with  your  present  double-truck  cars. 

Write  «j  today 

The  Turnstile  Gar  Corporation 

383  West  Fayette  St.,  Syracuse,  N.  Y. 

W.  M.  Lawyer,  Sales  Manager 


Specify  HALE  &  KILBURN  SEATS 

for  your  new  cars 

Best  seats  for  City  Cars 

Interurban  Lines,  One  Man  Cars 

Trolley  Buses 

Neatest 
Lightest 
Strongest 
Simplest 


Lightest  Weight 
Stationary 
Steel  Seat 


New  York 


No  higher  in  price  than  others 
Write  for  particulars 

Hale  &  Kilburn  Corporation 

American  Motor  Body  Company,  Successors 
PHILADELPHIA 


Lightest 

Weight 

Walkover 

Steel  Seat 


Chicago 


Washington 


.Atlanta 


San  Francisco 


Los  .\ngeles 


26 


Electric    Railway    Journal 


March  10,  1923 


Chatter-Proof  Brakes 

on  all 

Baldwin  Improved 

Motor  Trucks  For 

Electric    Railways 


Baldwin  Class  "AA"  Motoi  Truck, 
built  for  the  Osaka  Railway,  Japan. 


AMONG  the  many  notable  features  of  Baldwin  Electric  Motor  and  Trailer 
trucks  for  high  speed  electric  interurban  and  street  railway  service,  are  the 
brakes  and  the  rrethod  of  brake  suspension.  Internationally  known  as  the  simplest 
and  best  design  of  brake. 

Baldwin  Brakes  are  always  to  be  depended  upon 

Baldwin   representatives   in   all  principal  countries   of   the    world. 
Detailed  information  upon  request. 

THE  BALDWIN  LOCOMOTIVE  WORKS 

PHILADELPHIA,  U.  S.  A.  Cable  Address,  "Baldwin.  Philadelphia" 


March  10,  1923 


Electric    Railway    Journal 


87 


xK    \ 


Bates  Steel  Poles  are  used  by 

recognized  leaders  in  the  electrical  industry.  They  have 
found  it  both  logical  and  economical  to  buy  Bates  Poles — poles 
of  a  character  consistent  with  the  high  standard  demanded 
and  specified  in  the  rest  of  their  equipment. 

Bates  equipped  installations  have  proved,  in  innumerable 
cases,  lower  in  initial  costs  than  if  substitute  poles  had  been 
used. 

Bates  Steel  Poles  lend  character  to  installations  and  reflect 
the  progressive  trend  of  the  organization  using  them. 

^      6!    ^ 

[stesl^ande^peel  Jlruss  ^ 

208  South  La  Salle  Street,  Chicago,  U.  S.  A. 

Bates  engineers  will  gladly  co-operate 
With  you  in  your  planning 


B'^r^i^LES 


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American 
Rail  Bonds 


GROWN 

UNITED  STATES 
TWIN  TERMINAL 
SOLDER 
TRIPLEX 

Arc  Weld  and  Flame  Weld 

Send  for  new 
Rail  Bond  Book 


American  Steel  &  Wire 

Company 


CHICAGO 
NEW  YORK 


28 


Electric    Railway    Journal 


March  10,  1923 


iiuillllMlllliliniiiiiiniHuiiinMniiiiiiiHiiiuMiHiiUiUHiiiuiiiiiiiiMuiiiiiiiiiiiiiiitiniuiiiiMiiiiiituiiiitiiiiirtiHiiiiMiiiiiriiiiiiiiiiii'. 


I 


ANACONDA  COPPEi) 

MINING  COMPANY 
s       Conway  Buiidine.  Cbicaeo,  III 


THE  AMERICAN 
BRASS  COMPANY 

General  Offices:  Waterbury.  Conn. 


TiiniiiiiiiiiiiHiiiiiiiiHiiiiiiiimiiiiiiiHiiiiiiMiiiiiiiiiiiiMiiiiiiimiiiniiniiiiniituMiiiuiMiiMiniiiniiiiiiiiiiiiiiiniiitiMiiiiiiiiiiiiiiiiii- 
mmiiimiiiiiiiiHimimiHiHiiiiimiiiiiiiNiiiiiMimiiHniHiiiiininiiiiiiitiiiiniiiiiiiMiininiiMiirintniiMiirMnriiiiiniiiiiMiui^ 


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!   Shaw  Lightning  Arresters    | 

I  Standard  in  the  Electric  Industries 

I  for  35  years 

I  Henry  M.  Shaw  | 

I  ISO  Coit  St.,  Irvington,  Newark,  N.  J.  | 

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ROEBLlNt 


I 

I  INSULATED  WIRES  AND  CABLES  I 

I     JOHN    A.    ROEBLING'S    SONS    CO^    TRENTON,  NEW   JEKSKY     | 

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AUTOMATIC  SIGNALS 

Highway  Crossing  Bells 
Headway  Recorders 

NACHOD  SIGNAL  COMPANY,  INC. 

LOUISVILLE,  KY. 

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SiiiimiiiiiiiiitmiiiiiiiiiiiitiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiutiiiiiiniiiiiiiitHmiiiiiiitiiiniiiniimiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiii^ 

Peirce  Forged  Steel  Pins  | 

with  Drawn  Separable  Thimbles     \ 


Your  best   insurance  a^inst   insulator  breakage 

Hubbard  &  Company 

PITTSBURGH,  PA. 


I 


■anmmiiiiiiiimiiiiiiiimiimiiimiintiiiiiiiiiiiiiiiiiiiMiiiiHiHiiiiiiiiiiiwtiiiiniiniimiiimiiiiiiHimiiiiiiiiiii^ 
aiiiiiiMiiiniinMiiiiiiiuiiiuiniiiiiiiiiiiiiiMiirMiiiriiiiiiiiuiiniiiiiiMiiiMiiiiiuiiiniiniiiuiiiiMiiniiiiiiiniiiMiiiiiiuiitiiMiii^ 

NASHVILLE  TIE  CX>MPANY     I 


Cross  Ties: 


White  Oak,   Chestnut,   and   Treated  Ties. 
Oak    Switch   Ties. 


Prompt  shipment  from  our  ovm  stocks. 
Headquarters — Nashville,  Tenn. 


A.    D.    Andrews,    Terre     Haute,     Ind.,    RepretentatiTe.       | 

.iiaiRiiMilitiiiiMiiiliiiiiiiiiiiriiiiiiiiiitiiiHtiiiiiiiiiuiiiniiiHiilMiiiiiiiinilliiiliiiMiiiiiniiuiiitiiiiitiiHiiitiiiiiMiniiitiHtiiiitiiiiiluiB 

anminmilllliilliiiiniiiiiiiiHiinuiiiiniiniiiiniiiiiiiiiriiiiiiiiiiiiiiniiniiiHiiiiiriiniiiMiiiiiiinMnriiiiiiiiiimiittiimiiiiiliiiiniiKii:; 

CHILLINGWORTH  | 

One-Piece   Gear  Casec  | 

Seamless — Rivetless — Light  Weight  | 

Best  for  Service— Durability   and  i 

Economy.    Write  Vs.  | 

Chillingworth  Mfg.  Co.       | 

Jersey  City,  N.  J.  S 

^mtMUiwiMiiuiHMiniiHiiiitiiiinMmiiimimHiiiiiiiiiiiiimiiHiiHiiiMiiimiiiiiiiitiimiiiniMiiimuiiiHMimiimiim^ 


^CARNEGIE' 


When  you  think,  of  Steel — think  of  Carnegie 

BmuiiiKiiiiitminrfMiiiiMiniHiiiuiiniiiHiiniiuiiiiMiiniiiiiiuiiiiiniiiiuiiniiiiiiiiiiiiniMMiuiiiuMuiiiiiiHimniiiniiiitiiiiiiiiiHr 

aiiiiiitiiiiiiiiiiiitiiiiiiiiiiimiiiiimiiiiiiiiiiHiiiHimiiiiiimiiMiiHiiiiiiimimiiiiiiiiiiiuiiiiiiiiiiiHHiwimiiiii^ 

I      BUCKEYE  JACKS     1 

I  _  i 

I  high-grade  R.  R.  Track  and  Car  Jades  I 

=  £ 

j  The  Buckeye  Jack  Mfg.  Go.  | 

i  Alliance,  Ohio  | 

SllHiimiiiiiiiiHlliimiiiiiiiiiimiiiiiiiiimiimiiiiiiiiiiiiiiniiiiiiiiiiiniiiiiinriiMiiillHniMllitiimiiiiniiiiiiliiiitiiiiiiiitiiiiiiiimiium 
iiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiniiniiiiiiiiiiiiiiiiniiiiiHiimiimiiiiiiuimiiiuiiiiiiiniiiiiiitiiimiiiiiiiiiiiiiiiiiiHE 

Ramapo  Iron  Works  AJaz  Fo^-ce  CompttBy     i 

Ell>bllsh«d  1881  E>UbU«b«l  1181  = 

Ramapo  ajax  Corporation  I 

SucceMor  i 

HUXBURN,  NEW  YORK  I 

Chicago  New  York  SupeHor,  Wis.  Niagara  FaUs.  N.  Y.  I 

Automatic  Return  Switch  Stands  for  Passinr  Sidinn  i 

Automatic  Safety  Switch  Stands  i 

Manganese  Construction — Tee  Rail  Special   Work  i 

GiiiitiiiMiiiiiiiniiiiiiiuiiiiininiiiiniiiiiiniiiiiinMiiuiiiiniiiiiNnMiiiiiiiiiiiiMHiiHiiiiiiiiuiiiMiiiMiifininniiiiiiiHiiiiriiuMin 

4UiwmiiiiiiiiiiiiiiiiiiiitiiiiHiimiiimiitHiiiHiHiiiimm»iiiiHiiiiiitiniiiiiiiiHHHiiimi»miiiiiiiMiitMiiiii^ 

Chapman 

I  Automatic  Signals 

I  Charles  N.  Wood  Co.,  Boston 

^iiiiiiiiiniiimiiuiiiiiiiiiiitiiiniininMHiiiniMiiiiiuiniMiriiiHiniiiiiHUiiiiriHiniiiiiJiiinHiiMiiMiHiimiiitiiii'inifiiitMniiiiiiiiii^ 
utiiiiiiiniiiiiiiitiiiiiiiiiiiitiiiniiiiiiiiiimiiiiiiiiiiiiiMiiiiiiiiiiiMiiiiii iiiiiiiiiiiMiiiiiiiiiiiiiiiHniiiiMiitiiiiiiiiiiiiiiiiiiiiiiMiinii^ 

AETNA  INSULATION  LINE  MATERIAL      I 

i     Third  Kail  Insulators,  Trolley  Bases.  Harps  and  Wheels,  Bronze  and     | 
1     Malleable  Iron  Frogs,  CroBsingrs,  Section  Insulators.  Section  Switches     i 


-a 

PhUtdelDhli, 


Albert  &  J.  M.  Anderson  Mfg.  Co. 

289-93  A  Street  Boston.  Mass. 

Established  1877 

Branches — New  York.  136  B'way 

4S9    Beal    EsUU   Trust    Bld(.      Chlcato.    ISS    So, 

UDPac   Th»m« 


Dwitoni   St.     = 


London.    E.    C.    4,    S8-39    UDPac   Th»m«    St. 
^luuuiiiiitiiiiiit.ii'HiiiniiiiiiiiillliillliiiiiiiiMjiMiiiiiiiiiiiiiHtiiiMiiniiiiMiuiiitiiiiiiiniiiiriiiuiiiiiiKiiitnnninitiuiiiiiiiniiiiiiiiR 


lllliiiuitiiitiiiiiiiiiiiiiiuiiiiiiiiiiiimiiiMiimiiilHtliiillllllillllllllllli 


illlliltlillHlllllliililiiimiiniiiiiimillllu      siililiiMniiiiiiiHniniiiiilnimimiiiiiHiinitiiniilininiiiininililiiHiimiiiiiimiiilllinmillimiiiiimiitiiitiiiiiiliuilluiiiMiiiiiniic, 


U.  S.  ELECTRIC 

AUTOMATIC  SIGNAL  | 

for  single  track  block  signal  protection  | 

United  States  Electric  Signal  Co.  | 

West  Newton,  Mass.  | 

iiuniiHiiiiiHiiiiiiiiHtiHUiiiitiiiniiiiHiimiiiiiiiiii uiiiiiiiiititiiiiiiiiiiiiiriiuiiiiiiiii iiiiiiHiiniiiiiiiiiiiiitiiiitiiiniiiiiiHiiUh 

imiiiHiiiiiiiiiiiiiitiiiiiiiiiniiHitiiiiutiiiiiiimiiiiiiiiiiiiiiiiiMiiiiiiiiiHiiiiiiiiniiiiiiiiii 


GODWIN    STEEL 
PAVING      GUARDS 


Proven     by  i 

service        to  1 

economically  pre-  | 

vent     seepage    and  | 

^^                     disintegration         of  | 

Adapted     to     all     types  J^^      ^^=^     street   railway   paving.  | 

I    of    rails    and           ^^P^        Write       for       Illustrated  i 

I    paving.                             (PS                  Catalog   No,  20.  | 

I     W.  S.  GODWIN  CO.,  Inc.^'^^lZ  E.  Lexington  St.»  Baltimore.  Md.  f 
liuiiinMniiiiriiiiiiimiHiiiiiiiiiMiHiiniiiuiiiiiiiiiiiniiiHiiitiiiiiiiitiiiMniiMiniiniiuiiiiriiiuniiiininHiiniiiiitiininnrHniiinini^ 


iuiiuuHiiiiiiiiiiiiiiiiiniiiuiiiiiiii)j£ 


<< 


Make  it  of  Vul-Cot  Fibre''  \  | 


NATIONAL  VULCANIZED  FIBRE  CO.  I 

WILMINGTON  DELAWARE    | 

miiimiiiiiiiiiiiiniiMiiiuii iiiiiiiiiiniiniiiiiiiiiuiiiiiiiiraiiiuuimuiinimiiniiiiniiiiiiiiminimiiiiiiiiiiiinmiiMiinKuii % 


{app  InsuhtorCoJncJeFi^X)^  \ 


i  -Trails  Mark  I 

jinlintiininiiilinnmiluilimillinnillililiiniMllllliiiiiintiiiiininiiuiiiiiiiiiiiinrintiinrninMirriiiriinriniinimMniMlililinuilili? 


March  10,  1923 


Electric    Railway    Journal 


29 


utiiiiiniiiiiiiiiHiiiiiiiiiiiiiiiiininiiiiiiiiiiiiiiriiitiiiiMiiiiiiiiiiiiriiiMiiiriiiiiiiiiiiiiiriiiiiiiiiiiiiii:iiiiiiiiiiiiuiiiiiiiHiiiiiiiiiiimniii)i 


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 
Typo  AU 
Type  A,  base  of  rail 


head 
of   rail 


I     The  Electric  Railway  Improvement  Co.     | 

I  Cleveland,  Ohio  I 

I  = 

j|llllllllllliuilllllllillllllllllllinii)liiitiiiiriiiiiiiiiiinliniill)iill:llirtiiillllllilililiiiiintiiitiiiiiilliniillllllttlilliiinliiniliniiniiiiiiiir 
iMiiitiiiiiniiiiiiiluliiliiiiiiiiiiiiniiuriiiiiiiiiiiiiiiniiniiiniiiiiiiiiiitniiniiiiiiMiiiiiiiiiiiiiiiiiiiMiiilllliiiiiiiHiiKMiitiiiuiiiiiiiiiiilt 

BARBOUR-STOCKWELL  CO. 

205  Broadway,   Cambridgeport,   Mas*.  I 

EstablUhed  1858  i 


iimiiimiiiiMiiniHiiimiiiiiiHiiiiHiiiMiiimiimiiiiiiiHiiiiiiiimiiiiiiiiiimimirimiiiiiiiiiiHniHiimiHnHiiHiMiuuimi^ 

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  &  Crossing  Go. 
Hoboken,  N.  J. 

iniiiiiiiiiiniiiiiiiiiiiiiiiHiiiiiiiiiiiiitiiiiiiiiiiiniiiuniiniiiiiniiitiiiiiiiiiiittiiiiniiiMiiiiiniiiiniiiiiMmMiiHiiiniiiiiiriintMiinriinP 
<niiiniiniiiiiiitiMniiiiiiiiiriiiiiiriiii>riniMniiMiiiiMiitiiiiuiMiiiiMiiitiiiiUMiiiiiiutiiiitiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiff. 

I  SPECIAL  TRACKWORK 

I     Of  the  well-known  WHARTON  Superior  Designs 
and  Constructions 


Manufacturer*  of 

Special  Work  for  Street  Railways 

Frogs,  Crossings,  Switches  and  Mates 

Turnouts  and  Cross  Connections 

Kerwin  Portable  Crossovers 

Balkwill  Articulated  Cast  Manganese  Cro**ing* 


Stoel  Casting* 

CoBTMter  aad 

Bleetrio 


Fortinfi 

Drop  Hammer 

and   Prea* 


Ga*  Cylind* 
SeanlcM 
Steel 


ESTIMATES  PROMPTLY  FURNISHED 

amHHHimiiiiiiiiiiiiiiiiiiiiiiiniii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriin iiii t iiiiiiiiiiiiiiiiniiiiiiKiiiiniiiiiiiii 

iiiiiiiiiiiiiiiiiiiriiijriiiiiiii.iiiiiiiii iiiiiiiiiMiiMiiiuiui iiiiiiiiiniiuiiiiiiiiiiiiiiiiiiijiiiiiiiiiiiiiiii iiiiiiiiiiitiiiiiiimit 

ELRECO  TUBULAR  POLES 


THE  "YUnt  l.QCIC*'! 


TIfCCHAHrCRCO  JOINT 


COMBINE 
Lowest  Cost  Lightest  Weight 

I  Least  Maintenance         Greatest  Adaptability 

I  Catalog  complete  with  engineeiinK  data  sent  on  reqneit  | 

I  ELECTRIC   RAILWAY   EQUIPMENT  CO.  | 

I  CINCINNATI,  OHIO  § 

I  New  York  aty,   30  Church  Street  | 

s  s 

fiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiuiiriiiiiiiriiiiiiiiiiiiiiiiiiiiiiii iiiriiiiiiimiiiiiiiitniiiiiii iiiiiiiiiiiiiiniiiiiiimiiiuiu'° 

siiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiinniiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiii| 


I       Wm.  Wharton  Jr.  &  Co.  Inc.,  Baston,  Pa. 

I  (Subsidiary  of  Taylor- Whartoo  Iron  &  Steel  Co., 

I  High  Bridge,  N.  J.) 

I  ORIGINATORS  OF 

I      MANGANESE   STEEL  TRACKWORK 

^iHiiiiiiiiiniiiiHriiiiHMiiiiiiiiniiiiiiiiiiiiiiiimiiiinHiiiiiiiinMiiiiiiiiiiiiiniiiiniiiiiiiiiniiiiiiiiittiimiiiiitiiiitiiiiiiiiniiiiimiiiiiii 
iiiiiiiiiiiuiimiiimiiniiiiimiiiniiiiiiiiiiiiMiiiiniiiiiiiiiHiiiiiMiiiHiiiitiiiiiitiiiniiiiiiiiiHiiiiiiiiiriiiitiiiiitiiiiiiiiiitiiiiitiiiniiiiii' 

International  Creosoting 
&  Construction  Co. 

Galveston,  Texas 

Plant — Tezarkana         Beaumont         GalTeataa 

MONEY  SAVERS  TO  RAILWAYS 

Treated  railway  ties,  poles,  piling, 
bridge  timbers,  etc. 

See  our  full  page  advertisement 
in  last  week's  issue. 

^iiiiiiiniiinniiiimiiiiniiiiiiiiiiiiiiiiiiiiiijiiiiiiiiiiiiniiiiiiiiiriiiiiiiiiiiiiiiiiriiniiiiiriiiiiiiiiiiiiiiiiiiiiiiim iiiiini iiiiiinii 

itiiiiiiiimilliimiiitliwilmiilltllllllllliiiiiiitiiiiiiiiiiiiillltiiiiiiiiiiiniiiitiiiniiHtMiiiiliiniiiiMiiliniMHiiiiiiiiimiimtimiillHimi* 


(\MELECTRIC  PRODUCTS 


^\BARE  COPPER  WIRE  AND  CABLE  |  | 
TROLLEY  WIRE  I  I 


WEATHERPROOF  WIRE 
AND  CABLE 


Bw.  O.  8.  Pat.  Oaee 

OalTanized  Iron  and  Steel 

Wire  and  Strand 

Incandescent  LamD  Cord 


PAPER  INSULATED 
UNDERGROUND  CABLE 


MAGNETIC  WIRE 


AMERICAN  ELECTRICAL  WORKS 

PHILLIPSDALE,  R.  I. 

BMtOD,    176    Fadaril:    Chleuo,    1)1    W.    .tduni: 
ClneinniU,  Tnotlon  Bids.;   N«r  Tork,  ISI  B'ww 


wm 

BARE  AND  INSULATED 

I  Rome  Merit  Wins  Customers 
I  Rome  Service  Holds  Them 
ROME  WIRE  COMPANY 

i  Main  Plant  and  Executive  Offices:   Rome,  N.  Y. 

I  "Diamond"  Brandl:  Buffalo,  N.  Y. 

I  DISTRICT  SALES  0FFICB8: 

1  New  York.  BO  Church  St.                   Chlcaco.  III.,  14  K.  Jackeoa  ■!*«. 

i  Boston,  .Masii..  I.lttir  Bldic.        Detroit,  Mich.,  Sfi  Paraona  St. 

s  Loa  Anicrles,  Cal.,  J.  O.  Pomeroy,  336  Aiuaa  St.       311S-I, 


iiiiiiiiiiiinniiiiiiiniiiiiiimiiniimiiiiiiiiiiiiniiiiiimimiiiiiiiiiiiii 


iiiiiiiiiiiiiiiiiimiimirmiimiiiiiiniiiiiiiiitiiR     Tuniiii/iiiiiioi 


iiiwuniinuniiiiiiiiiiniiimiiiiiiiiiiiiiiiiiiiiiimiiijiiiiuniiiuiiiiiiiiiiiiiiiuiiiiuiiimiiiiiiiuiiiiiiiuiiiiiiiiiniimiiiiiil 


Electric    Railway    Journal 


March  10,  1923 


-MiiiiiiiiimiiiiimHimiiiiiiiiiimiiiiiiiiiiiiiiiiiiimiiiiMiNiiiMimiiiiiiiiiiiiiiiiMiiiiiiiiiiiiMitiiimiiiiiiitiiiiiiiiiiiiiiiiiiimiii^ 

THE  BABCOCK  &  WILCOX  COMPANY 


85    Liberty    Street, 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 


BRANCH  OFFICES 
Boston,  49  Federal  Street 
PHil.Anm.FHiA,  North  American  Bulldlnr 
PiTTSBUROH,  Farmers  Deposit  Bank  Building 
CLKV>L.iLND,  Guardian  Building 
Chicaoo,  Marquette  Building 
Cincinnati,  Traction  Building 
Atlanta,  Candler  Building 
Tucson,  Ariz.,  21  So.  Stone  Avenue 
DxlulB,  Tbx^  2001  Magnolia  Building 
HoNOLULn,  H.  T.,  Castle  &  Cooke  Building 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


New      ifORK 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers      since     1893 

BRANCH  OFFICES 
Detboit,  Ford  Building 
New  Orleans.  521-5  Baronne  Street 
Houston,  Texas,  Southern  Pacific  Building 
Denver,  4S5  Seventeenth  Street 
Salt  Lake  Citt,  705-6  Kearna  Building 
San  Francisco,  Sheldon  Building 
Los  Anobles,  404-6  Central  Building 
Seattle,  L.  C.  Smith  Building 
Havana,  Cuba,  Calle  de  Aguiar  104 
San  Juan,  Porto  Rico,  Royal  Bank  Building 


auumimmiiuiimnniiiniiiiiiiiiiiiiiiiniiiiiimimiiitiiiiiiiiiiiiiiiininiiminnniiiiMiiniiiiiitiiiuriiMiiniiMiiiiimiimiiiiimmiimiimiiiiiiiiiiiiimiimimiiiiiiiiiiin 
iiiiiiuiiHiiiiiHiiiiiinniiiiiiiuimiiiiiiimmiiiHimiiHiimiiiiiiiiiiiMiMiiiiiiiiiiiuiiiiiiHiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiaiiimiiiimiiiiiiiiiiitiiiiiiiiuiiiiiiiiim 

The  Indianapw^is  Switch  &  Frog  Co.,  Springfield,  Ohio 
Indianapolis  Economy  Products  That  Make  Dollars  "Grow" 


Indianapolis  Solid  Manganese: 

Froffs,  CrossinffB,  Mates  and  Tongrue-switches.  Super-quality 
materials.  Par-excellent  designs.  Gives  many  lives  to  one.  of 
ordinary  construction  and  when  worn  down.  CAN  BB  RE- 
STORED by  INDIANAPOLIS  WELDING. 

Indianapolis  Electric  Welder: 

Efficient.  Rapid,  ECONOMICAL,  Durable.  Price.  f2.00  (per 
day  for  three  hundred  days)  thorourbly  dependable  every  day 
in  the  year,  uplteep  about  76  cents  per  month.  lAST  A  liD'E 
TIME. 

Indianapolis  Welding  Steel: 

Fluxated  heat  treated  Metal  Electrodes,  Insure  nnifonn  De- 
pendable Weld^  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 
Slrenpth  and  Conductivity  than  the  unbroken  Rail.  Installed 
according  to  instructions,  nave  proven  THOROUGHLY  DE- 
PENDABLE, during  10  TEARS  of  "Time  and  Usage"  TBBT. 
Extensively  used  in  48  STATES  and  CUONTIBS.  Recognized 
as  paramount  MAIHTENANCB  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. 


aiiiiuiiiiniiiiiiiniiiiimiiiiiiiiitiiimii 


iliillilililtiiiiiiiiniiiiiitiiiniiininllililliiiiHMtliltriiniiililHlliniitiiiliiiniiHiiitiiiniiiiiiiliiitiiiiiiniiiiuiliiiiiiiiiiiiiniiHiiuiiiiiiiiniinliiniiKC 
uiiiiiiiiiitiiiniiiriMiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiniiiMiniiitiiiiiiittiiiiiiiiiiitiiiniiitiiiiiiiniiiiiitiiiitiiitiiiiiiiiiiiiiiiiiiiiiiiimiiiiimiiic 


SPECIALISTS 


in  the 


Design  and  Manufacture 

of 

Standard — Insulated — and 
Compromise  Rail  Joints, 

The  Rail  Joint  Company 

61  Broadway,  New  York  City 


^UUNMtflimHIUtllullulllJIIUIHIinilllltMlttliitlilii icniriKiiiiKinriiiMtiMiiMtii 


iiiiiiHii'Miiinitinirv 


siiiiHMiniiiniiniiiitiiiiiiiniiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiimiiiiliuiiiiiiiiiiiiitiimiiiiiimiiiiiiiiiiiiiiitiiiniiniiiiiiiiiiiiuiic- 

=                                               B.  A,  Begeman,  Jr..  President  = 

=     ChariM  C.  Cwtle,  First  Vlce-Preeldent           W.   C.  Lincoln,  Manager  Salea  and  i 

I     Harold    A.    Hegeman,    Vlce-Preaident,                 Engineering  = 

=         Treas.  and  Acting  Sec'y  3 

National  Railway  Appliance  Co.  | 

i           Grand  Central  Terminal,  452  Lexington  Ave.,  Cor.  4Sth  St.,  i 

I                                                              New  York  = 

i                                                     BRANCH   OFFICES:  i 

I      Mung«ar    Bids..   Washington,   D.    C. ;    100    Boylston    St..    Boston,    Mass.;    Union  = 

=     Trust   BldiT.,   Hmrrlsburi,   Pa.;    Hegeman- Castle    Corporation,    Railway    Bxcban««  = 
=     BIdg..   Chicago.   HI. 


Railway  Supplies 


Tool  Steel  Gears  and  Pinions 
Anderson  Slack  Adjusters 
Genesco  Paint  Oils 
Dunham  IIopi>er  Door  Devices 
Anglo-American  Varnish  Co., 

Varnishes,  Enamels,  etc. 
Drew  Line  Material  and  Railway 

Specialties 
TornHtlle  Car  Corporation 
National   Hand  Holds 
Pittsbursh  For^  &  Iron  Co.'s 

Products 

Tnemeo  Paint  &  Oil 
Fort  Pitt  Spring  & 


Co., 


Kconomy    Electric    Devices 

Power  Savins  Meters 
Lind  Aluminum  Field  Colls 
C-H  Electric  Heaters 
Garlant!  Ventilators 
National   Safety   Car    Equipment 

Co.'s  One>Maji  Safety  Cars 
Flnxlinnm  Insulation 
E-Z  Car  Control  Corporatton 

Safety  Devices 

Co.*s  Cement  Paint 
Mfg.  Co.,  Springs 


iiiiinMHiiiiHiittiiiiiiiniiiiniinniiiiiuiMMiiitiiimiiiriiiiiiiiiriiiiiiiiriiniiiitiiiniiiriiinriiirintiiiiiiinriiiiiiiriiiiiimiiiiiiiiiiiiiiir: 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 
on  your  equipment. 

The  Universal  Lubricating  Co. 

Cleveland,  Ohio 

nniiniutiilHliniillimiimHlllllllimiiiilluiiniiiiiiinliilllluiuiilliiltllliMiniiiilimiiiliiinlliHiitllilliiniiniiitiiililiiHiiniiniililiit 
aniiniiiiiiijiiiiiiiiiiiiiuiuiiiiiiiiiiiiiiiiiiiiiiiuiiuiijiiiiiiiiiiiiuiiiiiiuiiruiiiiiiiuiiiiiiiiiiiiiiiiiiiuiiuiiiiiiuiiiiiiiiiiiiiiiiiuiiiiniuis 

I     I  l«IL¥MIIIIBK.  Wl«.     l^oS.A.  W 

I  Electrical  Machinery,  Steam  Turbines,  Steam  Engines,  | 
I  Condenaer*.  Ga«  and  Oil  Engines,  Air  Compreators,  | 
I  Air  Brakes  | 

%iiiiinriiiiiiiiiMHiiiiiiiiiiiiiiiiumiiiiimiimiiiiiiiniiiuiiiiiiriiiriiiriiitiiiiHi(iuiiiiiiMiiiiii'iiitiitiiiiiiiiinimiiitiiiitiimiiiiiiiiiil 

niiitiinMiiiiiitiitniiniimililiiniiHiiiiiiiiFiiiiiinriiiiiininiiiHiiiiiiiiiiiitiiitriiiiiiuMiiiitiiuiiiiiiiiHiiiniiiiiiiniiiniiniiitiiiiniiiD 

FORD  TRIBLOC  | 

A  Chain  Hoist  that  excels  in  every  feature.  It  has  i 
Planetary  Gears,  Steel  Parts,  3^  to  1  factor  of  Safetr.  I 
It's   the   only   block  that  carries    a   five-year   guarantee.      | 

FORD  CHAIN  BLOCK  CO. 
Second  and  Disunond  Sts.,  Philadalplua 

diiiiiiiiiiiimtiimilHiiiliimiiiiimiiiHiimiiiiimiimiiiiiiiiiiiHiiuiimimiiitiimiiniiiiiiiiiiiiriiniiiilmltiimiiiiiiMliiiitiiHililliir 


March  10,  1923 


ajllllHllllttllltlllllllllllllllllUIIUIIIlllltllllllll 


ElectricRailwayJournal  81 

'""""""""""""" '""'"""'"""""""I     I' Ill I miim .mm ...iimi imiiiiiaiiii..iiuimi«..iiimiimimu»uiiiiiuiiii>iiii. m...i.ii..iia 


VENTILATORS 


1 1  What  is  your 

Brush  Mileage  ? 

I  I  Constant  replacements  cost  Time,  Trouble  and  Money. 
I  I  Correct  Brushes  correctly  applied  will  eliminate  these  ex- 
I     I    pense  factors  to  a  great  extent. 

I  Specify 


THE  N-L  New  Style  Type  C  Venti- 
lator is  absolutely  weatherproof,  lays 
low  on  roof,  looks  well  and  meets  every 
requirement  of  ventilation. 

More  than   seven   thousand  N-L   Ventilators 
sold  during  1922. 

The  Nichols-Lintern  Company 

7960  Lorain  Ave.,  Cleveland,  O. 

N'L  ProductM  manufactvred  and  Mold  in  Canada  by 

Railway   and    Power   Engineering   Corporation,    lAi., 

133  Eastern  Avenue,  Toronto,  Ontario 


More   Mileage 


and  be  assured  of  the  BEST  Brushes  that  Men,  Money  and 
Materials  can  produce. 

You  will  get 

Longer   Service — Better   Satisfaction 

With 

Less  Mechanical  Trouble — ^Lower  Operating  Cost* 

— Fewer   Replacements 

Every  brash  fully  gnaranteed.     You  are  the  Jndce 

Write  today  for  Catalog  B-3 

The  United  States  Graphite  Company 

Saginaw,    Michigan 
District  Offices : 

New  York  Pittsburgh  Chicago  Denver 

Philadelphia  St.  Louis  San  7raiieisco 


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IIIIIIIIUUIIIIIIIIIIIIIIIIIIIIIIIIIIIUIIIIIIIIMHIIIIIIIIII 


MAIL     THAT     ORDER     TO      NIC 


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I  SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD    I    I 


Trade  Mark  Bw.  U.  S.  Pit.  Off.  = 

=     Kads  of  extra  Quality  stoclc  firmly  braided  aod  imoothly  l-'**"^  = 

i  Carefully  inspected  and  ruaraoteed  free  from   flaws.  I 

i  Samples  and  InfonnatiOD  rladly  sent.  i 

I  SAMSON  CORDAGE  WORKS,  BOSTON,  MASS.  | 

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A  Style  for        I 
Every  Service     I 

Smnd  tor  Catate  ^ 

BONNEY-VEHSLACE         I 

TOOL  CO.  I 

Newark,   N.  J.  | 

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■jiiiiiimiimiiiiiiiiiiiiiiiiiiiii 


Type  R-IO 


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International 
Registers 

Made  in  various  types  and  sizes 
to  meet  the  requirements  of 
service  on  street  and  city  system. 

Complete  line  of  roisters, 
counters  and  car  fittings. 

Exclusive  selling  agents  for 
HEEREN     ENAMEL     BADGES. 


The  International  Register  Co. 

15  South  Throop  Street,  Chicago,  Illinois 

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The  Cleveland 

accomodates  any  rate  of  cash 
fare  and  any  kind  of  ticket, 
therefore  it  is  not  necessary  for 
conductors  to  take  any  fares  ii 
hand. 


in 


I     I     Portable  Type 
wi     ^iiiiiiiiiiiilllf;;:liHmillllliiMHiniiiisll« 


The  Cleveland  Fare  Box  Co. 

Cleveland,  Ohio 

Canadian— Cleveland  Fare  Box  Co.,  Ltd. 
PRESTON.  ONT. 


32 


Electric    Railway    Journal 


March  10,  1923 


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CORRECT  IT 


I    USE  LE  CARBONE  CARBON  BRUSHES 
I 


■jUi^i^ 


tf^^"^ 


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 


\^i^J!^- 


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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  Distribntorg:  Lyman  Tube  &  Sopplr  Co„  IMn 
Montreal  and  loronto 


THORNTON 

The  trolley  wheel  \rith  the  high 
mileage  side  bearing 

Thornton  Wheels  with  Thornton  side 
bearings  are  unusually  long-lived,  re- 
quire less  lubrication,  and  less  main- 
tenance. They  are  free  from  vibra- 
tion and  noiseless.  No  bushings.  In- 
vestigate them. 

Send  for  detcriptive  eireular 

Thornton  Trolley  Wheel  Co., 

Incorporated 
Ashland,  Kentucky 


auiiiuiiiiuimiiiimiiiiuiimiiiiiiiiiiiiuiiiiiiiiiiinim iiiiminiiimiiiiiiitniiiiiiiiiiiiiniiiiiiiiriiiriiiiiiiiiiiiiiiiiniiiiniin:^      ~j „ „„„ ,„;„,„ „,„ „ ,i iiiitiiiiiiiiiiiiiinpnimuiiiiuiijiiiiiiM iiiiiiiiiiiiiiiiiiiiiuhiuiiiiiiic 

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Waterproofed  Trolley  Cord 


Is   the    finest   cord    that    science    and    skill    can    produce.  | 

Its   wearing  qualities   are   unsurpassed.  | 

FOR  POSITIVE  SATISFACTION  ORDER  I 

SILVER  LAKE  | 

If  you    are    not    familiar    with    the    quality    you    will    be  i 

surprised   at   its  ENDURANCE  and   ECONOMY.  | 

Sold  by  Net  Wtightt  and  Full  Lengths  | 

SILVER  LAKE  COMPANY  I 

Manvtfacturerm  of  bell,  MigncU  and  other  eordm,  | 

Newtonville,  Massachusetts  | 

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Car  Seating,  Broom  and  Snow  Sweeper  | 

Rattan,  Mouldings,  etc.  | 


MOBEiJQNES 
V'TIGER-BRQNZE" 

AXLE 

/ANDAE74ATUEE 

BEABINGS 


»;?♦?' 


AMERICAN  RATTAN  &  REED  MFG.  CO. 
Brooklyn,  N.  Y. 


_Ao/  aly^'ays  we  chedpesi,  bui  eVer 
lowest  in  u/iimdle  cost 


MOBE-JONES  BRASS  &METAL  CO. 

St.  Louis.  A\issoiii-i. 


^uiHiiniMMnirHi-'iiiiiniiHiiiiiiHiiiiiiMiiiiiiiiiiiiiiMiiiiiiiiiiniiniiitiiiHiiiuiMiiiiiiiiniiniiiniiiiiiiuiiiiiiiiriiiiiniiiiiiiii p 

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=  a 

I  "Paint  Sells  Transportation'*  | 

I  Let  us  show  you  | 


i    i 


AMERICAN  means  QUALITY  I 

RATTAN  SUPPLIES  OF  EVERY  DESCRIPTION  | 

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I  Rolled  and  Forged  I 

I  GEAR  BLANKS  | 

I  Midvale  Steel  and  Ordnance  Company  | 

I  Cambria  Steel  Company  | 

i  Cenerai  OfReet:  | 

I  Widener  Building,  Philadelphia,  Pa.  | 

liiiiiitiiiiiiiiitiHitiinimiHiiuniiiiitiiriiiiiiiitiiiitiiiitiiiiiiiiiiiiiiiiiiiiimuiiiiimiiiniiiiiiiuiimiiiutiiiiiititiiiiiiHimiiiiiiiiiiiinii 


csoipany 


I  BECKWITH-CHANDLER  COMPANY  I 

I   203  EMMETT  ST  NEWARK,  N.  J.    | 

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Direct  | 

Automatic 
Registration 

By    th«  I 

Passengers 

Rooke   Automatic      | 
Register    Co.  | 

i  Providence.  R.  I.  = 

^iiiuiiimimiiiiliiiiiiiiiiiiiimiimilliiiiiilimiilMiitiiiiiiiiiiriiiiiiiiiiiiiiiitiiiiiiimiiiiiiiiiiiimiMiiiiMiiuiifhiiiiiiiiiiHiiiimmiiii? 


March  10,  1923 


Electric    Railway    Journal 


33 


Searchlight  Section 


POSITIONS  VACANT 


CLAIM  agent  experienced  to  take  charge  of 
claim  department.  Position  open  now. 
F-528,  Elec.  Ry.  Journal,  Old  Colony 
Bldg.,    Chicago.    111. 

ONE  high  grade  switchboard  engineer 
wanted :  also  one  switchboard  builder. 
American  Electric  Switch  Company,  Can- 
ton, Ohio. 

POSITIONS  WANTED 

AUDITOR  or  assistant.  Twenty  years  of 
experience  in  electric  railway,  light  and 
power.  At  present  employed  but  desire 
to  make  cliange.  PW-B29,  Elec.  Ry. 
Journal,  10th  Ave.,  at  36th  St.,  New  York 
City. 

CHIEF  engineer  or  superintendent,  broad 
experience  in  power,  refrigeration,  min- 
ing and  industrial  equipment.  Graduate 
combustion  engineer.  R.  B.  Hutchason, 
New  Athens,   111. 

MASTER  mechanic  desires  position  on 
small  city  or  interurban  property.  I 
am  at  present  employed  and  can  give 
good  references.  PW-506,  Elec.  Ryv 
Journal,    Old   Colony    Bldg.,    Chicago,    111. 

SUPERINTENDENT  of  equipment,  with 
good  record  based  on  broad  experience, 
city  and  interurban,  now  employed,  de- 
sires a  change.  Willing  to  rebuild  run 
down  property.  Interview  solicited.  PW- 
525,  Electric  Railway  Journal,  10th  Ave. 
at  36th  St.,  New  York. 

SALESMEN    WANTED 

Salesman 

"Wanted  by  a  manufacturer  of  rail  bonds 
and  welding  apparatus.  Man  familiar 
with  selling  to  electric  railway  field  pre- 
ferred. SW-530,  Elec.  Ry.  Journal,  10th 
Ave.   at   36th   St..   New  York  City. 

REPRESENTATION  AVAILABLE 

Ohio    Representation 

Established  manufacturers  agent  covering 
Ohio  desires  account  with  manufacturer 
of  electric  railway  equipment.  RA-523, 
Electric  Railway  Journal,  Leader-News 
Bldg.,   Cleveland  Ohio. 

^IIMIMMIIIHMII Ilttr ■IIIIIIIIMIIIlUr IMIKIIIIItlllllllllllllllMIIMM ttllMI^ 

I  WANTED  I 

I        Street  Car  Registers 

I  Up  to  150;  either  single  or  double  reading,  i 
I  Give  make,  mode],  lowest  price  and  when  = 
I     available.  = 

I  W-524.  Electric  Railway  Journal  I 

1  Rialto  Bldg:.,  San  Francisco.  Calif.  i 


I    NEW  CAST  IRON 
;  WHEELS  FOR  SALE 

On    account   of   discontinuing    cars 

on  which  wheels  were  formerly  used 

National  Car  Wheel  Go's  make 

i     269 — 20-in.     diam.     Spoke.     3  %  -in.     rough 
I  bore.    ApproxiQiate  weigrht  190  lbs. 

I  Griffin  Wheel  Co.'s  Make. 

1     350 — 34-in.    diam.,    4 14 -in.    rough    bore — 
I  double  plate.  Approx.  weight  325  lbs. 

I     147 — 33-in.   diam.   rough  bores,    4% -in.    to 
i  6-in.      double      plate.       Approximate 

i  weight  630  lbs.  each. 


24 — 33-in.    Motor    Wheels, 
weight  815   lbs. 


Approximate 
Approximate 
1  ^  cent  per  lb.  f  .o.b.  Boston. 


20 — 30-in.    Trailer    Wheels 
weight  645  lbs. 


Boston  Elevated  Railway 

Purchasing   Agent 

108  Mass.  Ave.,  Boston 


100  lb. 
STEEL  RAILS 

with  angle   bars 

530  per  gross  ton  t.o.b.  Pittsburgh 
FIRST  CLASS  RELAYERS 

Subject  to  Inspection  at  Destination 
for  Prompt  Shipment 

Write  or  Wire 

HYMAN  MICHAELS  COMPANY 

531  Peoples  Gas  Bldg.,   Chicago 

or  1312  Ist  Natl.  Bank  Bldg., 
Pittsburgh.  Pa. 

Other    Offices    at:    New    Yorlt.     St.  Louis. 
Detroit,    San  Francisco 

We  carry  In  stock  rails  from 
SO  to  90  per  yard. 


r-iiiiiiitiMiiKiiiniitiiii 


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FOB  SALB 


20— Peter  Witt  Car* 

Weight  Complet.,  33,000  lbs. 
I    8Mt     63.     4 — O.     B.     No.     ZfiS^C     Motor*. 
i    K-12-H   Control,   West.   Air  Taylor  Tmeka, 
I    B.H.  Tjrpe.    Complete. 
I  ELSCTKIO  EQDIFMKNT  CO, 

i        Commonwealth  Bldg.,  Fhlladelphls,  Pa. 


illllllltlllltlMIIMIIII 


I  300-kw.    General    Electric    Belted    Railway  s 

=  Generator;  535/575  v..  348  amp.,  com-  5 

=  pound    wound:    Type    MP.   Class    6-200-  I 

I  435:  Form  H;  425  r.p.m.    In  A-1   con-  1 

i  dition.     Complete   with   generator  panel.  | 

I  pulley     and    rails.     Price    5740     cash.  | 

I  f.o.b.  cars.  | 

I  ARTHUR   8.   PARTRIDGE  1 

I  415  Pine  Street.  St.  Louis,  Mo.  5 

TtMIIIIIIIIIIIMIIIIIIIIIIMIIIIIIIIIIIIIIKIIIIIIIIIIIIIIIIMlllllHIIHIIilllHI Illltllllllllllllll 


"Opportunity"    Advertising: 


FOR  SALE— A  BARGAIN 

4 — Passenger  Motor  Cars— 4 

Weight  47,000  lbs.    Geared  64-20 

Single  end  cars— Leather  upholstered  seats 

Seats  44 — Passenger  Compartment  32  and 

Smoker  12 

4  O.E.  203-L  Motors — K-35-G  Control 

St.  Louis  No.  47-B  Trucks — Steel  Body 

Have  been  run  only  357,000  miles  per  car 

at  low  speed  and  have  always  been  properly 

maintained. 

Are  in  excellent  condition  in  everr  way  I 

El  Paso  Electric  Railway  Co. 

P.  O.  Box  431,  El  Paso,  TVixa* 


Think 
'Searchlight" 

First! 


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V'"" ■tlllMtlllllllHIIMItlMKIIIIIHIIMIIItltlllllMllllMIl •HltlllllltlMmiMH I 

I  FOR  SALE 


10- 
12- 


-new  G.  E.  203  Motors 
-new  G.  E.  247  Motors 

TRANSIT   K4UIP.MENT  CO., 


501  Fifth  Avenue.  New  York. 


'•llllllllMllliHIIIIIIItlMIIIIIMIIIIIIMMIMIIIIIllMltllllllllt Oil 


M IMIHIIMMIIIIHIII 


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llllltllllllllMHIIMMM MIKIII 


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No.  201—2—3—6. 

4 — 15-Jt.  Interurban  Passenger  and  Baggage  Cars — Wood  Body. 

End    Entrance,    Cane    Seat.    Monitor    Roof    Motor    G.E.    57, 

Quadruple,    2-Tum  Control    Westinghouse,   K-14,    Single  End. 

Brakes,  Westinghouse,  Compressors,  Nat.  Brake  &  Electric  Co. 

B.B,   2    Baldwin   Trucks,   34-in.   Wheels.    4% -in.   Axles.    Each 

«3,aoo.oo. 


No.   207. 

Interurban  Passenger  and  Baggage.  All  Steel  Center  Entrance. 
51-ft.  Car.  Motor,  Westinghouse.  308  V  4  Quadruple.  Con- 
trol Westinghouse  Hi,.,  Brakes.  Westinghouse,  with  Nat. 
Brake  Compressor,  B.B.2,  Baldwin  Trucks,  34in.  Wheels,  6-ln, 
Axles.   V4.A0O.0O. 


Buffalo,  N.  Y. 


Ten    other  cara  in  very  good  condition  are  covered  by  our  BuHetit^— mailed  upon  rmvumxt. 

BUFFALO  HOUSE  WRECKING  &  SALVAGE  CO. 


Phone,  Fillmore   1856 


MIIIMIIIItlllltllHIIIIIIIMIMIIII 


IIMItlMHMMIKIMIMIIHMHtltlllllM 


84 


Electric    Railway    Journal 


March  10,  1923 


WHAT  AND  WHERE  TO  BUI 

Equipment,  Apparatus  and  ^applies  Used  by  the  Electric  Railway  Industry  with 
Names  of  Manufacturers  and  Distributors  Advertising.in  this  Issue 


itdvertiBiiis.   Street    Cat 

Collier,  Inc..  Barron  G. 
Air  Keeeivers,  Afterooolen 

Ingersolt-Rand  Co. 
Aachors,  Guy 

Electric  Service  Sup.  Co. 

Otiio  Brass  Co. 

Standard  Steel  Work*  Co. 
Westtngbouse  E.  &  M.  Co. 
Armature   Shop   Tools 

Blec.   Service  Supplies  Co. 
Automatic  Beturn  Switch 
Stands 

Ramapo  Aiaz  Corp. 
Automatic    Safety     Switch 
Stands 

Kamapo  Ajax  Corp. 
Axles 

Bemis  Car  Truck  Co. 

Cambria  Steel  Co. 

Midvale  Steel  &  Old.  0». 
.Axles.    Car    Wheel 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  Q. 

Carnegie  Steel  Co. 

Westiughouse  E.  *  K.  Oa. 
Axle  Straighteners 

Columbia  M.  W.  A  M.  I.  C». 
Babbitt  Metal 

More-Jones  Br.  &  Metal  Co. 
Babbitting  Devices 

Columbia  M.  W.  &  K.  I.  Co. 
Badges  and  Buttons 

Electric  Service  Sup.  Co. 

Internafl  Register  Co..  The 
Bearings  and  Bearing   HetaU 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  &  M.  I.  0». 

General   Electric  Co. 

Gilbert  &  Sons,  B.  F.  A. 

Le  Grand.  iDe..  M* 

More-Jones  Br.  Ic  Metal  Co. 

Westingbouse   E.   &   M.  Co. 
Bearings,  Center  and  Kollar 
Side 

Baldwin  Locomotive   Works 

Stucki  Co..  A. 
Bearings.  Roller 

Staflord  Roller  Bearing  Car 
Truck  Corp'n 
Bells  and  Gongs 

Brill   Co..  The  J.  Q. 

Columbia  M.  W.  A  M.  I.  0«. 

Consolidated  Car-Heatlnc  Co. 

Electric  Service  Sup.  Co. 
Boilers 

Babcock  A  Wilcox  Co. 
Boiler  Tubes    (Charcoal  Iraa 
and  Steel) 

Cambria  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 

National  Tube  Co. 
Bonding  Apparatus 

American  Steel  A  Wire  Oa. 

Electric  Railway  Improre- 
ment  Co. 

Electric  Service  Sup.  Co. 

Indianapolis  Switch  A  Ttot 
Co. 

Ohio  Brass  Co. 

Rail  Welding  &  Bondluc  Co. 

Railway  Track-work  Co. 
Bonds,  Rail 

American  Steel   A  Wire   Oo. 
Electric  Railway  Imp.  Co. 

Electric   Service   Sup.   Co. 

General  Electric  Co. 

Indianapolis  Switch  A  Trot 
Co. 

Ohio  Bras5i  Co. 

Railway  Track-Work  Co. 

Rail  Welding  A  Bonding  Co. 

Westingbouse  E.   A   M.   Co. 
Book  Publishers 

McGraw-Hill  Book  Co. 
Brackets  and  Cross  Arms 
(See  also  Poles,  Ties, 
Posts,  etc.) 

Bates  Exp.  Steel  A  Tr.  Co. 

Electric  Ry.   Equip.  Co. 

Electric  Service  Sup.  Oo. 

Hubbard  A  C!o. 

Ohio  Brass  Co. 
Brake  Adjusters 

National  Ry.  Appliance  Oo. 

Westingbouse  Tr.  Br.  Co. 
Brake  Shoes 

Amer.  Br.  Shoe  A  Fdry.  Oo. 

Barbour-Stockwell    Co. 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Columbia  M.  W.  A  K.  I.  Oo. 
Brakes,    Brake   Systems    mat 
Brake  Parts 

A'-kley    Brake    A   Sopplj 
Corp. 

Allis-Cbalmers  Mfg.  Co. 

Bemis  Car  Truck  Co. 

Brill  Co.,  The  J.  G. 

Columbia  M.  W.  A  M.  I.  Oo. 

Oneral  Electric  Co. 

National  Brake  Co. 

Westingbouse  Tr.  Br.  Co. 
Brooms,  Track,  Steel  or  Bat- 
tan 

Amer.  Rattan  A  Reed  Ktc. 
Co. 
■brushes.   Carbon 

General    Electric  Oo. 

Jeandron.  W.  J. 


Le  CarOuue  Co. 

Morganite  Brush  Co. 

Westingbuuse  K.  A  M.  Co. 
Brushes,   oraphite 

Mur^auile  inrush  Co. 

0.  S.  Graphite  Co. 
Brushes.   Wire  Pneumatic 

ingersoU-Kand  Co. 
Brush  Holders 

Anderson    Mfg.    Co..    A.    A 
J.  M. 

Columbia  M.  W.  A  M.  I.  Co. 
Buses,   Motor 

Brill  Co.,  The  J.  G. 
Bushings 

National  Vulcanized  Fibre 
Co. 
Bushings,  Case  Hardened  and 
Manganese 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 
Bus  Seats 

Hale   &   Eilbum   <}arp. 

He.vwood-Wakefield  Co. 
Cables    (See  Wires  and 

Cables) 
Cambric,  Tapes,  Yellow  A 
Black    Varnished 

Irvington  Varnish  A  Ins.  Co. 
Carbon  Brushes    (See  Brushes 

Carbon) 
Car  Lighting  iFixtures 

Elec.  Service  Supplies 
Car  Panel  .Safety  Switches 

Consolidated  Car-Heating  Co. 

Westingbouse  E.   A  M.  Co. 
Cars,    Dump 

Differential  Steel  Car  Co. 
Cars,    Passenger,    Freight 
Express.   Etc. 

Amer.  Car  Co. 

Brill  Co.,  The  J.  Q. 

Cambria  Steel  Co. 

Kuhlman  Car  Co..  O.  C. 

Midvale  Steel  A  Ord.  Co. 

National  Ry.  Appliance  Co. 

Wason  Mfg.  Co. 
Cars,   Second   Hand 

Electric  Equipment  Co. 
Cars,  Seir-Propelled 

General   Electric  Co. 
Castings,    Brass,    Composition 
or  Copper 

Anderson  Mfg.  Co.,  A.  A 
J.  M. 

Columbia  M.  W.  A  M.  I.  Co. 

More-Jones  Br.  A  Metal  Co. 
Castings,  Gray  Iron  and 
Steel 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  A  M.  I.  Co. 
Castings,  Malleable  and 
Brass 

Amer.   Brake  Shoe  A  Fdry. 
Co. 

Bemis  Car  Truck  (^. 

Columbia  M.  W.  A  M.  I.  Co. 

tye  Grand.  Inc^  Blc 
Catchers  and  Retrievers. 
Trolley 

E.irll.  Chas.  I. 

Electric  Service  Sup.  Co. 

Ohio  Brass  Co. 

Wood  Co..  Chas.  N. 
Catenary  Construction 

Archbold-Brady  Co. 
Circuit  Breakers 

General  Electric  Co. 

Westinghuse  E.  A  M.  Co. 
Clamps   and    Connectors   for 
Wires  and  Cables 

Anderson    Mfg.    (3o.,    A.    A 
J.  M. 

Electric  Ry.  Equip.  Co. 

Electric   Service  Sup.  (3o. 

General  Electric  Co. 

Hubbard  &  Co. 

Ohio    Brass   Co. 

Westingbouse   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 
Conveying     and      Hoisting 
Machinery) 
Coll  Banding  and  Winding 
Machines 

Columbia  M.  W.  A  M.  I.  Co. 

Electric  Service  Sup.  Co. 
Colls.   Armature  and  Field 

Columbia  M.  W.  A  M.  I.  Ck). 

Economy  Elec.  Devices  Co. 

(General   Electric  Co. 

Rome  Wire  Co. 
Colls,   Choke  and  Kicking 

General  Electric  Co. 

Westinfhouse  E.  A  M.  Co. 
Coln-Coontlng    Machines 

Electric  Service  Sup.  Co. 

Internafl  Rfgister  Co..  The 
Commutator  Slotters 

Electric  Service  Sup.  (Jo. 

General  Blectrio  C!o. 

WestlDcbonse  B  A  X.  Oo. 


Commutator  Truing  Devices 

General  Electric  Co. 
Commutators  or  Parts 

Cameron  liliec'l  Mfg.  Co. 

Columbia  M.  W.  A  M.  1.  Co. 

General   Electric  Co. 

Westingbouse  E.  A  M.  Co. 
Compressors.  Air 

Allis-Chalmers  Mfg.  Ck). 

(Seneral    Electric  Co. 

IngersoU-Rand  Co. 

Westingbouse    Tr.    Br.    Co. 
Compressors,  Air,  Portable 

Ingersoll-Rand  (^. 
Concrete  Reinforcing  Bars 

Cambria  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 
Condensers 

Allis-Cbalmers  Mfg.  Ck>. 

General  Electric  Co. 

Ingersoll-Rand  Co. 

Westingbouse  E.  A  M.  Co. 
Condensor,   Papers 

Irvington  Varnish  A  Ins.  Co. 
Connectors.   Solderless 

Westingbouse  E.  A  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.  A  M.  I.  Co. 

(Jeneral   Electric  Co. 

Westingbouse   E.    A  M.   Co. 
Controller   Regulators 

Electric    Service    Sup.    (^. 
ControUIng  Systems 

General    Electric  Co. 

Westingbouse  E.  A  M.  Co. 
Converters,  Rotary 

Allis-Chalmers   Mfg.  Co. 

General    Electric   (Jo. 

Westingbouse   E.   A   M.   Co 
Conveying  and   Hoisting  Ma- 
chinery 

Columbia  M.  W.  A  M.  I.  Co. 
Copper    Wire 

Anaconda    Copper    Min.    Co. 
Cord   Adjusters 

National  Vulcanized  Fibre 
Co. 
Cord,    Bell,    Trolley    Register, 
etc. 

Brill  Co..  The  J.  G. 

Electric  Service  Sup.  Co. 

Internafl  Register  Co..  The 

Roebling's  Sons  Co..  J.  A. 

Samson  Cordage  Works 

Silver  Lake  Co. 
Cord  Connectors  A  Couplers 

Electric  Senrice  Sup.  Co. 

Samson  Cordage  Works 

Wood   Co..    CSias.    N. 
Couplers,  Car 

Brill  Co..  The  J.  G. 

Ohio  Brass  Co. 

Westingbouse  Tr.  Br.  Co. 
Cranes 

Allis-Chalmers  Mfg.  C!o. 
Cross  Arms  (See  Brackets) 
Crossings 

Ramapo  Ajax  Corp. 
Crossing    Foundations 

International  Steel  Tie  Co. 
'rosslng  Frog  A  Switch 

Ramapo  Ajax  Corp. 

Wharton.  Jr..  A  Co.,  Wm. 
Crossing  Manganese 

Indianapolis  Switch  A  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-<3halmers  Mfg.  (3o. 
Curtains  and  Cartmn 
Fixtures 

Brill  Co.,  The  J.  G. 

Electric  Service  Sup.  Co. 

Morton    Mfg.    C!o. 
Dealers*  Machinery 

Electric  Equipment  Co. 
Derailing  DeTloes   (See  Track 

Work) 
Derailing    Switches 

Ramapo    Ajax   Corp. 
Destination   Signs 

Columbia  M.  W.  A  M.  I.  Co. 

Electric  Service  Sup.  Co. 
Detective  Service 

Wish   Service.   P.   Edward 
Door  Operating  Derlces 
Con.   Car-Heating   Co. 
Nafl  Pneumatic  Co..  Inc. 
Doors  and  Door  Fixtures 
Brill  Co..     The  J.  O. 
General   Electric  Co 

Hale   A   Kilbum   Corp. 
Doors.   Folding  Vestibule 

Nafl   Pnetimatlc  Co..   Inc. 
Draft  Rigging  (See  Couplers) 
Drills.  Rock 
Ingersoll-Rand  Co. 


Drills,  Track 
American  Steel  A  Wire  Co. 
Electric  Service  Sup.  Co. 
Ingersoll-Rand  Co. 
Ohio  Brass  Co. 
Dryers,   Sand 

Electric  Service  Sup.  Co. 
Bars 

Ohio  Brass  Co. 
Electrical    Wires    and    Cables 
Amer.   Electrical   Works 
American  Steel  A  Wire  Co. 
Roebling's   Sons   Co.,    J.   A. 
Electric  Grinders 

Railway    Track-Work    Co. 
Electrodes.    Carbon 
Indianapolis  Switch  A  Frog 

Co. 
Railway  Track-Work  Ck). 
Electrodes.  Steel 
Indianapolis  Switch  A  Frog 

Co. 
Railway  Track-Work   Co. 
Engineers  Consulting  Con- 
tracting and  (h)eratlng 
Allison    &   Co..   J.   R. 
Andrew.  Sangster  A  Co. 
Archbold-Brady  Co. 
Arnold  Co..  The 
Beeler.  John  A. 
Bibbins.  J.  Rowland 
Byllesby  A  Co.,  H.  M. 
Day  &  Zimmermann 
Feustel.   Robert  M. 
Ford.  Bacon  A  Davis 
Hemphill  A  Wells 
Hoist.   Englehardt  W. 
Jackson.  Walter 
Kelly.    Cooke   A   Co. 
Ong.  Joe  R. 
Parsons.  Elapp.  BrinkerhofI 

A  Douglas 
Richey.  Albert  S. 
Robinson  A  Co..  Inc.. 

Dwight  P. 
Sanderson  A  Porter 
Smith  A  Co.,  C.  B. 
Stone  A  Webster 
White  Engineering  Corp.. 
The  J.  G. 
Engines.  Gas,  Oil  or  Steam 
Allis-Chalmers  MYg.  0>. 
Ingersoll-Rand  Co. 
Westingbouse  E.  A  M.  Co. 
Fare  Boxes 
Cleveland  Fare  Box  Co. 
Economy    Electric   Devices 

Co. 
National   Ry.  Appliance  Co. 
Fence 
Cambria 3teel  Co. 
Midvale  Steel   A  Ord.   Co. 
Fences.  Woven  Wire  and 
Fence  Posts 
American  Steel  A  Wire  Oo. 
Fenders  and  Wheel  Guards 
Brill  Co..  The  J.  G. 
Cleveland  Fare  Box  Co. 
Consolidated  Car  Fender  Co. 
Eflectric  Service  Sup.  Co. 
Le  Grand.   Inc..   NIc 
Fibre  and  Fibre  Tnb'Tg 
National   Vulcanized  Fibre 

Co. 
Westingbouse  E.  A  M.  Co. 
Field  Colls  (See  Colls) 
Flangeway  Guards.  Steel 
(Jodwin   Co..  Inc..   W.   S. 
Forglngs 
Cambria  Steel  Co. 
Carnegie   Steel   Co. 
Columbia  M.  W.  A  M.  I.  Co. 
Midvale  Steel   A  Ord.   Co. 
Frogs  s  Crosstngs.  Tee  Ball 

Ramapo  Ajax  Corp. 
Frogs.   Track 

(See  Track   Work) 
Wharton.  Jr..  A  Co..  Wm. 
Frogs.  Trolley 
Ohio  Brass  Co. 
Fuses   and   Fuse   Boxes 
Columbia  M.  W.  A  M.  I.  Co. 
Consolidated  Car-Heating  Co. 
Greneral  Electric  Co. 
Westingbouse  E.  A  M.  Co. 
Williams  A  Co..  J.  H. 
Fuses,  Reflllable 
Columbia  M.  W.  A  K.  I.  Co. 
(rcneral  Electric  Co. 
Gages,  Oil  and  Water 

Ohio   Brass  Co. 
Gaskets 

Westlnghonse  Tr.  Br.  Oo. 
Gas-Electric  Cars 

General   Electric  Co. 
San  Producers 

Westingbouse  E.  A  M.  Co 
Gasoline  Torches 
Economy    Electric    Devices 
Co. 
Gates,  Car 

Brill  Co.,  The  J.  O. 
Gear    Blanks 
Cambria  Steel  Ck). 
Carnegie  Steel  Co. 
Midvale  Steel  A  Ord.  Co. 


Gear  Cases 

Chilliugwortb    Mfg.    Co. 

Columbia  M.  W.  &  M.  1.  Co. 

Electric  Service  Sup.  {^. 

Westingbouse  E.  A  M.  Co. 
Gears  and  Pinions 

Aokley    Brake    A    Supply 
Corp. 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  A  M.  I.  Co. 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

National   Railway  Appliance 
Co. 

Nuttall  Co..  R.  D. 
Generating  Sets,  Gas-Blectrlr 

(^neral  Electric  Co. 
Generators 

Allis-Chalmers  Mfg.   Co. 

Westingbouse  E.  A  M.  Co. 
Goggles,  Eyes 

Indianapolis  Switch  A  Frog 
Co. 

Smith  Heater  Co..  Peter 
Gongs    (See  Bells  and  Gongs) 
Oreasee     (See    Lubricants) 
Grinders    and    Grinding    Sup- 
plies 

Indianapolis  Switch  A  Frog 
Co. 

Railway   Track-Work  Co. 
Grinders,    Portable 

Railway  Track-work  Co. 
Grinders,  Portable  Electric 

Railway  Track-work  Co. 
Grinding    Bricks    and    Wheels 

Railway  Track-work  Co. 
Onard  Kail  Clamps 

Ramapo  Ajax  Corp. 
Onard  Rails,  Tee  Ball  and 
Mangaoese 

Ramapo  Ajax  Corp. 
Guards,  Trolley 

Electric    Service    Sup.    Co. 

Ohio  Brass  Co. 
Hammers,   Pneumatic 

Ingersoll-Rand  Co. 
Harps,  Trolley 

Anderson    Mfg    0>..    A.     A 
J.  M. 

Electric  Service  Sup.  Co. 

Hore- Jones  Br.  A  Metal  Co. 

Nuttall  Co..  R.  D. 

Star  Brass  Works 

Thornton  Trolley  Wheel  Co. 
Headlights 

Electric  Service  Sup.  Co. 

(Seneral  Electric  Co. 

Ohio  Brass  Co. 
Heaters,    Car    (Electric) 

Consolidated  Car  Heating  Co 

Economy    Electric   Devices 
Co. 

Gold  Car  Heating  A  Light- 
ing Co. 

National  Ry.  Appliance  Co. 

Smith  Heater  Co..  Peter 
Heaters.  Car.  Hot  Air  and 

Smith  Heater  Co..  Peter 
Heaters.  Car    (Store) 

Electric  Service  Sup.  Co. 

Sterling  Varnish  Co. 

Westingbouse  E.  A  M.  Co. 
Helmets.  Welding 

Indianapolis  Switch  A  Frog 
Co. 

Railway  Track-Work  Co. 

Hoists  and  Lifts  _ 

Columbia  M.  W.  A  M.  I.  Co 

Ford-Chain   Block  Co.    , 

Ingersoll-Rand  Co. 
Hose.   Bridges 

Ohio  Brass  Co. 
Hydraulic    Machinery 

Allis-Chalmers  Mfg.  Co. 
Indnstrini    Co-ordination 

Sherman    Service.   Inc. 
Instruments,  Measuring  and 
Reeordlne^ 

Economy   Electric   Devices 

Co-  -         .„ 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Westingbouse  E.  A  M.  Co. 

Insulating    Cloth.    Paper    and 

Tape 
(General  Electric  Co. 
Irvington  Vamlsh  A  Ins. 

Oo. 
National  Vulcanized  Fibre 

Co. 
Standard  Underground  Cable 
Westingbouse  E.  A  M.  Co. 
Insulating  Silk 
Irvington    Vamlsh    A   Ins. 

Co. 
Insulating  Tarnishes 
Irvington  Vamlsh  A  Ins. 

C" 
iBsnIation   (See  also  Paints) 
Anderson   Mfg.   Co..   A.   A 

J.  M. 
Electric  Ry.  BanlP.  Co. 
Electric  Service  Sup.  Co. 
General  Electric  Co. 
Irvington  Varnish  A  Ins.  C«. 


March  10,  1923 


Electric    Railway    Journal 


86 


•■<• iiiiimiiiiiiimiiiiiimiiiiin imiimimiiii iiiniiiiiiiiiiiiiiuiiiiimimiiiiii iiiiiiiiun miiiniii il     anmniniiiimiiimiii nun i nuni miini nnnimnnnin nimnnunmmiunminnnnnninnns 


Brake  Shoes 
A.E.R.A.  Standards 


Diamond  "S"  Steel  Back  is  the  Best  Type  j  | 


Standard 
Patterns 

for 


SAFETY 
CAR 


D-67  for  Narrow  Treads 
D-87   for  Wide  Treads 


I  American  Brake  Shoe  and  Foundry  Co.      | 

I  30  Church  Street,  New  York               J 

I  332  So.  Michigan  Ave.,  Chicago        Chattanooga,  Tenn.     | 

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lit niniinnnnimnuniun nninn i nnininuimi uniniin i nnininnnininniiniiimnii iinni^ 

I  The  Kalamazoo  Trolley  Wheels    f 

i  lj»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  misled   by  statements   of 

i  large  mileage,  because   a   wheel 

i  'hat  will  run  too  long  will  dam- 

I  ige  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                                                  s 

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i  THE  STAR  BRASS  WORKS             ! 

I  KALAMAZOO.  MICH.,  U.  S.  A.                          | 

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PNEUMATIC 
TIE  TAMPERS 

I  Reduce  track,  tamping 

I  and  maintenance  costs. 

Ask  for  Bulletin  9123 

INGERSOLL-RAND  COMPANY 

I  11  Broadway,  New  York        170  rr 

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STAFFORD  I 

ROLLER  BEARINGS  | 

Cut     Power     Require-   | 
ments  in  Half  | 

Prevent    hot     boxes     and  i 

resultingr  journal  troubles;  i 

check  end   thrust   and  do  i 

away  with  all  lubrication  B 

diffleultics  BECAUSE —  | 

They  Klimlnate  i 

Juiirnal  l-VletlOR  = 

Cuarantred  Two  Years       | 

Auk  tor  literattire  1 

STArroRD  nourn  DDwrnl 
cah  truck  corpohation  I 

t: 

=  S 

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I  Fit    A.E.R.A     and   M.C.B.    Stand- 

s  ard  Journals:    lleadUv   Applied    to 
i  Equipment  Sow  in  I'* 


The  No-StafF  Brake 

for  any  size  and 

type  of  car 

Apply  the  advantares  of  the  staffleu  brak* 
with  its  space-saving  features,  to  all  your 
cars.  Ackley  No  Staff  Brakes  are  adaptable 
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Price  only  $32.00 


ACKLEV  [JRAKE  b'SUPPLYOORPORA-iON 

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ELECTKIC     KAILWAY      JOUENAL 


lu»uUitluu.    Slot 

lrvuis:toa  VaroiBh  A  ins.  Co. 
Invuiators 

(See  also  Une  Mjkterlal) 

Anderson  Hig.  Co.,  A.  & 
J.  M. 

Eflectric  Ry.  Equip.  Co. 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Irvinrton  Varnish  A  Ins.  Co. 

Ohio    Brass    Co. 

Westinshouse  E.  &  M.  Co. 
InsnJator  Fins 

Electric  Service  Sup.  Co. 

Hubbard  &  Co. 

InKulators.  IliKh  Voltage 

l^app  Insulator  Co..   Inc. 
Insurance,    Fire 

Marsh    &    McLennan 

Jacks    (See  also   C^ranes* 

Hoists    and    Lifts; 

Buckeye   Jack    Mlg.    Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric  Service  Sup.  Co. 
Joints,  Rail 

(See  Rail  Joints) 
Journal  Boxes 

Bemis  Car  Truck  Co. 

Brill   Co.,  The  J.  G. 
Jmnctlon  Boxes 

Standard  Underground  Cable 
[Amp  Guards  and  Fixtures 

Anderson  Mfg.  Co.,  A.  & 
J.  M. 

Electric  Serrice  Sup.  Co. 

General  Electric  Co. 

Westin^house  E.  &  M.  Co. 

Lamps,  Arc  and  Incandeseent 

(See    also    Hradllghts) 

Anderson  Mffi:.   Co.,   A.   k 
J.  M. 

(General  Electric  Co. 

Westingrhouse  E.  A  M.  Co. 
Lamps,  Signal  and  Marksr 

Nlchols-Llntem  C^. 

Ohio  Brass  Co. 
lAntems,  ClassifleatioD 

Nichols-Lintem  Oo. 
LIshtnInc    Proteottan 

Anderson  Mfg.  Co..  A.  A 
J.  M. 

Blectric  Service  Sup.  Co. 

General  Electric  Co. 

Ohio  Brass   Co 

Shaw.  Henry  M, 

Weetinghouse  h..  *  II.  Oo. 
Line   Material     (Sao  alsa 
Brackets,  Insalatars.  Wires, 
etc. 

Anderson  Htg.  Co..  A.  A 
J.  M. 

Archbold-Brad7  Co. 

Columbia  M.  W.  A  M.  I.  Co. 

Blectric  Service  Sup.  Oo. 

Electric  Ry.  Bqulp.  Co. 

General  Electric  fVi. 

Johns-STanville,  Inc. 

More-Jones  Br.  A  Metal  Co. 

Ohio  Brass  Co. 

Westinghouse  B.  A  M.  0>, 
Locking  Spring  Boxes 

Wharton.  Jr..  A  Co..  Wm. 
L«eomatlTes,    ElecMe 

Baldwin   I.opomotive  Works 

General  Electric  Co. 

Westinghouse  B.  A  M.  Co. 
Lnbrloating  Englne^rp 

Galena    Signal    Oil   Co. 

Texas  Co. 

nniversal    Tyubricstlnr   Co. 

Vacuum  Oil  Co. 
Lnbricants.  Oils  and  Orsasss 

Galena    Signal    Oil    Co. 

Texas  Co. 

nniversal  T-ubrlcatlng  Co. 

Vacuum  Oil  Co, 
Hachine  Tfwls 

Columbia  M.  W.  A  M.  I.  C!s 
Machine    Work 

Columbia  M.  W.  A  M.  I.  Co 
Manganese  Steel   Castings 

Wharton.   Jr..    A  Co.,    Wm, 
Manganese  Steel  Guard  Balls 

Ramapo    Ajax   Corp. 
Manganese    Steel    Special 
Track  Work 

Indianapolis  Switch  A  JVog 
Co. 

Ramapo  Ajax  Ckirp. 

Wharton.  Jr..  A  Co.,  Wm. 
Meters  (.See  Instmmcnts) 
Meters,   Oar,    Watt-Bonr 

Economy    Electric    Devices 
Co. 
Mot^r  Roses 

(See  Rases,   Motor) 
Motormen's   Seats 

Brtll  Co.,  The  J.  G. 

Electric  Service  Sup.   Co. 

Wood  (Jo..  (Sias.  N, 
Minors.   Electric 

Allis  Chalmers   Mlg.  Co, 

WestinEhouse  E.  A  M.  Co. 
Motors  and  Generators,  Sets 

(Seneral  Electric  Co. 
Nails 

Cambria  Steel  C!o. 

Midvale  Steel  A  Ord.  Co. 
Nats  and  uolts 

Allis-Chalmers   Mfg    Co. 

BarbourStockwell  Co. 

Bemi.i  Car  Truck  Co. 

Columbia  M.  W.  A  U.  I.  Oo 

Hubbard  A  Co. 
Oils   (See  Lubricants) 
Packing 

Electric  Service  Sup.  Co 

Westinghouse  E.  A  M.  Co. 
Paints   and    Varnishes,    Insn- 
latlng 

Beokwith-Chandler   Co. 


Paints  and  Varnishes  (I'rcMir- 
vatlve) 

Ackiey  Brake  A  Supply 
Corp. 

BecRwithChandler   Co. 
Paints  and   Varnishes  (or 
Woodwork 

National  Ry.  AppUance  Co. 
Pavement   Breakers 

IngersoU-Rand  Co 
Paving  (iuards,  Steel 

Giiilwin  Co.,  Inc.,  W.  S. 
Paving  Material 

Amer.  Br.  Shoe  A  Fdry.  Co. 
Pickups,    Trolley    Wire 

Electric  Service   Sup.  Co. 

Ohio  Brass  (X). 
Pinion    Pullers 

Columbia  M.  W.  A  M.  1.  Co 

Electric  Service  Sup    Co. 

General  Electric  Cu. 

Wood  Co..  Chas.   W. 
Pinions   (See  Gears) 
Pins,    Case    Hardened.    Wood 
and  Iron 

Bemis  Car  Truck  CX>. 

Electric  Service  Sup.  Co, 

Ohio  Brass  Co. 

Westinghouse  Tr.  Br.  (3o. 
Pipe 

National  Tube  Co. 
Pipe  Fittings 

Westinghouse  Tr.   Br.  Co. 
Planers    (See  Machine  Tools) 
Plates  tor  Tee  Kail  Switches 

Ramapo  Ajax  Corp. 
Pliers — Kublier    Insnlated 

Electric  Service  Sup.  Co. 

Ingersoll-Rand    Co. 
Pneumatic  Tools 
Pole  Reinforcing 

Hubbard  A  Co. 
Pole  Line  Hardware 

Ohio  Brass  Co. 
Poles,  Metal  Street 

Bates  Exp.   Steel   Truss  Co. 

Electric  Ry.  Equip.  Co. 

Hubbard  A  Co. 
Poles,  Trolley 

Anderson  Mfg.  Co.,  A.  A 
J.  M. 

Columbia  M.  W.  A  M,  I.  (ki. 

Electric  Service  Sup.  Co. 

Niilioinal  Tube  Co 

Nuttall  Co..  R.  D. 
Poles,  Tubular  Steel 

Electric  By.  Equip.  Co. 

Electric   Service   Sup.   Co. 

National  Tube  Co. 
Poles  and  Ties,  Treated 

Bell  Lumber  Co. 

International  Creosoting  and 
Construction  Co. 
Poles.   Ties,   Post,   Piling  and 
Lumber 

Bell  Lumber  Co. 

International  Creosoting  and 
Construction  Co. 

Le  Grand.   Inc.,   Nlc 

Nashville  Tie  Co. 
Porrelain,  Special  High 
Voltage 

Lapp  Insulator  Co. 
Power   Saving   Devices 

Economy    Electric    Devices 
Co. 

National  Ry.  Appliance  Co. 
Pressure  Regulators 

(Seneral    Electric  Co 

Ohio    IJrasB   Co. 

Westinghouse  E.  A  M.  Co. 
Production   Kngineeiing 

Sherman   Service.  Inc. 
Pumps 

AUis-C^almers  Mfg.   Co. 

Ingersoll-Rand  Co. 
Pumps,  Vacuum 

Ingersoll-Rand  Co. 
Punches.  Ticket 

Bonney-Vehslage    Tool    Co. 

International    Reg.   Co.,   The 

Wood  Co.,  <^as.  N. 
Ralls 

Cambria  Steel  Co. 

Midvale  Steel   &  Ord.  Co. 
Rail    Braces    A    Fastenings 

Ramapo  Ajax  Corp. 
Rail  Grinders    (See  Grinders) 
Rail    Joints 

CameCTe   Steel  Co. 

Hail   Joint  Co..  The 

Lorain  Steel  Co. 
Rail  Joints,  Welded 

Indianapolis  Switch  A  Frog 
Co. 
Rails,    Steel 

Carnegie  Steel   Co. 
Railway  Paving  Guards,  Steel 

Gmlwin  Co..  Inc.,  W.  S. 
Railway    Safe\>    Switches 

Consolidated  Car  Heating  Co. 

Westinghouse  E.  A  M.  Co. 
Rail   Welding 

Rail  Welding  A  Bonding  Co. 

Railway    Track- work    Co. 
Rattan 

Amer.  Rat.  A  Reed  Mfg.  Go. 

Brill  Co..  The  J.  G. 

Electric  Service  3ud.  Co. 

Hale   &   Kllbum    Corp, 
Registers  and  Fittings 

Brill  Co..  The  J.  G. 

Electric  Service  Sup.  Co. 

International   Reg.  Ck)  ,  The 

Rooke   Automatic   Reg.   Co. 
Belnforeemeat.  Concrete 

American  Steel  A  Wire  Co 

Carnegie  Steel  Co. 
Repair  Shop  Appliances   (See 
also    Coil    Banding    and 
Winding  Maehlnn) 

Columbia  M    W  A  M.  I.  (k>. 

Electric  Service  Sup.  Co. 


Uepair   »>ork    (See  uImi  €oi1s> 

Columbia  M.   W.  A  M    1.  C.O. 

(^etjt-ral   Ei.^aric  Co 

Westinghuust  E.  A  M.  Ck>. 
Replacers,  Car 

C..iUMibla  .M     W     AM    1.  Oo. 

Electric   Service   Sup.  Co 
KrsiMuuce,  Grid 

Columbia  M.   W.  A  M.  I.  Co. 
Resistance,  Wire  and  Tube 

General  Electric  Co. 

Westinghouse  E.  A  M.  Co. 
Resistances 

(consolidated  Car-Heating  Co. 
Retrievers,        Trolley  (See 

Catchers    and     Retrlevera. 
Trolley) 
Rheostats 

(Jeneral  Electric  Co. 

Westinghouse  E.  A  M.  Co. 
Rolled  Steel   Wheels 

Cambria  Steel  Co. 

Midvale  Steel  A  Ord.  Co. 
Roller   Bearings 

StaOord  Roller  Bearing  Car 
Truck  Corp. 
Banders,  Track 

Brill  Co.,  The  J.  G. 

Coltunbia  M.  W.  A  M.  I.  Co. 

Electric  Service  Sup.  Co. 

NicholB-Lintern   Co. 

Ohio   Brass  Co. 
Sash  Fixtures,  Car 

Brill   Co.,  The  J.  G. 
Sash  Metal  Car   Window 

Hale    A    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  A  Reed  Mlg. 
Co. 

Brill  Co.,  The  J,  G. 

Hale   A    Kilburn    Corp. 

Heywood-Wakefleld    Co. 
Second    Hand    Equipment 

Electric  Equipment  Co. 
Shades,    Vestibule 

Brill  Co.,  The  J.  G. 
Shovels 

Allis-Chalmers  Mfg.  Co. 

Brill  Co.,  The  J.  0. 

Hubbard  A  (3o. 
Side   Bearings    (See  Bearings, 

Center  and  Side) 
Signals,  Car  Starting 

Coo.  Car  Heating  Co. 

Electric  Service  Sup.  Co. 

Nat'l  Pneumatic  (3o„  Inc. 
Signals,   Indicating 

Niohols-Lintem  C!o. 
Signal  Systems,  Block 

Blectric  Service  Sup.  Co. 

Nachod  Signal  Co.,  Inc. 

U.   S.  Electric  Signal  Co. 

Wood  Co.,  (Jhas.  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  letters 

Anderson  Mfg.  Co.,   A.   A 
J.  M. 

Columbia  M.  W.  A  M.  I,  Co. 

Electric  Ry.  Equip.  Co. 

Electric  Service  Sup.   Co. 

Morejones  Br.  A  Metal  Co. 

Nuttall  Co..  R.  D. 
Smokestacks,  Car 

Nichols-Lintem  Co. 
Snow-Plows,     Sweepers     and 
Brooms 

Amer.  Rat.  A  Reed  Mfg.  Co. 

Brill  Co..  The  J.  G. 

Columbia  M.  W.  A  M.  I.  Co. 

Consolidated  Car  Pender  Co. 
Special   Adhesive  Papers 

Irvington    Varnish    A    Ins. 
Co. 
Spikes 

Amer.  Steel  A  Wire  Co. 
Splicing  Compounds 

Westinghouse  E.  A  M.  Co. 
Splicing  Sleeves    (.See  Clamps 

and    Connectors) 
Springs,  Car  and  Truck 

Amer.  Steel  A  Wire  Co. 

Bemis  Car  Truck  Co. 

Brill  Co.,  The  J.  G. 
Sprinklers.    Track    and    Road 

Brill  Co..  The  J.  G. 
Steel  Castings 

Wharton.  Jr..  A  Co..  Wm. 
Steels  and  Steel   Products 

Cambria  Steel  Co. 

Morton  Mfg.  Co. 

Midvale  Steel  A  Ord.  Co. 
Steel   Freight  Cars 

Cambria  Steel  Co. 

Midvale  Steel   A  Ord.  Co. 
Steps.  Car 

Morton  Mfg.  Co. 
Stokers.  Meehanleal 

Bsbcock   A  Wilcox  Cn 

Westinghouse  E-   A  M.  Cn 
Storage    Batteries     (See    Rat 
teries    **»orare  I 

Strain  Insulators 

Ohio   Brass  Co 
Strand 

Roebling's  Sons  (3o..  J.  A 


Structural  Steel 
Cambria  Steel  Co. 
MidvaJe  Steel  A  Ord.  Co. 
Superheaters 

Babcock  A  Wilcox  (;o. 
Sweepers,    Snow     tSee    Sno» 
Plows,    Sweepers   and 
Brooms) 
Switch  Stands 
indianupous  Switch   A  Frog 
Co. 
Switch    Stands    and    Fixtures 

Ramapo  Aja.Y  Corp 
Switches,    Selector 

Nichols-Lintem  Co. 
Switches.    TraeJt    (See  Track, 

Special  Work) 
Switches  and  Switchboards 
Aiiis-Chalmers  Mfg.   Co. 
Anderson   Mfg.  Co..   A.   A 
J.  M. 
Electric  Service  Sup.  <3o. 
General  Electric  Ck). 
Westngbouse  E.  A  M.  Co. 
Switches.   Tee   Rail 

Ramapo  Ajax  Corp. 
Tampers,   Tie 
Ingersoll-Rand  Co. 
Hallway  TiackWork  Co. 
Tapes    and    Cloths     (r^ee    In- 
sulating  Cloth.    Paper   and 
Tape) 
Tee  Rail  Special  Track  Work 

Ramapo  Ajax  Ckirp 
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  (k>. 

Gold  Car  Heating  A  Light- 
ing Co. 

Railway  Dtillty  Co. 

Smith  Heater  Co..  Peter 
Ticket  Choppers  and  Destroy- 
ers 

Electric  Service  Sup.  Co. 
Tie  Plates 

Cambria  Steel  Co. 

Midvale   Steel   A  Ord.   Co. 
Ties  and  Tie  Rods,  Steel 

Barbour-Stockwell  Co. 

Carnegie  Steel   (io. 

International  Steel  Tie  (k>. 
Ties,  Wood  Cross    (See  Poles, 

Ties,  etc) 
Tongue  Switches 

Wharton,  Jr.  A  Co..  Wm. 
Tool  Steel 

Cambria  Steel  Co. 

Carnegie  Steel  Co, 

Midvale  Steel  A  Ord,  Co. 
Tools,  Track  and  Mlscellane- 

OQS 

Amer.  Steel  A  Wire  Co. 

Columbia  M.  W.  A  M.  I.  Co. 

Electric  Service  Sup.  Co. 

Hubbard  A  Co. 

Railway  Track-work  Co. 
Towers  and   Transmission 
Stractores 

Bates  Exp.  Steel  Truss  Co. 

Westinghouse  E.  A  M.  Co. 
Track    Expansion   Joints 

Wharton.  Jr..  A  Co..  Wm. 
Track    Grinders 

Railway  Track-work  Co. 
Trackless  Trollicars 

St.  Louis  Car  Co. 
Track,   Special   Work 

Barbour-Stockwell  Co. 

Indianapolis  Switch  A  Prog 
Co. 

New  York  Switch  A  Cross- 
ing Co. 

St.  Louis  Frog  A  Switch  Co. 

Wharton.  Jr.,  A  Co.,  Wm. 
Inc. 
Transformers 

Allis-Chalmers  Mfg.  Co. 

(Jeneral  Electric  Co. 

Westinghouse  E.  A  M.  Co. 
Trrads,  Safety.  Stair  Car  Step 

Morion   Mfg,  Co. 
Trolley  Bases 

Anderson  Mfg.  Co..  A.  A. 
J.  M. 

Electric  Service  Sup.   Co. 

General  Electric  Co. 

Nuttall  Co.,  R.  D. 

Ohio  Brass  Co. 
Trolley  Bases.    Retrieving 

Ackley  Brake  A  Supply 
Corp. 

Anderson  Mfg.  Co.,   A,   A 
J.   M. 

Blectric  Service  Sup.  Co. 

(reneral  Electric  (Do. 

Ohio    Brass    Co. 
Trolley  Buses 

Brill  Co.,  The  J.  O. 

(General  Electric  Co. 

Westinghouse  E.  A  M.  (3o. 
Trolley    Materials,    Overhead 

More-Jones    Brass    A    Metal 
Co. 

Ohio  Brass  Co. 
Trolley  Shoes 

Economy  Elec.  Devices  Co. 
Trolley   and   Trolley  Systems 

Ford  Chain    Block   Co. 
Trolley   Wheels  and  Harps 

Morejones    Brass    A    Metal 
Oo 

Thornton  Trolley  Wheel  Co 


March  10,  1923 

Trolley   Wheels,    (See  Wheels, 
I  roUey    Wheel    Bashings) 

More-Jouos    Brass    A    Metal 
Co. 
Trolley    Wire 

Amer.  Electrical  Works 

Amer.  Steel  A  Wire  Co. 

.•\naeonda    Copper    Min.    Oo. 

Roebling's  Sons  0>.,  J.  A. 

Home   Wire  Co. 
rracks,   <^ar 

Baldwin  Locomotive  Works 

Bemis   Car   lYuck   oo. 

Brill  Co..  Tlxe  J.  G. 
I'ubing,  .Steel 

National  Tube  Co. 
lubiug,    Leiiow  and  Blaak 
Flexible    Varnishes 

Irvington  Varnish  A  Ins.  Os. 
Turbines,  Stetuu 

Allis  Chalmers  Mfg,  Co. 

(Jeneral  Eicotnc  Co. 

Westing&ouse  E.  A  M.  Oo. 
Turbines,    t\ater 

AlUs-Chalmers  Mfg.  Oo. 
Turntables 

Indianapolis  Switch  A  Pros 
Co. 
Turnstiles 

Electric  Service  Sup.  Oo. 

E.  Z.  Car  Control  Corp. 

Ohio  Brass  Ck>. 

Percy  Mfg.  Co. 

Turnstile  Car  Corp. 
Upholstery  Material 

Amer.  Rattan  A  Reed  Mtt. 
Co. 
Valves 

Westinghouse  Tr.  Br.  Oo. 
Vacuum  Imnregnatton 

Allis-Chahners  Mlg.  0>. 
Varnished    Papers 

Irvington  Varnish  A  Ins.  Co. 
Varnished  SUks 
Irvington  Varnish  A  Ins.  Co. 

Ventilators,   Car 

Brill  Co.,  The  J.  G. 

National   Ry.  Applianco  Oo. 

Nichols-Lintem  C!o. 

Railway  Utility  Co. 
Welders,    Portable    EleetH' 

Electric  Railway  Improve- 
ment Co. 

Indianapolis  Switch  A  Prof 
Co. 

Ohio  Brass  Ck>. 

Railway  Track-work  Co. 

Rail  Welding  A  Bonding  0*. 
Welding    Processes    mad    Aw 
paratos 

Elc'trio   Railway  Improve- 
ment Co. 

(}eT>«rM  Electric  (3o. 

Indianapolis  Switch  A  Frov 
Oo. 

Ohio  Brass  Co. 

Railway  Track-work  Oo. 

Rail  Welding  A  Bondlnc  Os. 

Westinghouse  E.  A  M.  Oo. 
Welders,   Rail  Joint 

Indiinapolis  Switch  A  Frof 
Co. 

Lorain  Steel  Co. 

Ohio  Brass  Co. 

Railway  Track-work  Oo. 

Rail  Welding  A  Bonding  Os. 
Welders,    Steel 

Indianapolis  Switch  A  Troc 
Co. 
WeldinK  Steel 

Railway    Track-Work    Co. 
Wheel    Guards    (See   Fea4en 

and  Wheel  Gnards) 
Wheel    Presses    (See  Machine 

Tools) 
Wheels,  Car,  Cast  Iran 

Bemis  Car  Truck  Co. 

Griffin  Wheel  Co. 
Wheels.   Car,   Sted   and  Btesl 
Tire 

Bemlg  Car  Truck  Co. 

Carnegie    Steel    Co. 
Wheels,  Trolley 

Anderson  Mfg.  Co.,   A.  A 
J.    M. 

Columbia  M.  W.  A  M.  I.  Oo. 

Copper  Products  Forging  Oo. 

Electric  Ry.  Bquip.  (3o. 

Electric  Service  Sup.  Co. 

Oneral  Electric  Co. 

Oilbcrt   A   Sons.   B.  F.   A. 

More-Jones  B.  A  M.  Co. 

Nuttall  Co..  R.  D. 

Star  Brass  Works 
Whistles.    Air 

(Jeneral  Electric  <3o. 

Ohio    Brass   Ck). 

Westinghouse  Tr.  Br.  Co. 
Wire 

Cambria  Steel  Co. 

Midvale  Steel  A  Ord.  C!o. 
Wire  Rope 

Amer.  Steel  A  Wire  Co. 

Roebling's  Sons  Co.,  J,  A. 
Wires  and  Cables 

Amer.  Blec'i  Works 

Amer.  Steel  A  Wire  0>. 

Anaconda    Copper    Min.    Oo. 

(Jeneral  Electric  Co 

Indianapolis  Switch  A  Frog 
Cto 

Kerite  Ins.  Wire  A  Cable  Co. 

Roebling's  Sons  Co.,  J.  A. 

Rome  Wire  Co. 

Standard  Underground  Cable 
Co. 

Westinghouse  E.  A  M.  Oo. 
Woodworking  Machines 

Allis-Chalmers   Mfg.  <3o. 


March  10,  1923 


ElectricRailwayJournal  87 

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E  A  R  L  L 


iii|.     Mfiniii 


DIFFERENT  kinds  of  service  require  different  modes 
of  treatment.  For  years  we  have  specialized  on 
Catchers  and  Retrievers  exclusively.  We  can  satisfac- 
torily meet  every  condition. 

We  can  give  you  the  Ratchet  Wind,  the  Emergency  Re- 
lease, the  Free-Winding  Spring,  the  Drum  Check,  and 
other  absolutely  exclusive  features. 


^J^^^,  7^. 


Canadian  Agent b: 

Railway  A  Power  Engineerinff  Corp.,  Ltd,,  Toronto*  Ont. 

In  All  Other  Foreign  Countriem : 

International  General  Electric  Co.,  Schenectady,  N.  Y. 

'iiiiiiiiMHiimiiiiiiMiiiif'  imiiimiiMiiitiiiiiiiMiiiiiimiii iiiiiiiiitiiiiiiiniiiiiiiiiiiiiiiiiuiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiUHiiiiiitni 

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I    Lorain|Special  Trackwork   | 
Girder  Rails 

E 

Electrically  Welded  Joints  | 

THE  LORAIN  STEEL  COMPANY  | 

Johnstown,  Pa.  | 

Salem  Office*:  | 

Atlanta  Chicago  Cleveland  New  York    i 

Philadelphia  Pittsburgh  | 

Pacific  Coast  Representative :  i 

United  States  Steel  Products  Company  = 

i     Los  Angeles  Portland  San  Francisco  SeattU     | 

I  Export  Representative:  | 

I  United  States  Steel  Products  Company.  New  York.  N.  Y.  | 

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mn I I Mill II HiiiMiiiiiiniiiiiiiiiiiiiiiiuiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiuiiiiii^ 

AddreM  All  § 
Communi-  = 
cations  t«      i 


GOLD  CAR  HEATING  <ix 
LIGHTING  CO, 

NEW  YORK  CITY 

PATENTED 


Car  Seat  and 

Snow  Sweeper  Rattan 


For  60  years  we  have  been  the  largest  im- 
porters of  rattan  from  the  Far  East.  It 
is  therefore  to  be  expected  that  when  Rat- 
tan 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  long:i- 
tudinal,  covered  with  Rattan,  Plush  or 
Leather. 

HEYWOOD-WAKEFIELD 
COMPANY 

Factory:  Wakefield,  Mass. 

SALES  OFFICES: 

Heywood-Wakefleld  Co.  Heywood-Wakefleld  Co. 

616  West  34th  St.,  New  York  1415  Michigan  Ave..  Chicago  1 

E.  F.  Boyle.  Monadnock  Bldg..  San  Frandseo.  Cal.  | 

P.  N.  Grigg.  630  Louisiana  Ave..  Waahington.  D.  C.  | 

Railway  and  Power  Engineering  Corp..  Toronto  and  Montreal  = 

G.  F.  Cotter  Supply  Co.,  Houston,  Texas  | 

.%iiillliiiuiiiniiiiiiiiiitiiiliuiilllllliiliiiiiiiiiniiiMiiiiiiiiiiiiitiiiiitliiiiiiiiiiiiHiiiiiiiiitiiiitiiiiiiiiiiiiHiiiiniiiiiiiiMiniiiiiiiiuiimiiE 

ailllUIIIIIMIIIIIIUIIIIIIttllllllllltlllllHHIillllllMIIIUIIIIIIIIItlllinillMIIIHIIItlllUMIItlllllllllllllilllllllltlllllllinillllllllllimilllilimite 

"THEY'RE   FORGED— NOT   CAST  | 

THAT'S  WHY  THBY  LAST"  l 


77 


i-JV   I 


(No  Alloy)  I 

TROLLEY  WHEELS  | 

For  the  one-man  car  or  heavy  duty  | 

the  advantages  are  the  same.  | 

Send  for  Particulars  | 

TOE  COPPER  PRODUCTS  FORGING  CO.     j 

1412  East  47th  Street,  CLEVELAND  | 

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1 


BUSH 
TERMINAL 

-^ 

2 

1 220  36th  St.) 

Brooklyn, 

NY. 

Literatare  mm 
Reqatmt 

5 

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B 


PS 


Car  Heating  and  Ventilation     | 


is  one  of  the  winter  problems  that  you  must 
settle  without  delay.  We  can  show  you  how 
to  take  care  of  both,  with  one  equipment. 
Now  is  the  time  to  get  your  cars  ready  Jot 
next  winter.     Write  for  details. 


! 


THBKMOBTAT  OOJITBOL  ■aUiralMT*  3 

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The  Peter  Smith  Heater  Company  1 

1725   Mt.   Elliott   Ave.,   Detroit,   Mich.      | 

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III iiiiiiiiiii iiiiiiniimiim iiiimiiiiiiiiiiiiiiiu i iiiiiiim iiiiuiiii iiraiii iminuiis     g^minimiiiii i i ""' ' ""» i""""miiiniin uii n :.miuiiiiin| 

RAIUWA\/lfTIHTVPOMRANV|    |   a  Single  Segment  or  a  Complete  Commutator    | 
'^^■^^■"■■■■J  ^^•■■^^i^MMJ  N^  ^^^^i^^i^^M^  5     i        .     tnrned  out  with  equal  care  in  our  shops.     The  orders  we  ftll 


Sole  Manufactvreri 

"HONEYCOMB"   AND  "BOUND  JBT"  VKNTILATOBS  I 

for  Monitor  and  Arch  Roof  Cars,  and  all  classes  of  baildlngt:  | 

■IBO  ELECTKIC  THERMOMETER  CONTROL  f 

of  Car  Temperattires.  3 

141-151  West  S«d  St.                  Write  for                     1388  Broadway  1 

Chicago.  111.                        Catalogue                  New  York,  N.  Y.  a 

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is  turned  out  with  equal  care  in  our  shops.  The  orders  we  ftll 
diBer  only  in  magnitude:  small  orders  command  our  utmost  c»r» 
=  and  skill  Just  as  do  large  orders.  CAMERON  quality  applies  to 
i  every  coll  or  segment  that  we  can  make,  as  well  as  to  every  com- 
i  mutator  we  build.  That's  why  so  many  electric  railway  mea  raiy 
E         AtMOlutely  on  our  name. 

I  Cameron  Electrical  Mfg.  Co.,  Ansonia,  Connecticut 

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S8 


Electric    Railway    Journal 


March  10,  1923 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Page 
A 

Ackley  Brake  &  Supply  Corp.  .  .  35 

Allis-Chalmers  Mf?.  Co 30 

Allison  &  Co.,  J.  E 20 

Amer.    Brake   Shoe  &  Fdy.    Co.  .  33 

American  Car  Co 39 

American    Electrical     Works.  ...  29 
American    Rattan    &    Reed   Mfg. 

Co 32 

American   Steel   &  Wire  Co 27 

Anaconda  Copper  Mining:  Co.  .  .  28 

Anderson  Mfg.  Co..  A.  &  J.  M.  28 

Andrew  Sangster  &  Co 21 

Arelibold-Brady    Co 21 

Arnold  Co..  Tlie 20 

B 

Babcock  &  Wilcox  Co 30 

Baldwin    Locomotive    Works ....  20 

BarbourStockwell  Co 29 

Bates  Expanded  Steel  Truss  Co.  27 

BeckwithCha:Hller    Co 32 

Beeler.  John   A 20 

Bell  Lumber  Co 38 

Bemis  Car  Truck  Co 38 

Bibbins  J.  Rowland 21 

Bonney-Vehslage  Tool  Co 31 

Brill  Co..  J.  G 39 

Buckeye  Jack  Mfg.  Co 28 

Byllesby  &  Co..  H.  M 20 

C 

Cambria    Steel    Co 32 

Cameron  Electric  Mfg.  Co 37 

Carnegie   Steel   Co 28 

Chillingworth    Mfg.    Co 38 

Cleveland    Fare    Box    Co 31 

Collier.  Inc.,  Barron  Co 21 

Columbia  M.  W.  &  M.  I.  Co.  .  .  .  20 

Consolidated  Car  Fender  Co ...  .  38 

Consolidated  Car  Heating  Co ...  .  38 

Copper  Products  Forging  Co.  .  .  .  37 

D 

Day  &  Zimmerman  Co.,  Inc 20 

Differential  Steel  Car  Co 32 


Pag« 
E 

Earn,  Chas.  1 37 

Economy  Electric  Devices  Co.  .  ,  38 

Electric    Equipment    Co 33 

Electric  Railway  Equipment  Co.  29 
Electric    Railwaj-    Improvement 

Co 29 

Electric  Service   Supplies   Co..  .  .  11 

E-Z  Car  Control  Corp 21 

F 

Feustel.    Robt.   M 20 

Ford.  Bacon  &  Davis 20 

Ford  Chain  Block  Co 30 

"For  Sale"  Ads 33 

G 

Galena-Signal  Oil  Co 17 

General   Electric  Co 18,  B.  C. 

Gilbert  &  Sons.  B.  F.  Co 35 

Godwin    Co..    W.  S 28 

Gold  Car  Heating  &  Ltg,  Co ...  .  37 

Griflen    Wheel    Co 24 

H 

Hale   &  Kilbm"n  Corp 26 

•Help   Wanted"    Ads 33 

Hemphill  &  Wells 20 

Hey  wood- Wakefield    Co 37 

Hoist  Englehardt,   W 20 

Hubbard  &  Co 28 

I 

IndianapoMs  Switch  &  Frog  Co.  30 

Ingersoll-Rand   Co 35 

International    Creosoting   &   Con- 
struction Co 29 

Internationa]    Register  Co.,   The.  31 

International  :Steel  Tie  Co 9 

Irvington    Varnish    &    Insulator 

Co 19 

J 

Jackson.   Walter    20 

Jeandron.    W.  J 32 


Page 
K 

Kelly.   Cooke  &  Co 21 

Kerite  Ins.  Wire  &  Cable  Co ...  .    27 
Kuhlman  Car   Co 39 


Lapp.  Insulator  Co..  Ine 28 

Le  Carbone  Co 32 

Le  Grand,  Inc.,  Nic 31 

Lorain    Steel    Co 37 

M 

McGraw-Hill   Book  Co 23 

Marsh  &  Mc'Lennan    0 

Midvale  Steel  &  Ordnance  Co.  .  ,  33 

More-Jones   Brass   &  Metal  Co.  .  32 

Morganite    Brush   Co 23 

Morton  Mfg.  Co 38 

N 

Nachod  Signal  Co..  Ine 38 

Nashville    Tie   Co 28 

National   Brake   Co 19 

National  Pneumatic  Co..  Inc.  ...  15 

National   Railway  Appliance  Co.  30 

National    Tube   Co 8 

National    Vulcanized   Fibre  Co.  .  28 

New  York  Switch  &  Crossing  Co.  29 

Nichols-Lintem  Co 31 

Nuttall  Co.,  R.  D 24 


Ohio   Brass   Co. 
Ong.   Joe    R .  .  . 


Parsons.    Klapp,    Bnnckerhoff    & 

Douglas    30 

Percy    Mfg.    Co..    Inc 38 

Positions  Wanted   and    Vacant.  .    3.3 


Rail    Joint    Co 30 

Railway    Track -work   Co 23 

Railway    Utility    Co 37 

Ramapo  Ajax  Corp 38 


Page 

Richey.    Albert   S 20 

Robinson  Co..  Dwigbt  P 21 

Rwbllng's  Sons  Co..  John  A .  .  .  .    28 

Rome  Wire  Co 29 

Rooke  Automatic   Register  Co .  .    32 


Samson  Cordage  Works 31 

Sanderson  &  Porter 20 

Searchlight    Section    33 

Shaw.    Henry  M 28 

Silver  Lake  Co 32 

Smith  &  Co..  C.  E 20 

Smith  Heater  Co..  Peter 37 

Stafford      Roller      Bearing      Car 

Truck    Corp'n 35 

Standard  Underground  Cable  Co.    21 

Star   Bra.s8    Works    35 

Stone  &  Webster   30 

Stucki  &  Co..  A 38 


Texas  Co 14 

Thornton   Trolley    Wheel  Co....  32 

Transit    Equipment    Co 33 

Turnstile  Car  Co 25 


U.  S.  Electric  Signal  Co 28 

U.  S.  Graphite  Co 31 

Universal   Lubricating   Co 30 


Vacuum  Oil  Co Front  Cover 


W 


33 
39 


"Want"'  Ads 

Wason  Mfg.  Co 

Westinghouse  Elec.  &   Mfg.   Co 

2.4 
Westinghouse  Traction  Brake  Co.     5 

Wharton.  Jr.,  &  Co..   Wm 29 

White     Engineering    Corp..     The 

J.  G 20 

Wish  Servir*.  The  P.  Edw 31 

Wood  Co..  Chas.  N 28 


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STUCKI 

SIDE 
BEARINGS 


Northern     CEDAR    POLES    Western  \ 

We  guarantee  1 

All  grades  of  poles;  also  any  butt  treating  specifications      s 

BELL  LUMBER  COMPANY       | 

Minneapolis,   Minn.  | 

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PROVIDENCE        H-B 


FENDERS 


LIFE  GUARDS 


A.  STUCKI  CO.     i 

OUvar  Bide.         H 

Plttsbur(h,  Pa.     | 

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"Boyerized"  Products  Reduce  Maintenance      | 

Bemis  Trucks  Manganese  Brake  Heads  = 

Case  Hardened  Brake  Pins  li.angiiin-se  Transom   Plates  = 

Case  Hai-dencd  Bushings  Manganese  Bodv  Bushings  = 

Case  Hardened   Nuts  and   Bolts  Bronze  Axle  Bearings  = 

Bemis   Pins    are   absolutely   smooth    and    true    in   diameter.  We        = 

carry  40  different  sizes  of  case  hardener  pins  in  stock.    Samples         5 

furnished.    Write  for  full  data.  | 

Bemis  Car  Truck  Co.,   Springfield,  Mass.  £ 

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Gets  Every  Fare  I 

PEREY  TURNSTILES     I 
or  PASSIMETERS  | 

Cse   them    In    your    Prepayment   Areae    and         = 
Street  Cars  = 

Perey  Manufacturing  Co.,  Inc.      § 

30  Church  Street,  New  York  City  | 

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I         The  Consolidated  Car  Fender  Co.^   Providence,  R.  1.        | 

I         Wendell  &  MacDufiBe  Co.,  61    Broadway,   New   York        | 
^  General   bales  Agents  = 

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ELECTRIC  CAR  HEATERS 


THERMOSTATIC   CONTROL 


ELECTRO-PNEUMATIC 
DOOR  OPERATING  DEVICE 

ainiiiMituiitiiiiiiKitmiimiiiiiitiimiiiiiiHiimii" iHiiiniiiiiiiniitiiiittiiiiiitiiiitiiiiiiitiiitiiiiiiiiiiiiMi niitiriiiiiiiiiiiiiiiii: 


METER  THE  ENERGY  | 

that's  what  you  want  to  save  | 

Then   double  the   sirlrti   by    loipMting  can  oo  a   kllotratt-bour  = 

baiii   InitMd  ot  mUeaca  or  tlmfr-baaii.      Ask  for  data  | 

ECONOMY  ELECTRIC  DEVICES  COMPANY  i 

L.  E.  Gould,  37  W.  Van  Buren  St..  Chicago  | 

OEINERAL    AGENT:      Llnd    Aluminum    Field    Colli  = 

DISTRICT    AGENT**:    Teter    Smith    Heaters.    Woods    Lock    Till  = 

Fare   Boxei.   Bemis   Truck  Specialties.   Miller  TroI'»«  Shoea.  = 
iiMiiiiitiiiiiiiiiiiiiimiimiMiiiiiiiiiiitimiinuiMtiiiiimiiiiniiiiiiiiiiiiiiiiitimiiKimiiiiiHr    ?niiiniiniiitmHiiittiiiiimiiiiiiniMiiiiiriiiiriiiiitiMiiiiMiiiiiiiririiiiiiiiiiMiiiiiiriiifiiniiiiiiMiiiiiiiMiiiintiuiiiiiiiiiniiniiiiiiiiiiiMC 


SS  New  Users  in  the  Last  4  Months 

KASS  SAFETY  TREADS 

present  an  Unusual  Combination 

in  that  they  five  BETTER  RESULTS  AT  LESS  COST 
Manufactured  and  Sold  by 

Morton  Manufacturing  Company,  Chicago 


March  10,  1923 


Electric    Railway    Journal 


Birney  Safety  Car  at  Santa  Cruz,  Cal.  Built  by  the  American  Car  Co. 


Maximum  Economy 


The  large  number  of  Birney  Safety 
Cars  in  service  today  is  evidence  of 
their  success.  Over  3,600  cars  have 
been  built  by  us  for  service  on  over 
200  railways.  Their  introduction 
at  a  time  when  economical  operation 
and  increased  receipts  were  neces- 
sary proved  to  be  the  solution  of 
many  difficult  financial  problems. 

Today  the  Birney  Safety  Car  is  just 
as   capable   in    providing   the   most 


service  at  the  lowest  cost  as  it  was 
when  the  industry's  financial  pulse 
was  at  its  lowest  ebb. 

Figured  on  the  basis  of  its  seated 
passenger  load  the  Birney  Safety 
Car  is  the  lightest  car  yet  developed, 
and  consequently  the  maximum 
saving  in  power  and  maintenance  is 
worth  taking  advantage  of. 


The  J.  G.  Brill  Company 

Pmh-adel-pmia.  Pa 


American    Car    Co.    —        G.C.  Kuhlman  Car  Co. 

SXUOUIS      tSo  cl-evEUA~O.OMIO. 


Wason    Manf'c  Co. 

SPR  IMOFIEUO,  MASS. 


(^ 


Meet  These  Authorities 
On  Steel  Tie  Track  Construction 

AFTER  all,  those  who  k'^ow  the  economy  of  Steel  Tie  Con- 
•  struction  are  those  who  have  laid  it.  On  their  calm  and 
experienced  judgment,  as  it  is  displayed  in  their  re-orders,  we 
rest  our  case  with  you. 

The  figures  in  the  table  below  are  compiled  from  our  records  and  our  1923 
Order  File,  covering  a  few  representative  customers  who  have  placed  early- 
Spring  orders. 


General  Location  Property 

First 
Instal- 
lation 

Total  Mileage  of 

Twin  Tie  Track 

as  of  Dec.  1922, 

Miles 

1923 
Spring 
Order, 

Miles 

An  TnHiflnn  Tntenirhan  ComDanv                  .  .  . 

1911 
1913 
1915 
1915 
1917 
1917 
1918 
1921 
1922 

10 
20 
14i 

5.62 

44 

3 

2 

0.11 

2  38 

1   75 

A  Northern  Ohio  Comoanv       

3 

A  Southern  New  England  Company 

A  'M'assarhii'setts  Citv  Comoanv   

2.80 
0.50 

A  Southern  Colorado  Comoanv 

0.82 

0.75 

An  Eastern  Pennsylvania  Company 

A  Tidewater  Virginia  Comoanv      

3 
0.30 

A  New  York  Urban  Company 

3.75 

Our  sales  method  is  a  sincere  effort  to  co-operate  in  your  investiga- 
tion of  Steel  Tie  Construction  as  to  its  performance  and  cost  on 
other  properties  and  its  adaptability  to  your  local  conditions.  It 
will  be  a  pleasure  to  put  this  service  at  your  disposal. 

The  International  Steel  Tie  Company 
Cleveland,  Ohio 


Electric    Railway    Journal 


March  17,  1923 


Helpful  Hints  On  Maintenance 


ELECTRIC 


T^^^^-^' 


Railvoay 


Publications 


L  /'WESTINOHOUSEA  j 
kV     ELECTRIC    V^ 


Recognizing   the   great   importance  of   the   proper   maintenance 
of  electric  railway  systems,   the  Westinghouse  Company  issues 
numerous  publications  to  assist  railway  operating  men. 
The   illustrations  show   some  of   the   more   important   of   these 
publications,  as  follows: 

Electric  Railway  Equipment  illustrates  more  than  fifty  items 
of  electric  railway  equipment,  showing  the  important  features 
of  each  and  describing  and  recommending  maintenance  practice. 
Railway  Operating  Data  are  used  in  many  shops  as  text  books 
for  the  maintenance  of  electric  railway  equipment. 
Cars  and  Car  Equipment  is  a  reference  guide  in  the  selection 
of  car  designs  and  motor  and  control  applications. 
Westinghouse  Standard  600-Volt  Railway  Motors  is  of 
great  help  to  superintendents  of  equipment  in  selecting  from 
our  standard  line  of  motors  the  proper  equipment  for  new  or 
rehabilitated  cars. 

Part    Catalogues    illustrate    and    describe   every    part    of    the 
motor,  and  give  the  style  number  and  other  information  neces- 
sary in  ordering  renewal  parts. 
Railway  Motor  Leaflets  show 
the  rating,  application,  perform- 
ance curve,  and  outline  dimen- 
sions of  a   specific   motor,  illus- 
trating  and   describing   the  im- 
portant parts.  /         /      '"""W^f 


Wi 


Westinghouse 
Electric  &  Manufacturing  Co., 
East    Pittsburgh,  Pa. 


^Os.. 


'^"v.a,. 


"o;/. 


"^y^o, 


iM,^*-'^'- 


jOt-C 


'^Z^.^k ' 


Westinghouse 


Vol.  61,  No.  11 


New  York,  March  17,  1923 


Pages  435-502 


HENRY  H.  NOBRIS 

Engineering  Editor 

lilORRIS  BICK 

Associate  Editor 

C.  W.  SQUIEB 

Associate  Editor 

CARLW.  STOCKS 
Associate  Editor 

G.  J.  MacMURBAY 
News  Editor 

JOHN  A.  MILLER,  Jr. 

Editorial  Assistant 


Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


S.  A.  BOWERS 
Padflo  Coast  Editor 
Rialto  Bldg.,  San  Francisco 
H.  S.  KNOWXTO.V 
New  England  Editor 
Tremont  Uldg.,  Boston 
MERRILL  a.  KNOX 
Editorial  Assistant 
Old  Colony  Bldg.,  Chicaio 
PAUL  WOOTON 
Washington  Representative 
Colorado  Bldg. 

HAROLD  V.  BOZELL 
Consulting  Editor 


CONTENTS 

Editorials    435 

Power  Generation  Costs  Reduced  35  per  Cent 438 

BT    D.     E.     DRfEN. 

Piece-Work  System  in  Car  Maintenance 443 

Methods  and  Equipment  for  Remoying  Wheels ........  447 

Bt  C.  W.  Sqiier. 

The  Power  Distribution  System  and  Its  Maintenance. . .  .453 

By   M.    B.   Rosevear. 

Track   Machinery   in   Boston 458 

Chrome-Nickel  Steel  in  Special  Work 461 

By  F.  G.  Hibbard. 

Signal  Maintenance  on  an  Oregon  Railway 468 

By  H.  J.   Charters. 

Maintaining  Dielectric  Strength  of  Transformer  Oil.... 471 

Individual  Motor  Drive  Improves  Shop  Efficiency 475 

By  H,  J.  Rice. 

Automatic  Substation  Experience  in  Cleveland — III ....  477 

By   L.    D.   Bale. 

Readers'   Forum    480 

Equipment  Maintenance  Notes   481 

New  Apparatus  Available   486 

News  of  the  Industry   4,89 

Financial  and   Corporate    493 

Traffic  and   Transportation    497 

Personal  Mention   499 

Manufactures  and  the  Markets 501 


McGraw-Hill  Co.,  Inc.,  Tenth  Ave.  at  36th  St.,  New  York 

JammH   MoOraw,  Prealdwit  Cabla  Addreas :    ■■Machinist.  N.  T." 

AJITIIDB  J.  BiLDWlK,  yUa-Piesldeot  Publlshera  of 

Makjolm  Mom,  Vloa-Prealdeot  puoiisnora  or 

B.  J.  MzHasH,  VIce-Prealdmt 

Mason  Bbittoic,  Vle»-Pr«aI(J«M 

O.  D.  STBBKT,  VIc**Pr«aId«ol 

Jahk  H.  Mt^RAW,  Jr.,  See.  and  Tnu. 


»13 


WASHtMOTOir ; 

Colorado  Bulldlix 
Cbioaoo: 

Old  Colony  Building 
Philadelphia: 

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BnffinMTinff  Nmea-Bteard 

American  MaeMMH 

Pouotr 

CHamicot  «td 

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Coal  Ae« 

Biwineerinff  amd  UMng  Jomnai-Preu 

Inotnitria  Intmnacional 

But  Trantpcrtation 
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(PuHiaketf  *■  Ban  n-onoUeo) 

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(PuUUhei  in  CMtKVc) 

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Bditiim 

(PaHUked  in  L<mivn) 


This  Issue 

Illustrates  the  Scope 

of  Maintenance 


MAINTENANCE  is  one  of  the 
biggest  problems  of  any  electric 
railway.  Every  phase  of  it  must  be 
handled  well  to  keep  the  wheels  turn- 
ing. Realizing  this  our  annual  main- 
tenance number  is  planned  to  appeal 
to  a  wide  class  of  readers.  Two  arti- 
cles on  track  maintenance,  one  on  line, 
three  on  equipment,  and  three  on 
p>ower  comprise  the  main  section  of 
the  paper.  In  addition  there  are  in 
our  regular  departments  eight  pages  of 
shorter  maintenance  items  and  shop, 
track  and  line  kinks. 

Nearly  a  quarter  of  all  a  railway 
spends  is  for  maintenance,  so  that  the 
importance  of  keeping  down  costs  can- 
not be  overlooked.  Improvements 
such  as  those  described  in  this  issue 
point  direftly  to  better  efficiency, 
which  in  turn  means  reduced  costs. 
While  the  busy  railway  man  may  pay 
greatest  attention  to  those  articles 
dealing  with  his  own  department,  he 
will  find  many  other  ideas  in  this  issue 
that  can  be  applied  to  his  work.  The 
advertising  pages  also  hold  practical 
suggestions  displayed  so  effectively 
that  they  are  as  instructive  as  the  text 
pages.  We  cannot  urge  too  strongly 
that  in  this  day  of  inflated  costs  advan- 
tage should  be  taken  of  the  experience 
of  others  in  ways  of  reducing  costs, 
such  as  presented  in  the  two  hundred 
twenty-odd  pages  of  this  issue — a  book 
on  maintenance  in  itself. 


Circulation  of  this  issue,  7,000         Advertising  Index — Alphabetical,  160;  Classified,  154-158;  Searchlight  Section,  150-153 


Electric    Railway    Journal 


March  17,  1923 


MAINTENANCE 

Its  Importance 


The  successful  and  profitable  oper- 
ation of  an  electric  railway  system 
depends  largely  upon   the  proper 
maintenance    of    its    shops;       its 
rolling  stock;  its  line  and  track;  its 
power  house,  and  its  substations. 

No  one  department  is  independent 
of  the  others — each  forms  a  link 
in   the   chain   that   maintains   the 
operating  efficiency  of  the  system. 
A  weak  link  may  mean  an  inter- 
ruption to  service,  causing  a  loss 
to  the  road  and  dissatisfied  patrons 


It     is,     therefore,     manifest     that 
reliability  and  durability  should  be 
the  principal  considerations  when 
purchasing  renewal  parts  and  other 
apparatus    entering    into    mainte- 
nance.     Ultimate   cost,    not   first 
cost,  should  be  the  keynote  when 
making  purchases. 

A    brief   description   of   what    the 
Westinghouse  Company   is  doing 
to  assist  in  efficient  electric  railway 
maintenance  is  given  on  the  pages 
following. 


Westinghouse  Electric  8C  Manufacturing  Company 
East  Pittsburgh,  Pa. 

W^stin^ouse 


March  17,  1923 


Electric    Railway    Journal 


TypeSK.  Motor 


Bearing  Bracket 


Armature  Coil 


Shunt 
Field  Coil 


The  maintenance  of  an  electric  rail- 
way system  centers  principally  in  the 
shop.      How   quickly   and   efficiently 
repairs    to    rolling    stock    are    made 
depend  upon  the  quality  of  the  shop 
equipment,  and  how  well  the  equip- 
ment is  maintained. 

Westinghouse  Type  SK  Motors  and 
Magnetic  Control  will  be  found  most 
reliable  and  efficient  for  driving  wheel 
lathes,  reversing  planers,  drill  presses 
and  other  machine  tools  in  the  shop. 

For  many  repair  jobs  a  Westinghouse 
Arc    Welding    Equipment    will    save 
time  and  money.    Some  of  the  many 
possibilities    where    electric    welding 
can    be    used    to    advantage    are    in 
repairing  truck  frames;  brake  hang- 
ers;   journal    boxes;    resistors:    draw- 
heads  and  underframing;  loose  bearing 
dowels;  worn  axles,  broken  armature 
shafts;     broken     and     worn     motor 
frames;  axle  brackets ;  damaged  pinion 
fits  of  shafts,  etc. 

Electric    ovens    for    the    baking    of 
armatures,  commutators,  etc.,  are  a 
shop  necessity,  and  electric  solder  and 
electric  glue  pots  should  also  be  a  part 
of  every  shop  equipment.     All  this 
apparatus   is    manufactured    by    the 
Westinghouse  Company. 


Portable  ArcWeldingSet 


Westinghouse 


Electric    Railway    Journal 

On  The  Car 


March  17,  1923 


No.532  Motor 


Brushholder 


ArmatuneCoil  Complete  Armature 


Main  Field  Coii 
and  Pole 


Two  fundamental  requirements  in  the 
upkeep  of  electric  railway  motors  are, 
first,  a  definite  program  of  systematic 
inspection    and,    second,    a   complete 
stock  of  renewal  parts. 

The  first  will  tell  when  a  motor  needs 
attention,  the  second  makes  possible 
proper  rehabilitation  of  the  motor. 

The  wisdom  of  using  only  Westing- 
house    Renewal    Parts    to    maintain 
Westinghouse  motors  is  evident.    All 
the  renewal  parts  such  as  armature 
and  field  coils,  armatures,  commuta- 
tors, brushholders,  bearings  and  other 
parts  entering  into  the  construction 
of  the  motor,  are  the  exact  duplicates 
of  those  used  in  building  the  complete 
motor.   They  are  made  with  the  same 
skilled  workmanship  and  of  the  same 
high-grade    material,    and    with    the 
same  tools. 

Every  car  should  be  provided  with 
adequate  protection  against  lightning. 
Westinghouse      MP      Multi   -    Path 
arrester,     the     type     K-3     condenser 
arrester  and  the  type  AR  electrolytic 
arrester     provide     cimple     protection 
according  to  the  requirements.   When 
the   conditions   are  severe,   Westing- 
house Tyjse  1 9  Choke  Coils  should  be 
used  in  connection  with  the  arr asters. 


Commutator 


Resistor  Grid 


Westinghouse 


March  17,  1923 


Electric    Railway    Journal 


QnTheLine  and  Track 


Type  ELTrolley  Ear 


Cleveland  Splicer 


Permanency  of  the  overhead  Une  con- 
struction is  an  absolute  requirement  in 
the   efficient   operation   of   any   electric 
railway  system.     High  rate  of  accelera- 
tion and  shock  loads  must  be  reckoned 
with  if  continuity  of  operation  is  to  be 
assufed. 

Westinghouse    line    material    will    keep 
your  overhead  lines  in  good  condition. 
It  is  designed  for  the  severest  service  and 
can  be  relied  upon  to  stand  the  stram 
where    traffic    is    heaviest.       Wherever 
difficult  line  problems  are  encountered, 
such  as  reverse  curves,  or  long  stretches 
of        accurately        aligned        overhead, 
Westinghouse    Cleveland    Splicers    and 
Westinghouse  suspensions  and  ears  give 
the  maximum  wear  and  reliability.   This 
applies  equally  to  Westinghouse  Trolley 
Frogs,  crossings,  section  insulators,  and 
all  other  items  used  in  the  construction 
and  maintenance  of  overhead  lines. 

The  Westinghouse  Arc  Welding  Equip- 
ment is  an  essential  and  economical  tool 
in  maintaining  the  track  system,  such  as 
building   up   material   on   cupped   rails, 
worn  frogs  and  crossings  at  points  sub- 
jected to  rapid  local  wear.      It  is  also 
used  in  rail  bonding,  and  welding  fish- 
plates to  the  rails. 


Type  KB  Section  Insuleitor 


■^^H    ^^^H     ^^_  ^_  Type  B-1  Suspension  f^m 

Westinghouse 


Electric    Railway    Journal 


March  17,  1923 


LiThe  Potcer  House 


U^ 

.^flv4  4^*^  :^f4fc^^^^ 

ppsp 

■a^l^MMMtt 

«— 1 

Perhaps  the  most  important  Hnk 
in  the  chain  of  the  electric  railway 
system,  is  the  p>ower  source — the 
power    generating    station,    upon 
which  the  operation  of  practically 
the  entire  system  depends. 

It  therefore  behooves  the  electric 
railway  company  to  guarantee  the 
reliability    of    its    service    to    the 
public   by   exercising   the   utmost 
care    in    the    selection    of    power- 
house equipment. 

It    is    a    demonstrated    fact    that 
Westinghouse    turbine   generating 
equipments  and  Westinghouse  con- 
densers pKjssess  a  degree  of  relia- 
bility surpassed  by  none.    Upkeep 
is  extremely  low.    The  efficiency  is 
high. 

Mechanical     stoking     is     another 
important  means  of  reducing  the 
power-house    maintenance. 
Westinghouse  mechanical  stokers 
are   recommended  as  a   means  of 
increasing    combustion    efficiency, 
and    consequently    materially    re- 
ducing coal  bills. 


WestinghouseUnderfeed  Stokers 


Westinghouse 


March  17,  1923 


Electric    Kailwatc    Journal 


In  The  Substation 


Acrtomatic  Substation 


In  congested  metropolitan  dis- 
tricts where  traffic  is  heaviest,  as 
well  as  in  sparsely  settled  neigh- 
borhoods,   Westinghouse   Auto- 
matic Railway  Substations  have 
a  demonstrated  universal  appli- 
cation. 

This  equipment   is   "always  on 
the  job.  "      Only  an  occasional 
inspection  is  required.     It  auto- 
matically   operates     to    supply 
power   upon   demand   and   cuts 
down    the    supply    as    require- 
ments diminish. 


VESTINCHOUSEl 
ELECTRIC 


yi^ 


Not  only  does   this  equipment 
reduce   overhead   costs,    but    it 
greatly  improves  the  service  and 
assures  continuity  of  operation. 
Since  the  very  beginning  of  the 
electric    railway    industry    few 
improvements      have      effected 
such  economies  and  betterment 
of  service  as  has  the  Automatic 
Substation. 


Westinghouse  Electric  8C  Manufacturing  Company 
East  Pittsburgh,  Pa. 

W^stin^ouse 


10 


Electric    Railway    Journal 


March  17,  1923 


Reducing 

Railroad 

Maintenance 

Electric  railroad  executives  are  taking  great  interest  in 
Westinghouse  Automatic  Sub-Station  Switching  Equip- 
ment as  a  way  to  reduce  excessive  operating  costs. 

Perhaps  the  most  important  advantage,  in  addition  to 
labor  economy,  is  the  absolutely  reliable  protection  given 
to  expensive  equipment  and  to  service  by  automatic 
operation. 

Since  Westinghouse  Automatic  Switching  Equipment  is 
combined  into  a  unit  Switchboard,  practically  all  wiring 
is  done  at  the  factory,  thereby  reducing  installation  costs 
to  an  absolute  minimum. 

Write  for  Leaflet  3998. 

Westinghouse  Electric  &  Manufacturing  Company 
East  Pittsburgh,  Pennsylvania 

Westinghouse 


March  17,  1923 


Electric    Railway    Journal 


11 


Easy  to  "^et  at'* 


THE  ready  accessibility  to  all  parts 
is  one  of  the  most  marked  advan- 
tages of  Westinghouse  DH  "Bunga- 
low" Compressors. 

Your  inspectors  find  DH  Compressors 
so  easy  to  "get  at"  that  a  high  state  of 


efficiency,   with   minimum   effort   and 
expense,  is  always  assured. 

Three  sizes— 10,  16  and  25  cu.  ft.  dis- 
placement.   Have  you  seen  Publication 

2016? 


Westinghouse  Traction  Brake  Company 

General    Offices    and    Works:      Wilmerding,    Pa. 


B^8ton.  Mass. 
Chicago.  111. 
Columbus.  Ohio 
Denver.  Colo. 
Houston,  Tex. 


OFFICES : 

Los  An^e!es 
Mexico  City 
St.  Louis  Mo. 
St.  Paul.  Minn. 


New  York 

Pitteburirh 

Washington 

Seattli- 

San  Francisco 


WESriNGHOUSETRACTIOHBRiiKES 


12  ..  Electric    Railway    Journal  March  17,  1923 


The  Secret  of 

the  SAFETY  CAR 


Earns  More  by  Saving  More 


THE  great  earning  power  of  the  Safety  Car  is  based 
on  its  ability  to  save.    Among  the  chief  factors  in 
this  respect  is  the  reduction  in  platform  expense. 

The  saving  is  not  achieved  by  any  sacrifice  of  service. 
In  fact,  the  public  has  come  to  regard  "Safety  Car 
service"  as  distinctive  of  the  best  that  can  be  offered. 

You  can  enjoy  the  advantages  of  the  Safety  Car  either 
by  adopting  new  cars  of  the  standard  type  or  converting 
existing  "two-man"  cars,  and  in  either  case  you  will 
find  complete  satisfaction  in  the  use  of  our  Air  Brake 
and  Safety  Car  Control  Equipment. 


SafetyCar Devices  Cot 

OF  St.  Louis,  Mo. 
Postal  and  Olographic  Address: 

WiLMERDING,  PA. 

CHICAGO     SAN  FRANCISCO    NEW  YORK    'WASHINGTON    PITTSBURGH 


It  is  not  a  safety  ear  unless  equipped  with  our  stand- 
ard    Air     Brake     and     Safety     Car     Control     Devices. 


March  17,  1923 


Electric    Railway    Journal 


IS 


GOING  STRONG 

ALUMINUM  FIELD  COILS 


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  an 
integral  part  of  the  conductor — which, 

Let  us  quote  you  prices  and 


Longer  Life  Less  Weight 

Same  Field  Strength 

Less  Terminal  Trouble 
Quicker  Conduction  of  Heat 
Less  Affected  By  Moisture 

means,  that  these  coils  are  less  affected 
by  heat  and  moisture,  and  since  there 
is  no  cotton  insulation  to  char  or  bake 
out  shorted  fields  are  practically 
eliminated. 

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. 


answer  detailed  questions 


Economy  Electric  Devices  Company 

General  Sales  Agent* 

Sangamo  Economy  Railway  Meter 

L.  E.  GOULD,  President 

1592  Old  Colony  Building,  Chicago 


Lind  Aluminum  Field  Coils 


14 


Electric    Railway    Journal 


March  17,  1923 


Equipment  and  materials  \vith  the 


Car  Equipment 

Line  Material 

Rail  Bonds 

High  Tension 
Insulators 


fS^Sf 


The  Ohio 


Mansfield, 


Brass 


Co. 


Ohio.U.SA. 


Hew  York     Philadelphia     Pittsburgh     Charleston.W.Va.     Chicago     Los  Angeles      San  Francisco      Paris.  Franc* » 
fWifctrte:   Trolley  Mat«rial.    Rail  Bonds.    Electric  Railway  Car  Equipmerrt.    High  Tension  Porcelain  Insulators.    Third  Rail  Insuf 


March  17,  1923 


Electric    Railway    Journal 


16 


mark  reduce  maintenance  costs 


Measure  the  results  in  ultimate  expense 

Not  by  first  cost  alone,  nor  unsupported  claims,  nor  yet  by 
the  occasional  record  of  a  single  part,  but  by  the  long-run 
average  of  the  final  aggregate  figures  of  life  and  cost,  is 
determined  the  best  equipment  to  use. 

Behind  every  piece  of  material  furnished  with  the  O-B 
mark,  is  the  reputation,  the  standing  and  the  experience  of 
a  concern  which  has  been  serving  electric  railways  since 
the  advent  of  the  first  electric  railway  cars.  Among  our 
hundreds  of  regular  customers  are  many  of  the  largest 
companies  which  were  pioneers  in  the  history  of  the 
industry.  If  we  can  satisfy  them,  we  can  satisfy  you.  Just 
as  they  have  found  that  they  can  figure  on  greater  savings 
and  utmost  service  with  O-B  Equipment — so  also  can  you. 


Ask  for  I ro  quotations  on  every  order! 


The  Ohio  (^  Brass  <^° 


Mansfield 


Ohio.U.S.A. 


^s& 


New  York     Philadelphia     Pittsburgh     Charleston.  W.Va.     Chicago     Los  Angeles     San  Francisco      Paris,  France 
ProducU:    Trolley  Material.    Rail  Bonds.    Electric  Railway  Car  Equipment.    High  Tension  Porcelain  Inaulators.    Third  Rail  Insulator^ 


16 


Electric    Railway    Journal 


March  17,  1923 


jaBjaiffl3IMHSISI5IH13I3MSMSISiaifflHfflaMSI3ISI21SSI3JfflfflMMaiMM3l3l5I3l3^ 

Maintenance  of  intangibles 


Maintenance  of  equipment,  way,  overhead  lines  and 
power  plants  is  only  part  of  the  maintenance  job. 


To  maintain 

Schedules 


IZE 


Doors  and  steps  operated  by  quick-acting, 
tireless  pneumatic  door  engines  save  several 
seconds  at  every  stop.  With  five  or  six  stops, 
per  mile,  these  seconds  very  quickly  add  up 
into  minutes  on  every  trip. 

To  maintain 

Good  Will 


IZ£ 


Faster  service  with  fewer  delays,  means  better 
satisfaction  to  the  public,  and  a  contented 
public  though  intangible  is  a  more  valuable 
asset  than  any  amount  of  physical  property. 

National  Pneumatic  Company,  Inc. 

Designers,  Builders  and  Installers 

Door  and  Step  Control  Door  and  Step  Operating  Mechanisms 

Motorman's  Signal  Lights  Safety  Interlocking  Door  Control 

Multiple  Unit  Door  Control 

Principal  Office:  50  Church  St.,  New  York 

Philadelphia — Colonial  Trust  Bldg.       Chicago — McCormick  Building 
Works — Rahway,  New  Jersey 

Manufactured  in  Canada  by 
Dominion  Wheel  &  Foundries,  Ltd.,  Toronto,  Ont. 

aisisisi5iaiaiaisisEiai5i5isiBiaisisiaiaiai3iaisiai3iajsia3j5Ms^^ 


March  n,  1923  Electric    Railway    Journal  17 

cuts  those  tangible  expenses 


There's  even  more  profit  in  maintaining  your 
valuable  intangible  assets. 


To  maintain 

Safe  Operation 


IZ£ 


Accidents  of  the  "boarding  and  alighting" 
class,  have  been  practically  eliminated,  where 
platform  entrances  and  exits  are  protected  by 
pneumatically-operated  doors  and  steps,  inter- 
locked with  car  control  and  emergency 
devices. 

To  maintain 

One-Man  Efficiency 


IZE 


Fatigue,  that  enemy  of  efficiency  and  so  often 
the  occasion  of  accidents,  is  minimized  when 
the  one-man  car  operator  is  aided  by  National 
Pneumatic  time-saving,  labor-saving,  econ- 
omy-producing devices. 

National  Pneumatic  Company,  Inc. 

Designers,  Builders  and  Installers 

Door  and  Step  Control  Door  and  Step  Operating  Mechanisms 

Motorman's  Signal  Lights  Safety  Interlocking  Door  Control 

Multiple  Unit  Door  Control 

Principal  Office:  50  Church  St.,  New  York 

Philadelphia— Colonial  Trust  Bldg.       Chicago— McCormick  Building 
Works— Rahway,  New  Jersey 

Manufactured  in  Canada  by 
Dominion  Wheel  &  Foundries,  Ltd.,  Toronto,  Ont. 


EiaBEiaasiaaiasJSiajsisEisiajBiaEiaisMSiBjaiaiaisMSiSii 


18 


Electric    Railway    Journal 


March  17.  1923 


UST  of  MEMBERS 

Each  has  subscribed  to 
and  is  maintaining  the 
highest  standards  of 
practice  in  its  editorial 
and  advertising  service. 


Advertising-  and  Selline 
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Architectural   Review 
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Director 
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Dealer 
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Journal 
Architectural  Record 
Automobile  Dealer  and 

Repairer 
Automobile  Journal 
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Baker's  Helper 
Baker's  Weekly 
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Recorder 
Brick  and  Clay  Record 
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Building  Supply  News 


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Daily  Metal  Trade 

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Dry  Grooda  Economist 

Drygoodsman 

Dry  Groods  Reporter 


Electric  Railway 
Journal 

Electrical 

Merchandising' 

Electrical  Record 

Electrical  World 

Embalmers'   Monthly 

Engineering  and 

Mining   Journal-Presa 

Engineering  News- 
Record 


Factory 

Farm  Implement  News 

Fire  and   Water 

Engineering 
Foundry   (The) 
Furniture  Manufacturer 

and  Artisan 


Garment  Weekly  (The) 
Gas  Age-Record 
Good  Furniture 

Magazine 
Grand  Rapids  Furniture 

Record 


BUYING 

as  affected  by 

SELLING 

IT  IS  to  your  interest  to  know  that  goods 
are  well  sold,  as  well  as  well  made. 
You  have  to  pay  the  cost  of  selling  just  as 
you  have  to  pay  for  the  cost  of  manufac- 
turing. Think  it  over. 

And  the  cost  of  selling  is  no  small  item. 
In  some  cases  it  costs  more  to  sell  goods 
than  to  make  them.  The  seller  who  clings 
to  antiquated,  expensive  methods  of  sell- 
ing is  no  more  entitled  to  your  patronage 
than  the  one  who  runs  an  out-of-date  fac- 
tory, because  you  have  to  pay  the  addi- 
tional costs  in  either  case. 

If  the  waste  is  to  be  squeezed  out  of  sell- 
ing, the  buyer  cannot  escape  a  share  of  the 
responsibility  in  bringing  it  about. 

THIS  means  recognizing  the  efforts  of 
those  sellers  who  have  adopted  moderp, 
economical  methods  of  selling,  and  one  of 
these  beyond  any  question  is  good  adver- 
tising in  good  Business  Papers. 

Advertising  not  only  cuts  the  cost  of 
selling,  but  it  increases  production  volume 
and  lowers  manufacturing  costs.  It  stand- 
ardizes quality,  and  is  a  guarantee  of  good 
faith. 

You  are   invited  to   consult   us   freely   about 
Business  Papers  or  Business  Paper  Advertising 


UST  of  MEMBERS 
(continued) 

Haberdasher    (The) 
Hardware  Age 
Hardware  &  Metal 
Heating  and  Ventilating 

Magazine 
Hide  and  Leather 
Hospital  Management 
Hotel    Monthly 
Hotel  Review 


Illustrated  Milliner 
Implement  &  Tractor 

Trade  Journal 
Industrial  Arts 

Magazine 
Industrir!  Engineer 
Inland  Printer 
Iron  Age 
Iron  Trade  Review 


Lumber 

Lumber  World  Review 


Manufacturers'  Record 
Marine  Ehigineering  & 

Shipping  Age 
Marine  Review 
Millinery  Trade  Review 
Mill  Supplies 
Modern  Hospital  (The) 
Motor  Age 
Motorcycle  and 

Bicycle  Illustrated 
Motet  Truck 
Motor  World 


National  Builder 
National  Cleaner  & 

Dyer 
National  Laundry 

Journal 
National  Miller 
National  Petroleum 

News 
Nautical  Gazette 
Northwest  Commercial 

Bulletin 


Oil  News 

Oil  Trade  Jotimal 

Power 

Power  Boating 

Power  Plant 

Engineering 
Printers'  Ink 
Purchasing  Agent 


Railway  Age 
Railway  Electrical 

Engineer 
Railway  Engineering  A 

Maintenance 
Railway  Mechanical 

Engineer 
Railway  Signal 

Engineer 
Retail  Lumberman 
Rock  Products 
Rubber  Age 

Sanitary  &  Heating 

Engineering 
Shoe  and  Leather 

Reporter 
Shoe  Retailer 
Southern   Engineer 
Sporting  Goods  Dealer 

Tea  and  Coffee  Trade 

Journal 
Textile  World 

Welding  Engineer 
Western  Contractor 
Wood- Worker  (The) 


THE  ASSOCIATED  BUSINESS  PAPERS,  Inc. 

JESSE  H.  NEAL,  Executive  Secretary 
HEADQUARTERS:  220  West  42nd  STREET  NEW  YORK  CITY 


Lightnind  Protection 


Beat  that  Bolt  of 
Lightning  with 

KEYSTONE 

^  Expulsion 
Arresters 


THERE  is  a  great  deal  of  experimental  work  being  done  which  is  contin- 
ually sustaining  the  now  recognized  correct  method  of  installing  lightning 
arresters.  By  the  older  method,  lightning  arresters  were  installed  at 
intervals  of  approximately  every  half  mile  on  primary  distribution  circuits, 
which  did  not  in  any  manner  afford  adequate  protection  to  apparatus,  partic- 
ularly transformers.  By  the  new  method  of  installing  lightning  arresters, 
which  is  for  simplicity  called  "100%  Protection",  every  transformer  irrespective 
of  capacity,  is  protected  with  an  efficient  lightning  arrester  installed  preferably 
on  the  transformer  pole.  Only  by  such  a  method  can  adequate  lightning 
protection  be  secured. 

Wherever  used,  "100%  Protection"  has  been  found  to  result  in  a  tremendous 
reduction  of  transformer  burnouts  and  blown  primary  fuses. 

Keystone  Expulsion  Arresters  being  designed  especially  for  use  where  "100% 
Protection"  is  followed,  incorporate  these  desirable  features:— highly  efficient 
electrically;  reasonable  in  first  cost;  allow  of  easy,  cheap  and  quick  installation; 
require  a  minimum  of  inspection.  They  are  heartily  recommended  for  this 
service.  Thousands  are  now  in  use  giving  wonderfully  efficient  and  economical 
protection. 

In  conjunction  with  the  general  use  of  Expulsion 
Arresters,  Garton-Daniels  Lightning  Arresters  should  be 
used  in  special  installations  for  the  protection  of  large  and 
important  line  transformers  and  for  station  apparatus. 

Both  Keystone  and  Garton-Daniels  Arresters  are  uncon- 
ditionally guaranteed  for  one  year's  service. 
Write  for  Bulletin  No.  189. 

SOLD  BY  JOBBERS  THE  WORLD  OVER 


"m  for  Real 
ightning 
Protection, 
believe  me! 


Keystone  Expulsion  Typ* 
Lightning  Arrester 


Garton-Daniels  High 

Voltage  Choke 

CoU 


Garton-Daniels  High 

Voltage  Disconnecting 

Switch 


Garton-Daniels 

D.C.  Pole  Arrester 

Door  Removed 


Garton-Daniels  A.  C. 
Station  Arrester 


*  Electric  Service  Supplies  Co. 
1 1 1 1 1 1  i  uiiiiiaiiiiiiiiii. 1 1 1 1 1 


i 


List  o^ 
ProductSj 

Keystone  Expulsion  Arresters 

Keystone  Triangle  Arms 

Garton-Danieis  Arresters 

Disconnecting  Switclies 

Never-Creep  Anchors 

KeystoneTrussPins 

Lock  Insulators 

Choke  Coils 

i 


Hie  Home  of  * 

^  Keystone  Products 


WMmi 


and  Transmission 
LmeMaterial 


T!i 


I 


Catalog  No.  8 

is  now  on  press 

Write  for  your 

copy 

Electric  Service  Supplies  Co. 

Manufacturer  of 

Railway,  Mining   and  Industrial 

Electrical   Supplies 

Sales  Offices  and  Warehouses: 

PHILADELPHIA,  17th  and  Camhria  Sts. 
CHICAGO,  Monadnock  Building 

Branch  Sales  Offices: 

NEW  YORK  SCRANTON 

BOSTON  ATLANTA 

PITTSBURGH 


March  17,  1923 


Electric    Railway    Journal 


21 


MOLLOWSPii 


m 


i 


Trolleif   Poles 


THE  aesthetic  effect  of  an 
ornamental  street  light- 
ing installation  is  largely  lost 
if  other  poles  are  allowed  to 
remain  in  the  street.  When 
trolley  supports  must  be  pro- 
vided, a  most  satisfactory  solu- 
tion can  be  found  in  the  rein- 
forced concrete  pole,  which 
meets  every  requirement  of 
appearance,  and  when  made 
by  the  Hollowspun  process, 
has  ample  strength. 


On  account  of  bad  spacing, 
the  poles  illustrated  above,  in, 
West  AUis,  Wis.,  were  actually 
built  to  withstand  a  strain  of 
two  tons  applied  at  a  point  21 
ft.  above  the  ground.  The 
practical  indestructibility  of 
these  poles  made  possible  other  - 
unusual  features  in  this  instal- 
lation, fully  described  in  our 
"Hollowspun  Standard"  No.  7. 
A  copy  will  be  sent  on  request. 


MASSE^r  CONCRETE  PRODUCTS  CORPORAnON 

Peoples     Gas      Bixildin^ftj    Clnica 


m 


6° 


22 


EiiECTRic    Railway    Journal 


March  17,  1923 


7 


LOOK! 


I 


r  LOOK! 


TEXARKANA  TEXAS> 


) 


The  I.  C.  C.  Co.  Dating  Nail 


Full  Value 
for  your  Tie  Dollar 

WHEN  you  receive  International  Treated  Ties  you  get 
full  value  for  your  tie  dollar.  The  Ties  are  hewed  from 
sound,  selected  timber  to  resist  mechanical  wear,  treated 
effectively  to  resist  decay  and  give  long  life,  graded  accurately 
and  marked  permanently,  all  of  which  serve  to  guarantee  that 
the  railroad  company  receives  exactly  what  it  specifies  and  pays 
for. 

Reflect  for  a  moment  upon  the  tremendous  significance  of  the  con- 
centration of  hundreds  of  thousands  of  these  ties  in  our  tie  yards  and 
the  dollar  and  cents  value  to  you  of  our  "Ship  today"  service  from 
stock  of  such  high  grade  standard  ties. 

Our  prices  are  right.  Our  service  is  prompt  and  we  stand  ready  to 
prove  it.  Every  tie  is  permanently  identified  as  an  International 
Product  by  the  International  Dating  Nail. 

L«t  lu  qaot«  on  yottr  tie  requirementB. 

International  Creosoting  &  Construction  Co. 

Main  Office:    Galveston,  Texas 

Plants :      Texarkana,  Texas      Beaumont,  Texas 
Galveston,  Taxaa 


March  17,  1923 


Electric    Railway    Journal 


28 


Uninterrupted  Service 

ANACONDA  Trolley  Wire  is  made  from  Anaconda 
^  Copper  99.95%  pure.  A  Single  organization  is 
responsible  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 


24 


Electric    Railway    Journal 


March  17,  1923 


You  can  get the  right  goods 

prompt  shipments 
quick  deliveries 

from  the 
Western  Electric  Company 


March  17,  1923 


Electric    Railway    Journal 


Poles  and  Line  Material 

Everything  electrical  to  construct  and  maintain  your  lines — that  is 
what  we  offer.  The  list  below  names  the  high  spots — each  a  product 
of  an  organization  nationally  known. 

Everything  you  need  is  obtainable  through  the  nearest  of  our  48 
Houses.  It  is  only  a  few  miles  or  hours  from  you.  These  stocks 
save  you  time  and  money,  for  their  nearness  and  completeness  give 
you  all  the  benefits  inherent  in  large  reserve  stocks  without  the 
necessity  of  your  carrying  such  stock  financially. 

Check  the  items  you  want  and  write  for  information 


Poles 

— Western  Red  Cedar 
— Northern  White  Cedar 
— Creosoted  Yellow  Pine 


-and 

-Wood  Crossarms 

-Boring  and  Pole  Setting 

Machines 
-Construction  Tools 
-Wood  Pins 

-Pierce  Forged  Steel  Pins 
-Brackets 
-Braces 
-Anchor  Bolts 
-Anchor  Rods 
-Log  Screws 
-Pole  Steps 
-Clamps 


— Guys  or  Guy  Wire 

— Strain  Insulators 

— Cap  and  Cone  Suspensions 

— High  Voltage  Insulators 

— Fibre  Conduit 

— Friction  and  Rubber  Tapes 

— Copper  Trolley  Wire 

— Galvanized  Iron  Wire 

— Trolley  Ears 

— Trolley  Crossings 

— Splicing  Ears 

— Section  Insulators 

— Rail  Bonds 


NATIONAL 

ELECTRICAL 

SERVICE 


Western  Electric 
Company 

OFFICES  IN  ALU   PRINCIPAL   CITIES 


26 


Electric    Railway    Journal 


March  17,  1923 


ANNOUNCING  A 

Bermico  Fibre  Conduit  and 


BERMICO 

— ^The  trade  name  for  the 
wood  fibre  products  of  The 
Brown  Company  which  has 
served  the  wood  pulp  and 
paper  trade  since  1852. 


March  17,  1923 


Electric    Railway    Journal 


27 


NEW  ALLIANCE 

Western  Electric  Distribution 


A  steadily  increasing  demand  for  a  high 
grade  long-lived  fibre  conduit  to  place 
more  and  more  overhead  lines  under- 
ground and  replace  other  forms  of  con- 
duit already  installed — 

A  manufacturer  of  national  reputation 
seeking  one  established,  efficient  and 
economical  distributing  agency — 

And— 

A  distributor  measuring  up  to  these 
qualifications  seeking  a  source  of  supply 
capable  of  manufacturing  and  delivering 
in  quantity  and  quality  a  product  that 
will  make  possible  an  exceptional  service 
to  the  trade — 


These  three  factors  have  led  to  the 
alliance  of  Bermico  Fibre  Conduit  and 
Western  Electric  National  Service. 

This  conduit  was  developed  for  the 
United  States  Government  during  the 
War.  The  pulp  and  fibre  are  produced 
under  standardized  conditions.  Manu- 
facture is  under  the  supervision  of  expert 
chemists  and  engineers  responsible  for 
maintaining  quality. 

Bermico  Fibre  Conduit  will  be  obtain- 
able through  any  of  our  48  houses.  Stocks 
will  be  carried  of  straight  lengths  and 
bends  in  large  variety. 


Western  Electric  Company 

Offices  in  All  Principal  Cities 


28 


Electric    Railway    Journal 


March  17,  1923 


Note  the  large  area  of  contact 
made  by  the  terminal  of  the 
Brazed  Bonds. 


Samples  of 

Applied  Terminals 

upon  request. 


Lasting 

conductivity 

is  the  criterion  by  which  to  judge  your  bonding, 
for  the  conductivity  of  it  measures  your  power 
return. 

It  must  be  the  highest  possible  if  you  will  use  your 
electric  power  economically. 

In  addition  to  very  high  initial  conductivity,  your 
bonding  must  stay  permanently  so,  without  atten- 
tion, for  years  of  service.  The  upkeep  must  not 
continually  eat  into  your  profits. 


Type   ET  Brazed   Bond 

Other  types  for  the  head  or  web  of  rail. 


BRAZED  BONDS 


measure  up  to  these  very  high  stand- 
ards. 

The  large  area  of  the  brazed  union, 
the  low  resistance  of  the  rail  contact, 
together    with    the    great    mechanical 


strength  of  the  braze,  provide  an  un- 
paralled,  permanent  conductivity. 

Our  careful  rolling  or  cabling  of  the 
copper  conductors  of  our  Brazed 
Bonds  insure  long  life  under  the  most 
trying  conditions. 


Write  us  for  further  details. 


The  Electric  Railway  Improvement  Co. 

Cleveland,  Ohio 


March  17,  1923 


Electric    Railway    Journal 


29 


Bates  Steel  Poles 


The  Bates 


'  INTACT - 


SHEAR  CUT 


Feature 


The  flanges  of  the  sheared  and  heated  H- 
section  are  gripped  and  pulled  apart,  thus 
stretching  the  web  portion  between  the 
unsheared  intacts  of  original  steel,  creat- 
ing, without  waste  of  material,  a  perfect 
one-piece  Bates  Expanded  Steel  Pole 
every  two  minutes  from  each  Bates  manu- 
facturing unit. 


There's  a  Bates  Pole  for  every  pole  purpose 

Bates  Steel  Poles  are  being  used  in  rapidly  increasing 
numbers  in  all  types  of  modern  construction  all  over  the 
world.  With  their  distinct  advantages  of  strength,  per- 
manence, economy  and  their  wide  range  of  adaptability. 
Bates  Poles  have  met  the  exacting  demands  of  numer- 
ous pole  users  who  are  recognized  as  leaders  in  the  elec- 
trical industry. 

Bates  Engineers  will  gladly  co-operate  with  you  in  your  planning 

|p|ate8  llgjeande^lteol  Iruss  ^ 
208  South  LaSalle  Street,  Chicago,  U.  S.  A. 


aNEPIECET\ 


STEEL 


^LES 


80 


Electric    Railway    Journal 


March  17,  1923 


Differentials  never  stand  idle.     Differential  quick  demountable  snovs  plow 
is  just  one  more  economical  differential  feature 

USE 

DIFFERENTIALS 

for 

Dump  Cars 
Electric  Locomotives 
Power  House  Cars 
Snow  Plows 
Freight  Cars 

The  Differential  Steel  Car  Company 

Findlay,  Ohio 


Easiest  and  most  economical  method  of  loading,  unloading,  and  ir,ins*<nting  ties. 


Mar^  17,  1923 


Electric    Railway    Journal 


81 


t' 


Loading  in  tilted  position.     Greatly  reduced  height  for  hand  loading. 


MAINTENANCE 

with  DIFFERENTIALS  MEANS  ECONOMY  in 
placing  materials  on  the  job,  handling  ties,  loading  and 
disposing  of  excavated  material. 


The  Differential  Steel  Car  Company 

Findlay,  Ohio 


Unloading  in  congested  section  of  large  city.      Material  placed  clear  of  track.     \o  interference  luith  traffic. 


32 


Electric    Railway    Journal 


March  17,  192S 


Read  this  ^ 


and  Save  $ 


CHATHAM  ELECTRIC  ENGINEERING.  INC. 

ELECTRICAL  CONTRACTOHS 
1066  B*OAOM*v 


NEW  York. 


;!ay  15,  19^2 


Mr.  H.B.  Log«n,   President, 
Dossert  4  CoiTipany, 
J42  West  41st  Street, 
New  York  City. 

Deiir  Sir: 

It  may  be  of  Interest  to  you  to  kno*  that 
we  have  used  a  niarbar  of  Dossert  Solderless  Connec- 
tors In  the  cable  construction  work  of  the  new  Hell 
Gate  Power  Station.' 

we  use  Dossert  Connectors  In  all  our  work 
for  .experience  has  proven  that  they  "°J  °"J,y  "-'J' 
very  efficient  and  neat  appearing  Joints,  but  In 
practically  every  Instance  they  save  us  money. 


with  DOSSERTS 


IN  EVERY  power  house,  substation,  shop,  car 
and  distribution  system  you'll  find  joints  that 
DOSSERTS  will  do  quicker  and  better  than  old 
methods. 

If  you  will  figure  up  the  year's  costs  for  making 
taps,  splices  and  connections  on  your  system,  you'll 
find  that  it  represents  a  cost  that  you  can  cut  ma- 


terially if  you  follow  the  lead  of  a  number  of  compa- 
nies that  keep  a  supply  of  DOSSERTS  in  the  stock 
room. 

A  Dossert  Catalog  in  the  hands  of  your  men  will 
show  them  the  kinds  of  connections  that  can  be 
done  so  quickly  with  this  Tapered  Sleeve  Principle 
of  Solderless  Connection. 


Write  for  a  copy 


DOSSERT  &  CO., 


H.  B.  LOGAN,  President 
242  West  41st  Street,  New  York 


2 -Way,  Type  A 


Cable  Anchors 


Back  Lug 


Grounding  Device 


3  Way  Joint 


Swivel  Luff 


March  17,  1923 


Electeic    Railway    Journal 


88 


ACKLEYBRAKES 

Found  The  World  Over 


The  Ackley  No-Staff  Brake 

Would  Have  Stopped  That  Car! 

It  is  the  ideal  emergency  brake  be- 
cause it  is  quick-acting.  No  time  is 
spent  in  merely  winding  up  slack. 
The  action  is  practically  instantane- 
ous. 

The  hand  wheel  is  16  or  18  inch  as 
you  prefer. 

Back  up  your  air  brakes  with  the 
NO-STAFF  and  be  ready  for  any 
crisis  from  now  on. 

The  price  is  only  $32.00 


Representatives  : 

E.  A.  Thornwell,  Candler  Bldg.,  Atlanta,  Ga. 
A.  W.  Arlin,  Central  Building,  Los  Angeles,  Calif. 


ACKuey 


ACKLEY  BRAKE  ?/  SUPPLY  CORPORATION 

GSAGKLEY&' COMPANY.  REPRESENTATIVES 

n  50ChurchStreei:.NevvYoik,U.SA,  '        r 


34 


Electbic    Railway    Journal 


March  17,  1928 


Multiple  -  unit  -  control 
double  truck  passenger 
car  for  tvto-man  opera- 
tion. 


Our  Engineering  De- 
partment is  at  your 
service  vihenever  the 
question  in  new  equip- 
ment comes  up  for  dis- 
cussion. 


/^ITY  and  interurban  cars  and  trucks, 
^^^  safety  cars,  combination  and  work  cars, 
snow  plows,  sweepers  and  electric  loco- 
motives. 

Twenty  years  of  specialization  in  the  con- 
struction of  all  classes  of  rolling  stock  for 
the  successful  operation  of  electric  railways. 

McGuire-Cummings  Mfg.  Co. 

General  Offices 

111  W.  Monroe  St.,  Chicago  111. 


McGuire  -  Cummings 
No.  62  Motor  Truck 
for  low  car  body  for 
city  service. 
Inside  hung  brake- 
tqualleer  design. 


March  17,  1923  Electric    Railway    Journal  86 

SHERMAN 


^  The  Vital  Factor  in 

Transportation 

No  wise  man  would  consider  erecting  a  plant 
without  adequate  foundations  under  it.  Other- 
wise the  investment  in  plant  and  in  machinery 
would  be  jeopardized. 

The  most  essential  part  of  any  industrial 
enterprise  is  the  human  structure  of  a  working 
organization. 

This  is  vitally  true  in  transportation  because 
75%  of  Vailroading  is  human. 

Your  human  structure  must  be  made  of  the 
materials  of  human  thought,  feeling,  skill,  in- 
terest and  loyalty — infinitely  finer  stuff  than 
enters  into  your  physical    plant  or  property. 

Many  employers  who  own  valuable  plants  and 
who  view  with  pride  their  extensive  properties 
have  urgent  need  to  rebuild  their  human 
structure,  from  the  ground  up. 

Mutual  understanding,  cordial  relationship, 
and  sincere  cooperation,  laid  deep  in  the  minds 
and  hearts  of  employee,  insure  the  only  per- 
manent human  foundation. 

"The  Viewpoint   of  the  Employee  la 
the  Mos    Neglected  Asset  in  Industry" 

SHERMAN  SERVICE  INCORPORATED 

Industrial  Co-ordination  Production  Engineering 

■"^^       /  Proident 

NEW  YORK  CHICAGO  BOSTON  PHlliADKLPHlA  ST.  LOUIS 

J  lUctor  Street  SOS  So.  LeSalle  Street  1 0  Stete  Street  1 0 1 1  Chestnut  Street  SU  N.  Brotdwtj 

CVEVYl,tX(D  DBTKOIT  MONTBBAI,  TOE-JNTO 

Park  BtUldiiif  First  Netlontl  Bank  Bulldlni  Dnimmond  Sulldloc  1 0  Adelaide  Street,  E. 

Write  u*  on  your  business  letterhead  for  copy  of  our  monthly  Review  of  Industry 
of  interest  to  all  traction  executives.     Address  Department  DE 

THE     LARGEST     ORGANIZATION     OF     ITS      KIND     IN     THE,'    WORLD 


86 


Electric    Railway    Journal 


March  17,  1923 


No  Panel  except  the  most  durable 
is   suitable  for   railway  service 


RAILWAY  service  demands  the  best.     Roofs  which  leak 
and  headlinings  which  sag  are  an  avoidable  expense. 

HASKELITE  is  the  most  suitable  for  roofs  and  linings.  It 
is  the  only  panel  which  will  pass  the  strict  Grade  A  test  speci- 
fied by  the  Navy  for  water-resistant  plywood. 

HASKELITE  roofs  save  time  and  labor;  they  are  furnished 
moulded  ready  to  apply  and  finish. 

Linings  of  HASKELITE  or  PLYMETL  are  unexcelled  for 
light  weight,  long  life  and  attractive  appearance.  They  will 
not  sag  or  vibrate.  They  provide  the  best  foundation  for  a 
lasting  finish. 

Among  recent  specifications  are  the  following: 

50   HASKELITE   Roofs — Detroit  Street  Railways 

25    HASKELITE   Roofs — Eastern  Massachusetts  Railways 

55  HASKELITE   Linings — Pittsburgh  Railways 

The  extreme  durability  of  HASKELITE  justifies  the  rigid 
adherence  to  its  specification  for  roofs  and  linings. 

Write  for  our  blueprint  booklet  descriptive  of  HASKELITE  and    for  samples 
of  our  3/16  in.  headlining — the  lightest  weight  headlining  in  use  today. 

HASKELITE  MFG.  CORPORATION 

133  W.  Washington  Street,  Chicago,  111. 


The  Denver  Tramway 
Company  writes:  "We 
have  used  HASKELITE 
because  of  it 

(1)  Light  Weight 

(2)  Great  Strength 

(3)  Attractive  Appearance 

(4)  Loio  Cost  of  Installa- 
tion" 


March  17,  1923 


Electric    Railway    Journal 


87 


PROTECTION  AtoiT^SERVICE 


VULCABESTON 

w 

NOARK  FUSES 

DEPENDABLE       PROTECTION 


NOARK  renewable  fuses  are  approved  by: 

Underwriters*  Laboratories  Inc. 

Millers  Mutual  Fire  Insurance  Companies 

U.  S.  Navy  Dept. 


NOARK  non-renewable  fuses  are  approved  by: 

Underwriters'  Laboratories  Inc. 
Factory  Mutual  Fire  Insurance  Companies 
Millers  Mutual  Fire  Insurance  Companies 
Hydro-Electric  Power  Commission,  Toronto 


Fuses-Clips-Cut-out  Bases-Service  Boxes-N.E.C.  Standard 


The  Johns -Pratt  Company 

Hartford     u  '^ 


Connecticut 


BOSTON  NEW  YORK  PHILADELPHIA  PITTSBURGH  CHICAGO  CLEVELAND 

laSmmmtrSl.  41  Emu  42mdU.  fr^Mim  Tmu  BUf-  Btuemtr  BUf  Si  St.  Dtsfltiim  St.  Bmgimttn  tUt- 


ST.  LOUIS 
'1  Aul  IU(. 


SAN  FRANCISCO 
CsUBmiUmt 


38  ElectricRailwayJournal  March  17,  1923 


^  Jnsurance  plus 

Jnarsh  ^JrC-iDennan  o entice 


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  cost. 


MARSH  &  MCLENNAN 

175  W.  Jackson  Blvd.  Chicago,  111. 


Minneapolis  Denver 

New  York  Duluth 

Detroit  Columbus 


San  Francisco 

Winnipeg 

Seattle 

Montreal 

Cleveland 

r,ondon 

March  17,  1923 


Electric    Railway    Journal 


39 


WWI 


ELRECO 

Combination  Railway  and  Lighting 

POLES 

On  the  New  Viaduct  at  Akron 

Akron,  Ohio  is  another  one  of  those  live  middle-western 
cities  which  believe  in  doing  things  and  doing  them  right. 
Here's  this  two  million  dollar  concrete  viaduct,  over  half  a 
mile  long,  which  has  been  constructed  as  a  real  civic  im- 
provement. And  on  it  they've  used  Elreco  Combination 
Railway  and  Lighting  Poles. 

The  advantages  of  Elreco  Combination  Poles  are — fewer 
poles  needed — beautified  appearance  of  highway — lower  main- 
tenance costs.  Any  type  of  ornamental  brackets  and  lamp 
fixtures  can  be  attached  as  shown. 

Write  for   illustrated  catalogues 

Electric  Railway  Equipment  Co. 

Cincinnati,   Ohio 

New  York  City:    30  Church  Street 


.      40 


Electric    Railway    Journal 


March  17,  1923 


"P  &  H"  Guaranteed  Penetration  Process  Poles  in  lines  of 
the  Mississippi  River  Power  Co.,  Keokuk,  Iowa. 


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viiJsrNre-A.i30L.iS  ,  KdiNTJsr. 


ggg^^^^ii==^^^=^^^>-^>s^!^^^ 


March  17,  1923 


Electric    Railway    Journal 


41 


There  is  only  ONE 

PSM'Vuaranteed 

Penetration  Process 

THE  "P  &  H"  Guaranteed  Penetration 
Process  is  the  original  process  of  deep 
penetration  Butt-Treatment.  There 
is  no  other  ju^  like  it.  It  guarantees,  in 
writing,  a  full  one  half  inch  uniform  pen- 
etration throughout  the  ground  line  area. 
We  agree  to  refund  the  Butt-Treating  price  on  any 
pole  that  does  not  show,  by  your  own  test,  the  full 
specified  penetration. 

It  pays  to  buy  "P&H"Guareaiteed  Penetration  poles. 
They  lower  maintenance  costs  by  reducing  the  re- 
placements and  giving  longer  pole  life. 

We  produce  and  sell  Butt-Treated  and  untreated  Northern 
White  and  Western  Red  Cedar  Poles; — ^we  can  give  you  any 
form  of  Butt-Treatment; — and  we  are  the  originators  of  the 
Guaranteed  Penetration  Process — the  "P  &  H." 

Prompt  Shipment — yards  conveniently  located  throughout  the 
North  Central  and  Western  States. 

Get  the  facts  about   Butt-Treatment 
— write        for       illustrated        folder. 


m^ 


Copyright  1922,  by  P  &  H  Co, 


g^^»^^»asaa 


42 


Electric    Railway    Journal 


March  17,  1923 


THE  THERMOSTAT   IN  THE   GLASS  CASE 


isible 

THERMOSTAT 


A  highly  sensitive  thermostat  of  the  mercury  thermometer  type, 
efficient  and  reliable.  Switches  off  the  heating  current  at  a  pre- 
determined point,  automatically  maintaining  uniform  tempera- 
ture in  the  car. 

Nothing  new  in  that,  you  say.  But — the  CONSOLIDATED 
VISIBLE  THERMOSTAT  is 

ENCLOSED  IN  GLASS 

Sturdy,  durable  Pyrex  glass  that  stands  the  shocks  of  service 
fully  as  well  as  the  old  type  metal  cover,  yet  keeps  the  thermom- 
eter tube  always  in  view. 

TFe  CONSOLIDATED 

VISIBLE  THERMOSTAT 

Keeps  Nothing  Under  Cover 

The  thermostat  controls  the  car  heating  system.  The  glass 
case  gives  a  constant  check  on  that  control.  The  new  Consoli- 
dated Visible  Thermostat  reveals  the  condition  of  the  car  heat- 
ing system  as  easily  and  well  as  the  water  glass  does  that  of 
the  boiler. 

Any  attempt  to  damage  the  instrument,  whether  ignorantly  or 
maliciously,  is  immediately  apparent.  This,  as  well  as  the  glass 
tube  itself,  serves  as  a  deterrent  to  the  tamperer. 

The  CONSOLIDATED  VISIBLE  THERMOSTAT  is 
unusually  sensitive  to  temperature  changes  and  correct  in  its 
action.  It  adds  to  the  comfort  of  your  patrons  and  reduces  your 
heating  cost.  A  new  method  of  mounting  the  tube  gives  it 
stability  and  firmness,  yet  leaves  it  sufficiently  resilient  to  absorb 
the  shocks  of  street  car  service. 


Consolidated  Car-Heating  Co. 


Write  for  I nformation 
or  Sample  for  Inspection 


New  York 


Albany,  N.  Y. 


Chicago 


March  17,  1923 


Electric    Railway    Journal 


43 


As  evidence  of  our  confidence  In 
Lone^Bell  Creosoted  Yellow  Pine 
Poles,  and  to  mark  their  quality, 
each  is  branded  "Long-Bell",  five 
feet  above  the  ground  line. 

Accompanying  photograph  shows 
Long-Bell  Creosoted  Yellow  Pine 
Poles  in  service  of  the  Indiana 
Union  Traction  Company,  near 
Muncie,  Indiana. 


iiniiiiiiiiiiiiiiiiiiinitiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii'    iUiz 


BECAUSE  of  their  great 
durability,  Long-Bell  Creo- 
soted Yellow  Pine  Poles  have 
the  unqualified  "OK"  of  many 
public  service  companies. 
Year  after  year  tests  show 
Long-Bell  Poles  as  sturdy, 
strong  and  dependable  as  the 
day  they  were  set. 

Long-Bell  Poles  are  treated, 
full  length,  with  the  best  grade 
English  Creosote  Oil  by  the 
pressure-vacuum  process. 
This  makes  permanent  the 
unusual  breaking,  bending 
and  shearing  strength  of  Long 
Leaf  YellowPine.  They  resist 
decay  and  fire. 

In  addition  to  efficiently  serv- 
ing their  purpose,  Long-Bell 
Poles  are  straight  and  attrac- 
tive, giving  a  trim  appearance 
to  any  right-of-way. 

Get  further  information!  Send  for"  Poles 
That  Resist  Decay",  our  booklet  which 
fully  describes  Long-Bell  Creosoted 
Yellow  Pine  Poles. 

Ttie  Tono-Ren,  Tpniber  Companu 

1235  R.  A.  Long  Bldg.         KANSAS  CITY,  MO. 

Creosoted  Yellow  Pine  Poles;  Highway  Guard 

Rails  and  Fence  Posts;  Timbers,  Ties, 

Lumber,  Piling  and  Wood  Blocks. 


Creosoted  HeUowPlne  Poles 


niniuiiiiiiiiiniiniiiiiiiiiniiuiniiiuiiiMiiiiiiiitiiiiiniiMiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiminiimiiiiiiHiiiiiiiiiiuiiiiiiiiiiiiiiimiiiiiiiiiiiiiintiiriiiMiiiiiin 


44 


Electric    Railway    Journal 


March  17,  1923 


it  lasted 


A  photograph  of  a  section  of 
the  Phono-Electric  wire  which 
performed  so  steadfastly  for 
the  Denver  and  Interurban 
Railroad.  The  experience  of 
this  road  with  Phono-Electric 
wire  is  well  worth  consider' 
ing  in  making  YOVR  choice. 


March  17,  1923 


Electric    Railway    Journal 


45 


•..-  »i~SIi.-*£--- 


for  fourteen  years 

(for  the  Denver  &  Interurban  R.R.) 


Recently  the  Denver  and  Interurban 
Railroad  discontinued  3  miles  of  a 
line  that  had  been  in  service  for  14 
years.  The  Phono-Electric  trolley 
wire  used  on  this  line  had  undergone, 
during  that  time,  190,000  passes  of 
the  pantograph.  The  cross-section 
view  shows  how  relatively  little  wear 


had  resulted.  In  spite  of  the  time 
and  service  this  wire  had  rendered, 
there  was  no  appreciable  crystalliza- 
tion, for  the  wire  was  taken  down, 
coiled  on  reels  without  the  least  diffi- 
culty and  was  almost  immediately 
reinstalled  on  a  new  extension. 


Zl 


Electric 


The  sheer  statement  of  such  perform-  dent  that  this  Phono-Electric  line  is 

ance  overshadows  any  comments  or  good'  for  a  great  many  more  years 

arguments  that  could  be  ad-  of  service.    We  like  to  offer 

vanced     without     such     con-  ^0^  ^^^^  '^''^^  ^^  evidence  of  the 

elusive  proof.     Examine  the       £^^^^         ""^^^    economy    of    standard- 
photograph    and    the    cross-       (^pE^^P)         '^^"^    overhead    construction 
.sectional  drawing.    It  is  evi-       ^Iw    Wiif         with  Phono-Electric. 


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Let  users  tell  why  they 


Metal  &  Thermit  Corporation 


S^^^^Sg^@@@@S^SgS@@@S@^ggg^g^^S^S^H^@l 


order  more  Thermit  Joints 


General  Offices:  120  Broadway,  New  York 

Pittsburgh  Chicago  Boston  S.  San  Francisco  Toronto 


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Houston    Electric  Co. 

•    ^ 

'*The    fact    that    no    mainte- 

nance    is     required    renders 

the  Thermit  Joint  more  eco- 

nomical in  the  long  run/' 

* 

P.  S.  DUENWEG, 

Engineer  Maint.  of  Way. 

^ 

Metal  &  Thermit  Corporation 


i^f^iat^t^iiaetgi^ftilfijigi^^ 


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g@ell^i^(ei^l^BlfilfillffllfiiPefei^^llel[gl#l^^ 


"first  cost  is  the  last  cost'' 


50 


Electric    Railway    Journal 


March  17,  1923 


-for  car  shops 


for  power  plants 


"There  is  a  tested  Galena 
lubricant  for  every  re- 
quirement of  electric  rail- 
ways." 


Galena-Signal  Oil  G>mpany 


New'tork  Franklin,  Pa. ,  Chicago 

»  and  offices  in  principal  cities  ^ 


March  17,  1923 


Electric    Railway    Journal 


51 


^'j^m.. 


GALENA  SERVICE 

Reduces  Lubrication  Costs 


When  all  factors  are  equated — miles 
per  gallon,  power  consumption  and 
wear  and  tear  on  bearings — and  the 
actual  net  cost  of  lubrication  is  fig- 
ured, Galena  Service  always  shows  sur- 
prising economies  in  maintenance  costs. 
Over  five  hundred  electric  utility  com- 
panies are  now  receiving  the  benefits 
of  its  efficiency. 

Galena  Service  Engineers  carry  the 
authority  of  practical  experience  in 
the  lubrication  of  every  type  of  equip- 
ment. They  bring  to  our  clients  the 
valuable  knowledge  acquired  through 
many  years  of  constant  touch  with 
lubrication  problems  of  every  nature, 


and  co-operate  with  them  in  securing 
conditions  that  result  in  improved 
operation. 

Correct  lubrication  means  the  use  of 
the  right  lubricant  in  the  right  quan- 
tity in  the  right  way.  Its  proper  ap- 
plication means  not  only  improved 
service  but  an  ultimate  economy  in 
lubrication  costs  far  beyond  the  pur- 
chase price  of  the  oils  used.  Galena 
Service  demonstrates,  to  your  own  sat- 
isfaction, that  the  supposed  savings 
made  in  the  purchase  price  of  inferior 
oils  are  insignificant,  compared  with 
the  expenses  of  repairs  and  deprecia- 
tion arising  from  their  use. 


Let  us  figure  with  you  now  on 

operating  your  road  the 

Galena  way. 


Galena-Signal  (Ml  Gbmpanyi 

New  York  Franklin,  Pa.  Chicago 

»  and  oflRces  in  principal  cities  ^ 


52 


Electric    Railway    Journal 


March  17,  1923 


For  higher  standards  in  motor  maintenance 


Gener 


General  Office 
Schenectady;  N.Y. 


Electric 


Company 


Sales  Offices  in     ««e 
all  large  cities 


G'E  Arc  Suppressor  Plates  reduce 
burning  of  controller  fingersy  seg- 
ments and  arcing  plates 


Extreme  care  in  manufacturing 
makes  each  G-E  coil  an  exact 
duplicate  of  the  next  one 


IS    IS 


A  few  cents  saved  in  the  shop  often  means 
dollars  on  the  road  in  lost  revenue-miles. 
Many  a  poorly-made  finger  or  segment  is  re- 
sponsible for  controller  trouble;  inferior 
motor  coils  burn  out  in  weather  emergen- 
cies and  rush  hours;  ill-fitting  brush-holders 
mean  shorter  brush  and  commutator  life; 
and  too  often  circuit  breakers  ruin  the 
equipment  they  are  installed  to  protect. 

When  it  comes  to  renewals,  only  the  maker 
of  your  G-E  Equipment  can  make  parts 
which  exactly  duplicate  the  originals.  Could 
any  other  parts  give  better  service? 


**^ 


GENERAL 


f  Higher  Standards 

Maintenance  of  overhead  with  G-E  Line 
Material  is  insurance  against  line-down  tie- 
ups.  There  are  hundreds  of  different  devices, 
so  every  railway  property's  requirements 
can  be  met.  They  are  built  for  harder  serv- 
ice than  you're  likely  to  have  for  them — • 
which  accounts  for  their  long  life.  Sturdy 
construction  and  that  "G-E"  protective 
finish  is  the  reason — as  any  user  can  tell 
you. 


When  we  compiled  your  G-E  Railway 
Supply  Catalog  we  made  it  easy  for  you 
to  select  these  devices.  Consult  the  section 
on  Line  Material  before  you  start  mainte- 
nance work  this  season. 


Use  Grade  M — the  "more-miles-per- 
dollar  gearing" 


E  LB  CTRIO 


and  you  can  get  prompt  shipments 


t  A  nation-wide 
Warehouse  Service 

We  don't  urge  you  any  more  to  stock  up  with 
large  quantities  of  G-E  Railway  Supplies.  Quite 
the  contrary.  G-E  warehouse  service  has  developed 
to  a  point  where  it  insures  that  you  can  get  what 
you  want  when  you  need  it. 

The  General  Electric  Company  maintains  stocks 
of  railway  renewal  parts  and  supplies  in  two  dozen 
cities  located  all  the  way  from  San  Francisco  to 
New  York.  The  fact  that  shipments  from  these 
complete  stocks  are  made  promptly  enables  you  to 
let  us  do  your  stock  keeping  and  thus  reduce  to  an 
emergency  basis  your  investment  in  supplies. 

This  is  a  G-E  service  you  cannot  afford  to  overlook. 
Take  advantage  of  it.  Use  a  G-E  warehouse  for 
your  stock  room,  and  simplify  your  stock-keeping. 


General^Electric 


General  Office 
Schenectady;  N.Y 


Company 


Sales  Offices  in 
all  large  cities 


New  York,  Saturday,  March  17,  1923 


Electric  Railway  Journal 

Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Company,  Inc. 

Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


Volume  61 


Annual 

Maintenance 

Number 


Number  11 


Opportunity  Lies  in  Shouldering 
the  New  Responsibilities 


^WM 


OW  on  the  threshold  of  success, 
the  electric  railway  industry 
faces  the  need  for  a  recon- 
secration  to  its  ideals  and 
commitments.  There  has  come  a  public 
understanding  of  transportation,  which,  if 
fostered,  will  redound  to  the  welfare  of 
the  industry.  But  this  public  apprecia- 
tion, now  gained  in  part,  challenges  the 
industry  to  make  good  its  acclaimed 
responsibilities  and  intentions. 

Let  the  spirit  of  frank,  fair,  open  deal- 
ing with  the  public  continue  whole- 
heartedly and  even  more  completely  and 
genuinely.  Let  the  railways  improve 
their  service.  They  must  spend  money  to 
rehabilitate,  to  modernize  plant,  methods 
and  equipment.  They  must  grasp  every 
advance  in  the  art  to  reduce  the  cost  of 
service,  and  savings  must  benefit  riders, 
employees  and  stockholders. 

Employees  must  take  a  new  hold  of 
their  jobs,  cast  aside  the  old  idea  of 
merely  keeping  the  cars  going  with  the 
least  possible  expenditure,  and  think  of 
bettering  operation.  True  economy  now 
comes  through  new  thinking,  new  tools, 
new  methods,  and  the  will  to  achieve  a 
new  standard  of  service. 


The  manufacturers,  too,  must  accept 
new  responsibilities.  They  have  long 
been  a  great  impetus  in  the  development 
of  the  railways.  Today,  creative  engi- 
neering thinking  more  than  ever  is  needed, 
and  the  time  has  again  arrived  when  it 
can  be  rewarded. 

The  public  service  commissions  face  a 
tremendous  responsibility  and  a  splendid 
opportunity.  Their  opportunity  is  truly 
to  serve  the  best  interests  of  the  people. 
Their  responsibility  is  to  see  that  the 
utilities  have  fair  treatment.  Only  when 
the  electric  railways  are  prosperous  and 
healthy  can  the  best  interests  of  the 
people  be  served.  Let  commissions  be 
above  politics.  Let  the  principle  prevail 
that  as  a  company  serves,  so  shall  it 
prosper. 

Finally,  ELECTRIC  Railway  Journal 
pledges  its  utmost  effort  in  gathering  and 
disseminating  the  best  thinking  and  the 
best  information  for  the  aid  of  the  rail- 
ways, the  manufacturers  and  the  commis- 
sions. As  friend,  and  as  friendly  critic, 
the  Journal  will  spare  no  labor  or 
expense  in  helping  the  three  other  parts 
of  the  industry  to  carry  on  more  intelli- 
gently, more  effectively. 


436 


Electric    Railway    Journal 


Vol.  61,  No.  11 


A  Familiar  Machine 
Used  In  a  New  Way 

THE  difficulty  of  teaching  an  old  dog  new  tricks  is 
proverbial.  Every  new  method  of  performing  a 
familiar  operation  is  sure  to  meet  with  opposition  from 
those  who  are  used  to  the  old  way.  But  when  it  can 
be  shown  definitely  that  the  new  way  is  better  than  the 
old,  then  habit  should  not  be  allowed  to  block  progress. 
The  tests  of  the  centrifugal  separator  for  dehydrating 
transformer  oil,  described  elsewhere  in  this  number, 
seem  to  indicate  that  this  method  is  superior  to  the 
filter  press.  A  high  dielectric  value  was  restored  in 
much  less  time  than  the  old  method  required.  Where 
these  tests  were  made,  it  is  the  usual  practice  to  take 
the  transformer  out  of  service  during  dehydration.  Not 
every  company  can  do  that,  however,  and  it  may  some- 
times be  a  little  dangerous  to  dump  back  into  the  top 
of  a  live  transformer  the  first  oil  that  passes  through 
the  separator.  However,  the  filter  press  is  not  above 
criticism  in  this  respect,  when  it  is  carelessly  operated, 
and  either  apparatus  can  be  so  handled  that  the  danger 
of  a  transformer  breakdown  is  negligible.  The  fact 
that  the  centrifugal  separator  is  already  widely  known 
as  a  purifier  of  lubricating  oils  may  make  easier  its 
introduction  as  a  machine  for  the  dehydration  of  trans- 
former oil.  Its  increasing  use  for  that  purpose  is  to  be 
expected. 


An  Increased  Use  May  Be 

Expected  of  Labor-Savlng  Machinery 

WHETHER  the  present  bill  restricting  immigration 
is  responsible  for  the  situation  or  not,  labor,  par- 
ticularly common  labor,  is  scarce,  and  the  unemployment 
problem,  so  prominent  two  years  ago,  has  disappeared. 
This  means  that  increased  attention  must  be  given  in 
all  industrial  work  to  developing  the  use  of  labor-saving 
machinery  in  every  direction.  This  need  was  con- 
sidered at  the  last  meeting  of  the  committee  on  pro- 
cedure of  the  American  Engineering  Council,  which 
recommended  to  that  organization  that  it  make  an  en- 
gineering study  of  industry  for  this  purpose,  particu- 
larly those  kinds  of  work  where  great  numbers  of  men 
could  be  replaced  if  power-driven  devices  did  the  work. 
There  is  no  doubt  that  labor-saving  equipment  is 
being  used  to  a  constantly  greater  extent  in  the  electric 
railway  field.  The  one-man  car  is  an  example  in  the 
transportation  department,  but  the  same  condition  holds 
true  in  all  the  other  departments,  shops,  track  and  even 
in  accounting. 

In  one  respect  an  electric  railway  company  is  pecu- 
liarly well  situated  to  introduce  machinery  of  this  kind, 
because  it  has  conveniently  at  hand  an  inexhaustible 
supply  of  power,  wherever  power  need  be  used.  One 
need  only  compare  the  condition  in  track  rehabilitation, 
for  instance,  with  the  steam  railroad.  Above  the  track, 
on  an  electric  road,  whether  it  is  in  a  city  paved  street 
or  in  the  country,  is  the  trolley  wire,  from  which  power 
to  any  amount  can  be  taken  to  drive  concrete  mixing 
and  distributing  machines,  pneumatic  tampers  or  rivet- 
ers or  any  of  the  equipment  needed  in  rehabilitating  or 
renewing  track.  Even  electric  welding  can  be  done 
directly  at  any  point.  Moreover,  these  machines  not 
only  work  more  cheaply  and  quickly  than  the  unaided 
track  gang,  but  the  work  usually  is  better;  that  is  to  say, 
the  concrete  is  mixed  more  evenly  and  sets  better  be- 
cause laid  more  promptly,  the  ballast  is  tamped  more 


solidly,  etc.  Hence  it  is  not  surprising  that  there  has 
been  almost  a  revolution  in  track  methods  during  the 
last  few  years,  and  it  is  perhaps  along  these  lines  that 
the  greatest  economies  in  an  engineering  way  within 
the  early  future  are  to  be  expected  in  the  industry. 


Piece-Work  Plan  Tends 

to  Induce  Craftsmanship 

NOW  that  labor  conditions  in  the  mechanical  de- 
partments of  electric  railways  are  more  nearly 
normal,  it  is  not  out  of  place  to  give  attention  to  econ- 
omies of  a  nature  different  from  those  which  have  been 
necessarily  more  prevalent.  Among  these  is  the  piece- 
work system,  which,  when  properly  administered,  cuts 
costs  and  improves  the  morale  of  the  working  force. 
This  system  owes  its  chief  value  to  the  fact  that  it  is 
an  approach  to  a  man's  being  in  business  for  himself, 
which  means  independence,  interest  in  production  and 
better  workmanship. 

The  principal  saving  in  piece  work  is  the  elimination 
of  lost  time.  When  a  worker  is  paid  for  the  time  he 
puts  in  on  a  job,  regardless  of  the  work  he  does,  there 
is  almost  sure  to  be  lost  time  for  there  is  not  the  clearly 
apparent  incentive  to  make  every  minute  count.  This 
is  likely  to  be  true  even  if  he  is  reasonably  conscien- 
tious. To  be  sure,  there  are  foremen  on  duty  who  are 
paid  to  see  that  men  earn  their  money,  but  the  foreman 
is  neither  omniscient  nor  omnipresent.  No  foreman 
can  get  men  to  do  much  more  work  than  they  do 
naturally  under  the  day-wage  system,  and  this  is  usually 
much  less  than  they  could  easily  do,  and  which  they 
would  enjoy  doing,  under  the  piece-work  plan. 

Also,  when  men  are  on  piece  work  there  is  probably 
a  greater  incentive  to  the  management  to  furnish  them 
with  the  best  machines  for  the  work  in  hand.    This  fol- 
lows because  the  system  tsnds  to  make  good  machinery 
highly  profitable.     If  the  men  are  striving  to  get  the 
most  out  of  the  machinery  assigned  to  them,  it  requires 
obviously  only  ordinarily  good  perspicacity  on  the  part 
of  the  management  to  see  that  poor  machinery  neu- 
tralizes part  of  the  men's  efforts  and  discourages  them. 
To    illustrate,    suppose  that   in   a   routine   operation  a 
turret  lathe  could  be  utilized  efficiently,  with  an  output 
several    times    that    possible    with    an    ordinary   lathe. 
Under  these  conditions  the  cost  of  the  better  machine 
would  soon  be  earned  by  the  increased  output  per  man 
and  per  cubic  foot  of  shop  space.     The  contract  prices 
for  the  output  of  the  machine  would  be  set  at  a  fair 
value  with  due  consideration  of  the  facilities  afforded. 
The    Interborough    Rapid    Transit    Company,    New 
York,   as  told  elsewhere   in  this  issue,  has  been  very 
successful  with  the  piece-work  plan  applied  to  a  great 
many  shop  operations.    With  an  experience  dating  back 
some  fifteen  years,  the  plan  is  on  a  basis  that  neither 
company  nor  men  would  abandon  it.     The  Milwaukee 
Electric  Railway  &  Light  Company  has  also  had  con- 
spicuous success  with  a  similar  plan,  as  shown  in  the 
Electric  Railway  Journal,  issue  of  March  19,  1921, 
page  529,  and  issue  of  April  2,  1921,  page  647.     One 
very  large  company  which  was  forced  to  abandon  piece 
work  for  reasons  beyond  its  control  and  against  the 
sentiment  of  the  men  in  the  shop  has  since  been  con- 
fronted with  shop  costs  about  50  per  cent  increased. 
This  is  another  illustration  of  what  the  scheme  means 
to  a  company  in  the  way  of  lower  costs. 

Hence  where  the  piece-work  plan  is  practicable  but 
not  now  in  use  it  would  be  worth  while  to  study  the 


March  17,  1923 


Electric    Railway    Journal 


437 


maintenance  work  to  see  if  some  jobs  could  not  be  put 
on  piece  work.  It  is  not  necessary  to  have  this  on  a 
large  scale  at  first.    Try  it  out  on  a  few  jobs. 


Operating  the  Old 

Power  Plant  at  Its  Best 

THIS  is  the  year  of  checking  up  on  everything. 
Because  the  system  or  any  part  of  it  has  been 
operating  with  fair  satisfaction  is  not  always  evidence 
that  the  best  use  is  being  made  of  it.  Because  the 
power  plant  may  be  old  and  really  ought  to  be  placed 
with  a  new  one  is  not  a  very  good  reason  for  neglecting 
to  get  the  best  possible  efficiency  out  of  the  present 
plant  while  it  is  continued  in  use.  An  illustration  of 
what  can  be  done  in  this  direction  is  given  in  the  article 
published  this  week  dealing  with  the  power  plant  of  the 
Kansas  City  Railways.  Rather  than  adopt  a  narrow 
policy  of  retrenchment,  the  management  made  a  thor- 
ough study  of  all  the  factors  bearing  on  high  operating 
costs,  and  by  complete  revision  of  methods  was  able  to 
eliminate  more  than  half  the  labor  charges  and  reduce 
the  cost  of  power  production  some  85  per  cent. 

The  salient  feature  of  this  example  is  that  the 
changes  did  not  involve  any  expenditures  for  extensive 
equipment,  but  only  called  for  a  more  effective  use  for 
the  existing  plant.  It  would  be  interesting  to  see  how 
much  more  could  have  been  done  had  the  superintendent 
been  free  to  modernize  the  old  plant  as  far  as  possible 
by  providing  such  new  auxiliary  equipment  and  appa- 
ratus as  steam  flow  meters,  CO,  recorders,  new  stokers 
and  similar  economizing  apparatus  in  addition  to  the 
general  checking  up  on  waste  practices. 

There  are  many  other  electric  railway  systems  which 
have  power  plants  where  savings  of  similar  magnitude 
could  be  made  if  the  problems  were  handled  in  the  same 
thorough-going  manner  as  was  this  one. 


Looking  Toward  Standardization 

of  Gear  Blanks  and  Wheel  Removal 

ELECTRIC  railways  throughout  the  country  are 
using  a  large  assortment  of  special  devices  to  assist 
in  wheel  removal  work.  A  large  number  of  these  devices 
and  the  methods  used  are  described  in  an  article  in  this 
issue,  written  as  the  result  of  a  survey  of  this  work 
on  fifty  properties.  It  is  evident  from  this  that  the 
problem  of  wheel  removal  is  closely  interlocked  with  that 
of  gear  design,  since  fully  one-half  the  electric  railways 
of  the  country  make  use  of  the  web  holes  in  the  gears 
in  connection  with  the  pressing  off  of  wheels. 

Gear  design  has  advanced  considerably  since  electric 
railway  operation  first  started.  The  need  for  small 
diameter  gears  with  large  hubs  has  decreased  the  space 
once  used  for  spokes  and  later  for  web  holes,  until  now 
some  types  are  made  entirely  solid.  Other  types  have 
very  great  differences  in  the  diameter  and  spacing  of 
the  web  holes.  This  has  led  to  numerous  complaints 
from  the  users  and  increased  expense  to  the  manu- 
facturers in  that  frequently  gears  are  rejected  because 
the  web  holes  do  not  correspond  to  those  furnished  on 
some  previous  order. 

Some  of  the  leading  gear  blank  manufacturers  have 
endeavored  to  build  up  a  series  of  standards  that  will 
simplify  conditions,  and  the  American  Gear  Manufac- 
turers' Association  has  also  had  a  committee  actively  at 
work  on  this  standardization  problem  for  some  time. 
It  has  been  suggested  that  the  proposed  layout  for  web 


holes  be  submitted  to  the  equipment  committee  of  the 
American  Electric  Railway  Engineering  Association, 
and  its  co-operation  asked  toward  some  definite  stand- 
ardization. The  subject  of  car  gearing  has  already 
been  assigned  to  the  equipment  committee  for  study  and 
report  this  year,  and  it  appears  a  very  opportune  time 
for  all  concerned  to  get  together  on  this  important 
subject. 

From  the  information  obtained  in  the  Journal's 
survey  it  appears  that  standardization  along  the  follow- 
ing lines  will  meet  the  needs  of  the  majority  of  users. 
There  should  be  four  holes  in  the  webs  of  gears  spaced 
90  deg.  apart.  The  holes  should  be  not  less  than  2i  in. 
in  diameter.  The  diameter  of  the  circle  on  which  the 
holes  are  located  must  be  governed  by  the  hub  diameters 
of  the  gear  blanks,  and  a  further  detailed  study  of  this 
one  point  will  be  necessary  before  it  is  possible  to 
arrive  at  the  several  definite  standards  necessary. 

In  regard  to  standardization  of  wheel  removal  methods 
and  appliances  it  is  possible  to  draw  these  conclusions : 
Where  both  gear  and  wheel  are  removed  at  the  same 
time,  a  space  of  J  in.  should  be  left  between  gear  and 
wheel  hubs  to  eliminate  excessive  starting  pressures. 
Where  the  jack-pin  method  is  used  a  device  with  the 
ends  of  the  jack  pins  firmly  anchored  as  in  the  stool  type 
appliance  is  most  satisfactory,  and  a  collar  should  be 
used  between  the  gear  and  the  wheel.  Of  the  devices 
for  applying  pressure  to  the  wheels  outside  the  gear, 
the  split  cylinder  appears  to  have  the  most  advantages. 


Improved  Appearance  of  Cars  Is  an 
Encouraging  Sign  of  the  Times 

RECENTLY  in  a  suburban  community  the  people 
were  not  satisfied  with  their  trolley  service.  Their 
chief  objections  were  that  the  cars  were  dirty  in  appear- 
ance, inside  and  out,  and  that  they  were  cold  in  winter, 
that  the  buzzer  signal  systems  were  too  often  out  of 
order,  and  that  the  windows  frequently  stuck  and 
could  be  neither  opened  nor  closed.  A  committee  was 
formed  to  wait  upon  the  trolley  company  and  present 
these  complaints. 

After  receiving  a  polite  greeting  from  an  executive 
of  the  railway,  the  committee  was  led  outside  to  where 
the  cars  were  stored,  and  conducted  down  into  the  pits. 
It  was  explained  to  them  that  the  trucks  were  of  the 
latest  pattern,  and  that  the  motors  were  new  and  power- 
ful— in  short,  that  the  equipment  was  really  of  the  best. 
The  specific  faults  of  which  the  people  complained,  the 
railway  dismissed  airily  with  the  remark  that  they  were 
all  superficial.  The  committee  was  silenced  but  not  con- 
vinced. In  truth  they  were  not  particularly  interested 
in  trucks  and  motors  and  gears.  But  they  were  very 
much  interested  in  nice  looking,  clean,  warm  cars,  with 
buzzers  that  worked  and  windows  that  could  be  opened 
and  closed.  The  trolley  company,  instead  of  trying  to 
give  the  people  what  they  wanted,  tried  to  make  them 
satisfied  with  what  they  had. 

Such  a  policy  is  usually  a  mistake,  for  the  public 
cannot  be  made  to  look  at  the  question  from  the  rail- 
way man's  point  of  view.  While  it  must  be  admitted 
that  the  upkeep  of  the  running  gear  is  more  important 
than  the  upkeep  of  the  car  body,  nevertheless  appearance 
counts  with  the  passenger.  It  is  one  of  the  most  en- 
couraging signs  of  the  times  to  see  again  bright  new 
paint  on  many  cars  everywhere,  to  discover  heaters  and 
buzzers  in  good  order,  and  to  find  clean  windows  that 
slide  easily. 


438 


Electric    Railway    Journal 


Vol.  61,  No.  11 


Missouri  River  Power  Plant, 
Kansas  Oty,  Mo. 

The  existing  equipment  in  the  Kansas  City  Railways 
power  plant  was  all  installed  prior  to  1910.  These 
views  give  an  idea  of  the  kind  of  station  on  which 
special  maintenance  attention  has  produced  a  high 
degree  of  economy 


March  17,  1923 


Electric    Railway    Journal 


439 


Power  Generation  Costs  Reduced 

35  per  Cent 

Elimination  of  Waste  by  Improvements  in  Practices  in  50,000-Kw.  Station  of 
Kansas  City  Railways  Has  Resulted  in  a  Saving  of  $1,000  a  Day — This  Has  Been 
Accomplished  by  Methods  Readily  Available  in  Many  Railway  Power  Plants 

By  D.  E.  Druen 

Assistant  Superintendent  of  Power,  Kansas  City  (Mo.)  Railways 


RAPID  advances 
in  the  design 
L.  and  operation 
of  modern  generating 
stations  during  the 
past  few  years,  pro- 
ducing 45,000  to  60,- 
000  -  kw.  generating 
units  and  boilers  of 
proportionate  size 
operating  under  high 
pressures  and  tem- 
peratures, have  tended 
to  obscure  the  prac- 
tices and  ingenuity 
demanded  of  those 
operating  older  plants. 
While  the  new  plants 
•  are  equipped  with  all 
the  recentlj'  developed 
facilities  for  obtaining 

maximum  economy  and  for  making  their  operation  easy, 
the  many  antiquated  plants  scattered  over  the  country 
still  offer  unrecognized  possibilities  of  economies.  It  is 
not  an  exaggeration  to  say  that  by  taking  advantage  of 
such  latent  economies  operators  working  with  old  equip- 
ment may  often  reduce  generating  costs  close  to  those  of 
stations  erected  during  the  past  ten  years. 

Such  a  problem  was  encountered  in  the  Missouri 
River  power  plant  of  the  Kansas  City  Railways.  Though 
the  work  is  not  yet  completed,  the  results  accomplished 
to  date  have  amply  justified  the  efforts  put  forth.  The 
Kansas  City  Railways  passed  into  the  hands  of  receivers 
in  September,  1920.  In  line  with  reducing  operating 
expenses  of  the  property  as  a  whole,  an  endeavor  was 
made  to  effect  economies  in  power  generation.  That  the 
newly  completed  station  of  the  Kansas  City  Power  & 
Light  Company  had  taken  over  practically  all  of  the 
commercial  load  formerly  supplied  from  the  railway 
plant  gave  a  further  reason  for  every  possible  economy. 
While  in  1920  the  energy  sales  amounted  to  more  than 
40  per  cent  of  the  total  output,  in  1921  a  drop  to  about 
17  per  cent  was  faced.  This  meant  that  besides  the  loss 
of  the  profit  on  the  sales  and  a  decreased  total  genera- 
tion over  which  to  distribute  many  of  the  operating 
charges,  the  plant  would  be  operating  at  a  load  factor 
from  8  to  10  per  cent  lower.  The  decrease  in  the  load 
gave  the  opportunity  to  overhaul  equipment  that  in  the 
past  had  been  loaded  to  the  limit  to  maintain  service. 

The  station  was  built  twenty  years  ago  with  an  initial 
installation  of  three  3,000-kw.  generators  direct  con- 
nected to  vertical,  compound  engines  taking  steam  from 
ten  575-hp.  water-tube  boilers.  By  1910  the  installa- 
tion as  it  exists  today  was  completed,  the  station  having. 


This  General  View  of  tiie  Turbine  Boom  Sliows  tlie  Variety 
of  Maclibies  In  Use 


in  addition  to  the  three 
original  engine-driven 
units,  which  now  are 
used  only  in  emergen- 
cies, two  15,000 -kw. 
vertical  turbines  and 
two  10,000 -kw.  hori- 
zontal turbines  of  later 
design.  These  four 
turbines  are  all 
equipped  with  old-type 
square  condensers  hav- 
ing tubes  li  and  li  in. 
in  diameter,  arranged 
in  solid  nests.  With 
condensers  of  this  type 
a  rapid  falling  off  of 
the  vacuum  accompa- 
nies an  increase  in  the 
circulating  water  tem- 
I>erature  and  a  consid- 
erable depression  of  the  hotwell  temperature  during  the 
winter  months.  The  circulating  water,  which  is  drawn 
from  the  Missouri  River,  carries  a  considerable  amount 
of  silt  in  suspension.  Its  temperature  ranges  from  33 
deg.  F.  in  the  winter  to  84  deg.  F.  during  the  hot  summer 
months.  Under  these  circumstances  and  the  best  condi- 
tions of  loading,  it  is  possible  to  obtain  from  the  turbines 
water  rates  ranging  from  14.8  to  15.8  lb.  per  kilowatt- 
hour. 

The  boiler  room  contains  forty  water-tube  boilers  ar- 
ranged on  two  floors,  one  directly  above  the  other.  Two 
rows  of  ten  boilers  each  face  a  common  firing  aisle. 
Twelve  boilers  on  the  first  floor  are  fitted  with  old-style 
underfeed  stokers  and  the  remaining  eight  are  equipped 
with  natural-draft  chain  grates.  On  the  upper  deck 
nine  more  boilers  also  have  chain  grates,  while  the  stok- 
ers have  been  removed  from  the  other  eleven  and  oil 
burners  installed.  All  the  boilers  still  have  the  original 
headroom  of  8  ft.  from  the  floor  to  the  bottom  of  the 
front  tube  header,  giving  a  furnace  volume  of  6.6  cu.ft. 
per  square  foot  of  grate  area  for  the  underfeed  stokers 
and  3.4  cu.ft.  for  the  chain  grates.  Steam  is  generated 
at  185  lb.  pressure  with  85  deg.  of  superheat. 

In  1921,  on  account  of  the  various  fields  from  which 
fuel  was  procured,  coal  showed  only  a  balanced  average 
heat  value  of  9,574  B.t.u.  per  pound.  The  average 
analysis  of  the  coal  as  fired  was  as  follows: 

Fixed  carbon   44.2  per  cent 

Volatile    25.1  |>er  cent 

Ash     18.8  per  cent 

Moisture    11.9  per  cent 

In  1920  the  average  calorific  value  of  the  fuel  used 
was  9,670  B.t.u.  per  pound;  last  year  it  ran  about  9,460. 


440 


Electric    Railway    Journal 


Vol.  61,  No.  11 


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Bednrtion  in  Load  and  Load  Factor  Which  the  Operating  Force 
Had  to  Face 


Coal  is  spouted  from  an  8,000-ton  concrete  storage 
bunker  above  the  second  deck  of  boilers  to  hand-pro- 
pelled lorries  serving  the  boilers.  Ashes  from  the  upper 
deck  are  spouted  to  the  ash  hoppers  of  the  lower  deck 
boilers  located  in  the  basement.  From  there  they  are 
hauled  by  means  of  a  2i-ton  gasoline  mine  locomotive 
to  a  skip  hoist  at  one  end  of  the  plant  that  raises  the 
ashes  to  an  overhead  spouting  device  delivering  them 
to  standard  railroad  cars. 

This  brief  description  of  the  plant  furnishes  a  gen- 
eral idea  of  the  equipment  in  the  station  as  it  exists 
today  and  as  it  was  on  Jan.  1,  1921,  when  steps  were 
first  taken  to  reduce  production  costs.  What  savings 
have  been  obtained  were  effected  with  the  addition  of  no 
new  apparatus  except  a  master  steam  gage,  three  boiler 
feed  pump  regulators  and  a  centrifugal  oil  purifier,  all 
representing  an  investment  of  perhaps  $2,500. 

It  is  difficult  to  figure  accurately  what  savings  have 
been  brought  about  as  a  result  of  the  general  house 
cleaning  and  the  adoption  of  an  organized  program  of 
operation  based  on  an  analytical  study  of  conditions  in 
the  Missouri  River  plant.  Had  1920  operating  costs, 
when  the  plant  was  running  under  more  favorable  con- 
ditions as  regards  load  factor,  total  generation  and  qual- 
ity of  coal,  been  applied  to  1921  conditions  of  load,  it  is 
estimated  that  the  cost  would  have  exceeded  the  actual 


amount  spent  by  $275,000.  In  a  like  manner  the  year 
1922  shows  a  saving  of  $450,000,  making  a  total  saving 
in  twenty-four  months  of  about  $725,000,  or  an  average 
of  about  $1,000  per  day.  Such  a  comparison  seems  con- 
servative when  it  is  considered  that  the  price  of  coal  for 
both  years  was  practically  the  same  and  it  was  of  lower 
B.t.u.  content  in  1921  than  in  1920,  that  the  load  factor 
was  from  8  to  10  per  cent  lower  and  the  annual  output 
about  31  per  cent  less.  Coal  has  been  slightly  cheaper 
in  1922  than  in  1920,  but  the  average  load  factor  was 
not  quite  as  good  as  in  the  previous  year  and  the  total 
generation  ran  a  little  behind  that  of  1921. 

Actual  cost  figures  show  that  the  average  energy  cost 
per  car-mile  for  1921  was  reduced  1  cent  under  1920 
and  another  i  cent  during  1922.  In  all  this  period  the 
energy  consumption  per  car-mile  was  practically  con- 
stant. The  reductions  cited  are  the  difference  between 
almost  steady  conditions  obtaining  in  1920  and  a  period 
when  costs  are  continuously  falling,  so  that  the  ultimate 
saving  will  not  be  reached  until  the  station  has  been 
operated  at  the  new  economical  level  for  some  time. 

During  1921  the  coal  required  per  kilowatt-hour  was 
reduced  on  the  average  about  0.52  lb.  as  compared  with 
1920,  and  a  further  reduction  of  0.68  lb.  was  effected 
in  1922.  The  actual  consumption  is  now  running  1.2  lb. 
per  kilowatt-hour  below  the  average  of  two  years  ago. 
The  B.t.u.  per  kilowatt-hour  is  now  about  12,000  less 
than  two  years  ago,  which  represents  about  1.1  lb.  of 
coal.  The  increased  economy  meant  a  real  saving  of 
around  38,000  tons  of  coal  in  1921  and  about  68,000  tons 
in  1922,  or  a  total  of  106,000  tons  in  twenty-four 
months.  Coupled  with  this  are  savings  in  every  other 
phase  of  plant  operation,  so  that  we  have  been  produc- 
ing in  1922  a  kilowatt-hour  on  the  average  at  a  reduc- 
tion of  35  per  cent  compared  with  1920  costs.  The  low- 
est figure  reached  so  far  was  in  December,  1922,  when 
the  cost  per  unit  was  47  per  cent  under  the  average 
for  1920. 

The  accompanying  curves  show  the  tendency  with  the 
new  operating  practices  for  the  thermal  efficiency  to  go 
up  and  for  costs  to  drop.  Certain  limits  of  efficiency 
of  the  station  are  imposed  by  the  existing  equipment. 
It  is  estimated  that  without  the  addition  of  more  eco- 
nomical units  the  best  economy  with  present  operation 
will  be  reached  by  the  end  of  this  year.  That  the  entire 
plant  organization  is  directing  its  efforts  to  this  end 
is  indicated  by  operating  costs  in  January,  1923,  which 
were  lower  than  any  in  1922. 

Continuity  First  Essential 

When  the  new  regime  took  charge  of  the  plant  at 
the  beginning  of  1921,  it  was  apparent  that  a  radical 
departure  from  practices  in  vogue  would  have  to  be 
made  without  delay.  The  initial  efforts  ware  directed 
toward  insuring  continuity  of  service.  The  station  had 
suffered  fiftj'-two  service  interruptions  in  1920,  varying 
from  a  few  minutes  to  two  hours,  making  the  solution 
of  this  difl^iculty  imperative.  A  careful  analysis,  sup- 
plemented by  information  gathered  from  the  station 
operators,  revealed  most  of  the  sources  of  trouble.  The 
immediate  elimination  of  the  faults  responsible  involved 
hasty  repairs  to  auxiliary  equipment,  the  overhauling 
and  adjusting  of  machine  governors,  oil  switches,  dis- 
connects, control  wiring,  feed  lines,  boiler  feed  pumps, 
etc.  Rigid  rules  for  the  regular  inspection  of  every 
unit  were  laid  down,  and  operating  methods  were 
adopted  that  not  only  would  minimize  the  possibility  of 
service  interruptions  but  would  also  permit  the  re- 
establishment  of  service  with  the  least  delay.     Every 


March  17,  1923 


Electric    Railway    Journal 


441 


cause  of  breakdown  was  sought  out  and  eliminated  or 
provision  made  to  lessen  the  hazard.  As  a  net  result 
of  these  efforts  the  station  has  had  but  three  interrup- 
tions since  Jan.  1,  1921.  The  maximum  tie-up.  of  about 
nineteen  minutes,  was  due  to  an  error  in  switching  and 
not  to  failure  of  any  apparatus.  This  record  shows  the 
benefit  derived  from  making  deferred  repairs  and  en- 
forcing rigid  operating  rules. 

Building  an  Organization 

The  building  up  of  an  efficient  and  capable  operating 
organization  has  been  a  most  interesting  and  fruitful 
phase  of  the  work.  It  would  have  been  comparatively 
easy  to  form  a  group  capable  of  operating  the  plant  at 
the  existing  economy  and  do  nothing  but  improve  the 
service  reliability.  But  in  addition  it  was  necessary  to 
bring  the  thermal  efficiency  of  the  station  to  the  maxi- 
mum possible  with  the  available  equipment,  while  main- 
tenance on  the  building  and  equipment  that  had  been 
deferred  for  years  had  to  be  completed,  and  radically 
different  operating  methods  had  to  be  adopted.  Old 
traditions  and  customs  that  had  become  law  had  to 
be  wiped  out.  In  fact,  it  was  first  thought  the  most 
feasible  plan  would  be  to  replace  the  major  portion  of 
the  station  employees.  But  among  them  were  many 
old  and  loyal  men  worthy  of  every  chance  and  assis- 
tance, so  that  this  plan  was  abandoned  and  instead  it 
was  decided  to  build  the  new  organization,  if  possible, 
from  those  already  employed.  The  result  is  that  the 
present  employees  were  nearly  all  in  service  during 
1920. 

In  December,  1920,  360  men  were  regularly  employed 
in  the  station.  It  was  estimated  that  170  men  should  be 
sufficient,  so  that  a  weeding-out  process  began  in 
January,  1921.  Among  the  old  employees  quite  a  few 
were  physically  unfit  for  central  station  work,  and  they 
were  the  first  to  go.  In  many  instances  it  was  found  un- 
necessary to  fill  their  places,  but  when  one  of  these  men 
had  to  be  replaced  a  man  was  picked  from  another  crew. 
The  next  step  was  to  eliminate  the  undesirables.  We 
felt  that  no  organization  could  function  properly  with 
men  in  its  ranks  who  had  a  tendency  to  promote  dis- 
satisfaction in  any  way.  One  of  the  most  diflicult 
things  we  had  to  do  was  to  develop  an  entirely  new 
attitude  in  the  minds  of  the  men,  as  they  had  become 
listless  and  absolutely  disinterested  in  the  success  of 
the  plant.  Having  little  or  no  knowledge  of  operating 
costs,  they  accepted  service  interruptions  and  equipment 
failures  as  a  mere  incident  in  the  day's  work. 

Another  line  of  investigation  was  carried  out  to  de- 
termine easier  and  better  methods  of  doing  work  and 
of  increasing  the  output  per  man,  enabling  us  to  get 
rid  of  the  non-essential  workers.  This  third  reduction 
in  forces  was  reflected  on  the  weekly  payroll  curve  dur- 
ing March,  1921.  Following  this,  further  improvement 
in  operating  methods  and  a  careful  study  of  the  char- 
acteristics of  individual  employees  showed  that  some 
were  incapable  of  adapting  themselves  to  the  changed 
conditions,  and  they  were  weeded  out.  From  that  time 
on,  no  employees  were  dismissed  before  they  were 
critically  studied.  These  studies  revealed  that  in  some 
instances  men  had  held  positions  for  years  and  yet 
they  were  capable  of  other  work  in  the  station  that 
would  make  them  more  desirable  and  valuable  employees. 
The  rate  at  which  these  changes  in  organization  were 
made  and  the  effect  of  force  reductions  is  indicated  on 
the  accompanying  graph. 

At  the  end  of  twenty-four  months  of  this  organization 
building  we  find  that  150  men  now  comprise  our  entire 


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The  Bednctlon  in  Coal  and  in  Station  Water  Rate  Sliow 
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station  force  as  compared  to  360  in  1920.  This  force 
of  150  men  has  completed  deferred  maintenance  on 
building  and  equipment  and  made  it  possible  for  the 
station  to  render  practically  100  per  cent  service  at  a 
unit  cost  for  power  in  December,  1922,  of  47  per  cent 
less  than  the  average  for  1920.  Probably  the  one  great- 
est factor  that  made  it  possible  to  accomplish  this  was 
the  changing  of  the  attitude  of  these  men  from  the 
defensive  to  the  offensive. 

We  have  endeavored  to  produce  an  organization  that 
would  operate  as  one  large  family  with  the  common 
incentive  of  ever  decreasing  the  cost  of  producing  a 
kilowatt-hour.  Today  one  would  look  far  to  find  as 
contented  and  efl!icient  a  power  plant  organization  as 
that  operating  the  Missouri  River  power  house.  A 
visitor  will  find  that  almost  any  one  in  the  station,  from 
the  chief  engineer  down,  can  tell  him  the  exact  number 
of  pounds  of  coal  per  kilowatt-hour  required  last  month 
and  the  month  previous.  Only  through  such  organiza- 
tion has  it  been  possible  to  accomplish  what  has  been 
done  during  the  past  twenty-four  months,  as  it  must 
be  remembered  that  this  group  was  gleaned  entirely 
from  the  force  found  in  the  plant  at  the  beginning  of 
1921.  A  power  plant  committee,  composed  of  five  rep- 
resentatives chosen  from  the  workmen  and  five  from 
the  engineers  and  foremen,  with  the  plant  superin- 
tendent as  chairman,  handles  all  matters  pertaining  to 


442 


Electric    Railway    Journal 


Vol.  61,  No.  11 


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Payroll  Were  Made  While  Obtaining;  Better  Operation 

wages    and    working    conditions,    welfare    and    safety. 
This  committee  meets  twice  a  month. 

While  the  work  of  building  up  the  personnel  and  the 
physical  condition  of  the  plant  was  under  way,  progress 
was  being  made  in  improving  the  thermal  efficiency  of 
the  station.  As  every  operator  knows,  the  greatest  pos- 
sibilities for  increasing  economy  of  a  given  installation 
exist  in  the  boiler  room.  On  the  basis  of  a  series  of 
boiler  tests  on  the  losses  in  warming  up  and  banking 
of  the  boilers  and  on  their  efficiency  at  various  loads,  a 
method  of  boiler  dispatching  has  been  established  which 
reduces  banked  boiler-hours  to  a  minimum  and  allows 
the  boilers  to  be  operated  at  a  maximum  boiler  efficiency. 

These  tests  showed  that  it  was  not  economical  to  force 
the  boilers  to  a  rating  much  above  150  per  cent  because 
of  the  limited  combustion  space,  and  there  are  enough 
boilers  so  that  it  is  seldom  necessary  to  exceed  this 
rating.  Formerly  the  boilers  had  been  operated  at  180 
to  200  per  cent  of  rating,  with  considerable  drop  in  the 
efficiency.  At  these  higher  ratings,  gas  passages  and 
furnace  volumes  were  too  small,  and  consequently  when 
operating  at  ratings  much  over  150  per  cent,  furnace 
and  stoker  maintenance  reached  an  abnormal  figure, 
ashpit  losses  were  large  and  considerable  trouble  was 
experienced  with  slag  on  the  boiler  tubes. 

Four  of  the  forty  boilers  have  been  arranged  for 
service  by  an  independent  feed  pump  and  heater,  so 
that  all  make-up  water  may  be  passed  through  them. 


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rngnun  In  Reduction  of  Hwltchboard  Co«t»  Show,  the  Combined 
ReNult  of  All  thangei) 


All  scale  deposits  are  thereby  localized  and  scale-free 
water  is  fed  to  the  remaining  boilers.  The  make-up 
water  drawn  from  the  city  mains  averages  from  six- 
teen to  twenty  grains  of  hardness  and  is  treated  with 
soda  ash  to  neutralize  as  nearly  as  possible  the  scale- 
forming  tendency.  We  are  just  beginning  to  realize 
the  benefits  of  this  scheme  and  expect  to  make  a  mate- 
rial saving  in  fuel  by  it  in  a'short  time.  A  sand  filter 
for  the  blow-off  water  has  produced  a  substantial  sav- 
ing by  conserving  scale-free  water.  The  city  water  bill 
has  been  reduced  from  an  average  of  $1,800  a  month 
to  $850,  and  by  using  the  generator  air  washers  to 
reduce  the  temperature  of  cooling  oil  and  jacket  cooling 
water,  we  anticipate  reducing  the  city  water  bill  in  1923 
to  approximately  $400  per  month. 

The  adoption  of  the  various  methods  described  has 
raised  the  average  boiler  efliciency  from  59  to  67  per 
cent.  Four  oil-burning  boilers  are  being  revamped  to 
give  more  efficient  combustion  for  use  over  the  peak 
loads,  thereby  reducing  the  banked  hours  on  the  coal- 
fired  boilers.  All  fuel  and  ash  are  analyzed,  the  ash 
analyses  being  grouped  by  the  boilers  fired  by  different 
men.  The  tabulated  results  are  posted  in  the  boiler 
room  so  that  every  man  knows  what  he  is  doing. 

Generator  dispatching  has  been  worked  out  on  a 
B.t.u.  input-output  basis,  and  economies  from  this 
source  are  already  apparent.  The  most  economical  unit 
carries  the  base  load,  and  the  other  units  are  put  on 
the  line  for  the  additional  load  in  the  order  of  their 
water  rates.  As  the  load  may  be  predicted  a  day  in 
advance,  the  probable  load  curve  is  drawn  to  the  cor- 
rect time  plotted  for  connecting  and  disconnecting  ma- 
chines from  the  line.  On  the  same  sheet  a  similar  curve 
is  drawn  indicating  the  number  of  boilers  and  the  time 
for  them  to  be  put  on  and  off  the  line.  On  the  day 
following,  a  bulletin  is  posted  commenting  on  the 
previous  day's  operation. 

Each  morning  all  data  covering  the  previous  day's 
operation  are  figured  and  plotted.  The  curves,  which 
are  carried  out  for  a  complete  month,  are  posted  each 
morning  with  the  figures  of  the  day  before.  These 
sheets  show  the  gross  generation,  boiler  horsepower- 
hours  in  service,  total  evaporation,  station  water  rate, 
individual  machine  water  rates,  combined  machine 
water  rate,  plant  load  factor,  machine  load  factors, 
average  barometer,  temperature  of  circulating  water, 
individual  machine  vacuums,  water  evaporated  per 
boiler  horsepower-hour,  average  kilowatt-hours  per 
boiler  horsepower-hour,  and  total  evaporation.  Each 
month  a  comparative  report  is  prepared  showing  the 
station  efficiencies.  It  is  circulated  throughout  the 
plant  and  compared  by  the  men  with  previous  months. 

Further  Economies  Contemplated 
To  reach  our  desired  goal  we  have  several  plans 
which  do  not  involve  the  purchase  of  additional  equip- 
ment. We  contemplate  obtaining  a  better  balance  by 
bleeding  two  turbines  to  the  heater  through  thermo- 
static control  valves.  Steam  "laning"  in  the  condensers 
is  planned  by  the  removal  of  tubes.  Thus  steam  can 
reach  the  lower  tubes  directly  without  cooling  the  steam 
already  condensed.  From  this  change  we  expect  a 
slight  increase  in  vacuum  and  also  a  decrease  in  the 
depression  of  the  hot-well  temperature. 

It  is  also  planned  to  install  an  evaporator  for  han- 
dling the  make-up  feed  water,  and  also  assist  in  main- 
taining the  proper  heat  balance. 

A  lubrication  survey  completed  last  September  indi- 
cated that  the  cost  of  lubrication  may  be  reduced  about 


March  17,  1923 


Electric    Railway    Journal 


443 


50  per  cent.  Progress  made  thus  far  indicates  that 
the  contemplated  figure  undoubtedly  will  be  reached. 
In  this  survey  each  piece  of  station  equipment  that 
required  lubrication  was  given  a  page  in  a  lubrication 
handbook  on  which  was  noted  the  equipment  number, 
manufacturer,  speed,  kinds  of  lubrication  required, 
times  of  lubricating,  the  recommendation  for  oil  and 
quantities,  lubricator  attachments,  etc.  Thus  the  proper 
oils  for  the  lubrication  of  the  unit  and  the  approximate 
quantity"  required  per  100  hours  of  operation  were 
determined.  On  the  generating  units  with  circulating 
oil  systems,  oil  levels  were  set  and  the  oil  maintained 
at  this  level.  On  the  fifteenth  and  first  of  each  month, 
a  sample  is  drawn  from  the  oiling  system  of  each 
turbine  and  examined  in  the  laboratory  for  the  deter- 
mination of  acrdity,  saponification,  viscosity,  emulsifica- 
tion,  dirt,  etc.  The  test  results  and  the  average 
maximum  bearing  temperatures  are  plotted  on  curve 
sheets,  one  for  each  generating  unit.  Piping  from 
each  turbine  oiling  system  has  been  arranged  to  bypass 
the  oil  to  a  centrifugal  oil  purifier  which  is  also 
arranged  to  purify  miscellaneous  oil  reclaimed  from 
auxiliaries. 


A  similar  analysis  is  now  being  made  covering  all 
packings  used  in  the  station.  The  grade  and  size 
required  for  any  particular  location  will  be  determined 
and  mandrels  will  be  provided  for  cutting  the  packing 
to  exact  size.  Already  we  have  standardized  valves 
for  all  types  of  service  from  2i-in.  sizes  to  the  smallest 
in  use.  By  studying  the  necessary  amount  of  main- 
tenance supplies,  the  stores  stock  has  been  reduced  by 
about  two-thirds. 

The  above  are  but  a  few  of  many  schemes  we  are 
working  on  to  assist  in  obtaining  the  lowest  possible 
production  costs  from  the  station. 

While  the  results  as  shown  might  have  been  accom- 
plished in  less  than  two  years,  the  reorganization  of 
the  plant  forces  involved  much  more  than  a  reassem- 
bling of  men  under  different  lines  of  authority.  A 
sudden  radical  departure  from  methods  in  vogue  for 
years  would  not  only  have  upset  the  organization,  but 
would  have  defeated  the  very  ends  we  wished  to  attain. 
Today  we  have  a  competent,  willing  and  confident  work- 
ing unit,  whose  efficiency  has  made  possible  all  the 
savings  so  far,  and  which  ultimately  will  obtain  every 
available  economy  within  the  station's  possibilities. 


Piece- Work  System  in  Car  Maintenance 

Interborough  Rapid  Transit  Company,  in  New  York  City,  Has  Secured  Excellent  Results 

from  Its  Use  on  Routine  Jobs — Men  Make  More,  and  Company  Saves  Money — 

Men  Take  Great  Pride  in  Developing  Special  Skill 


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This  I'owerful    Lathe   lIlustruteM  the   Ty 
.Make  Piece  Worit  a  Succ 


THE  piece-work 
plan  of  payment 
of  workmen  is 
highly  developed  in  the 
manufacturing  field 
and  has  been  used  to  a 
limited  extent  on  elec- 
tric railway  properties. 
A  pioneer  in  this  field 
was  the  Interborough 
Rapid  Transit  Com- 
pany, which  for  fifteen 
years,  more  or  less, 
has  used  the  plan  on 
all  shop  operations 
which  are  sufficiently 
standardized  to  render 
this  possible.  As  early  as  1912  the  system  was  producing 
satisfactory  results  so  that  the  management  was  willing 
to  have  its  working  described  in  the  Electric  Railway 
Journal,  which  was  done  in  the  issue  for  April  6, 
1912,  page  576.  Since  that  time  there  have  been  minor 
adjustments  in  detail,  but  the  fundamental  principles 
which  governed  then  are  followed  today.  These  prin- 
ciples are,  in  brief,  as  follows: 

First,  in  general  it  is  to  the  interest  of  both  workers 
and  employer  to  get  the  maximum  output  from  the 
maintenance  plant,  to  the  extent  to  which  the  work 
does  not  overtax  the  men. 

Second,  the  men  are  more  contented  with,  and  in- 
terested in,  their  work  when  assured  that  they  will  be 
compensated  for  their  own  efforts.  This  results  in  a 
constant  endeavor  to  eliminate  lost  time. 

Third,  while  the  company  pays  the  men  more  under 


pes    of    Macliines    Wllieli    Hare    Helped 
'eMH  on  the  InterlKirouKli 


this  plan,  its  return  is 
greater  both  as  to  di- 
rect cost  per  unit  pro- 
duced and  in  economy 
in  the  use  of  shop 
space  and  facilities. 

Fourth,  the  system 
tends  to  the  develop- 
ment of  specialists, 
who  realize  that  by 
doing  their  work  bet- 
ter than  others  could 
do  it  they  insure 
steady  work  for  them- 
selves, as  well  as  bet- 
ter remuneration. 
The  men  who  are  on 
piece  work  like  it,  and  there  is  a  constant  incentive  to 
day  workers  to  get  on  piece  work  when  they  can.  Fur- 
ther, the  industriousness  of  the  piece  workers  sets  a 
good  example  to  the  force  generally. 

The  Piece-Work  Plan  in  Practice 

An  example  of  the  good  results  of  the  piece-work  plan 
is  furnished  by  the  operation  of  wheel  turning.  The 
men  on  this  job  have  studied  it  so  carefully  that  they 
are  now  putting  a  pair  of  wheels  through  in  twenty- 
two  minutes  on  the  average,  at  a  contract  cost  of  34.1 
cents.  Under  the  plan  of  paying  for  work  by  the 
day  the  output  in  this  operation  was  three  or  four 
pairs  of  wheels  per  day  per  man.  With  the  improved 
machinery  now  used,  with  high-speed  tool  steel  and 
with  operation  at  100  per  cent  efficiency  due  to  the  use 
of  the  piece-work  plan,  the  output  has  been  increased  to 


444 


Electric    Railway    Journal 


Vol.  61,  No.  11 


I.oakliifr   at   the  Knd  of  the  Big   Wheel  I,athe  Which   TiirnH    Wheel 
Treads  and  Flanires  In  Twenty -two  Minutes 

twenty-five  pairs  of  wheels  per  day  per  man,  and  the 
men  are  able  to  earn  on  the  job  about  $200  per  month. 
This  has  been  made  possible  by  the  elimination  of  lost 
motion,  and  the  forcing  of  the  cut  to  the  maximum  of 
efficiency. 

The  piece-work  plan  is  used  not  only  on  routine 
operations  but  on  new  installation  work  as  well.  This 
work  is  kept  separata  from  the  maintenance  work, 
and  the  regular  force  is  not  employed  upon  it. 

One  of  the  most  interesting  jobs  of  recent  years 
is  one  now  under  way,  the  equipping  of  nearly  four 
hundred  cars,  now  in  use,  with  high-voltage,  multiple- 
unit  car-door  control.  This  involves  considerably  more 
than  150  contract  items,  large  and  small.  For  example, 
one  contract  calls  for  the  cutting,  threading  and 
reaming  of  about  600  pieces  of  electric  conduit  and  air 
pipe  (for  one  car),  for  which  the  contract  price  is 
$16.10;  another  calls  for  the  bending  of  these  pipes  to 
template,  at  $11.60,  etc. 

To  make  this  illustration  somewhat  more  tangible  the 
following  excerpts  from  the  schedule  are  given: 


Disconnect  brake  rigging  for  jacking  car  bodies,  disconnect 
and  remove  air  piping  and  conduit  for  installation  of 
multiple-unit  door  equipment.  Remove  fitting  from  pipe 
and  deliver  to  stock  room.  Motor  car,  per  car  A.  \V.  I. 
(All   work   included) ♦9-5« 

Same,  trail  car ■ 2.40 

Drill  holes  under  car  body  for  installation  of  air  and  con- 
duit pipe  clamps.     Motor  car,  per  car,  A.  W.  1 9.60 

Same,  trail  car   •.  •  •      o-"" 

Cut  to  length  and  pull  in  all  wires  tor  multiple-unit  equip- 
ment, e.xcluding  pulling  from  master  controllers  to  cutout 
switches  and  door  contact  shoes  to  reversing  springs  and 
switches.     Motor  car,  per  car,  A.  W.  1 37.00 

Same,  trail  car 32.00 

Dismantle  vestibule  light  cluster  on  high-voltage  trail  cars. 

per  car,  A.  W.  1 0.20 

Install    vestibule    light    cluster    on    high-voltage    trail    cars. 

per  car,  A.  W.  1 0-35 

Install  the  following  apparatus  in  motor-car  body  interior ; 
two  door-lock  cylinders,  two  cylinder  relay  boxes,  two  in- 
terlock boxes,  two  car-door  unit  cutout  switch  boxes,  one 
electric  brake  resistance  coil  and  one  governor  resistance 
coil  with  necessary  bolts  and  brackets.  Motor  car,  per 
car,  A.  W.  I •  • 300 

Rethread    and   plug   thirty   holes   in   back    of    door.     Motor 

car,  per  car,  A.  W.  1 1.80 

Install  door-engine  bedplates:  Spot  ten  rivet  heads  with  drill 
and  remove  seat  separators,  clean  floor,  set  up  drilling  jig, 
drill  four  i-in.  holes  and  bolt  bedplate  in  place.  Install 
door  engines  as  follows:  remove  magnet  valves  and  en- 
gine levers,  install  door  slide  rods  and  brackets,  drill  two 
I-in.  holes,  line  up  machine,  bolt  in  place,  connect  and 
adjust  so  that  door  operates  free.  Motor  car,  per  car, 
A.W.I 15.00 


Time  Studies  Are  Constantly  Being  Made 

The  aim  of  the  equipment  department  is  to  have  as 
many  jobs  as  possible  on  piece  work.  To  that  end  a 
constant  study  is  made  of  all  day  work  with  a  view 
to  changing  it  over.  The  detail  of  this  falls  to  the 
"data  collectors,"  one  to  each  department,  who  are 
expected  to  report  on  all  possibilities,  with  facts  to 
back  up  their  recommendations.  They  not  only  do  this 
but  also  suggest  changes  in  the  procedure  on  an  opera- 
tion when,  in  their  opinion,  it  is  not  being  done  to  the 
best  advantage. 

The  machine  shops,  paint  shops,  wood  mills  and 
blacksmith  shops  are  practically  all  on  a  piece-work 
basis.  All  types  of  bearings  are  babbitted,  brush- 
holders  overhauled,  commutators  removed  and  replaced, 
and  armatures  stripped,  rewound  and  banded  on  the 
same  basis. 

Take,  for  a  detailed  example  of  the  way  in  which  a 
routine  job  is  put  through,  the  treatment  of  a  car 
which  comes  into  the  paint  shop  for  repainting.  The 
foreman  has  a  complete  list  of  the  items  which  may 


1 

' 

INTERBOROUGH  RAPID  TRANSIT  COMPANY 

Paint  Department  Opeihtion  Sheet 
Monhatlon  Division 

Car  No. 

Date  In 

Date  Out 

Cost 

Work 

Contract 

No. 

Price 

Amount 

Pass  and 
Date 

Amount 

Pass  and 
Date 

Amount 

Pass  and 
Date 

Amount 

Pass  and 
Date 

Amount 

Pass  and 
Date 

) 

L 

_ 

J . 

' ^ 

J 

flK.  1 — Check  Sheet  TTaed  for  PreTentlar  Duplication  of  Charges 


March  17,  1923 


Electric    Railway    Journal 


445 


possibly  require  attention,  although  usually  a  car  does 
not  need  to  have  everything  done  to  it  that  is  included 
in  the  list.  The  following  are  the  items  and  contract 
prices  on  Manhattan  Elevated  cars,  which  have  wood 
bodies  and  have  been  in  service  for  many  years : 


Scrub  exterior   $3.02 

Prime    exterior 1.26 

Putty      and      sand,      oil 

enamel    321 

Second   coat   exterior...    1.90 
Number  ends  exterior..      .0243 
Number   ends   interior..      .0243 

Letter    boards    1.57 

Door  posts,   burn   off.  .  .      .0603 

Paint   deck    389 

Paint   canvas    roof 428 

Paint    gates    1.20 

Black  off  ironwork....  1.26 
Door    posts,    putty    and 

plaster    122 

Scrub  motor  car  interior  1.81 
Scrub  trailer  interior..  1.43 
Clean   and   oil  curtains.      .48 

Clean    hand    straps 389 

Putty  and  paint  lining.  1.11 
Enamel    head    and    side 

linings    1.35 

Sand  and  varnish  motor 

interior     2.22 

Sand  and  varnish  trailer 

interior     1.81 

Number  glass,  1  fig 418 

Number  glass,  2   figs...      .515 
Number  glass,   3   figs...      .60 
Number  glass,    4  tigs...      .681 
Warning    notice    seats.  .      .564 
Scrape    and    clean    sash.      .0243 

Body  sash  burn  oft 0243 

Bodv    sash     scrub     two 

sides    0122 

Body     sash     scrub     one 

side    00603 

Clean  embossed  glass..   1.18 

Sash  to   loft 108 

Body    sash,    finish    one 

side    049 

Body    sash,    finish    both 

sides     073 

Cleaning   glass    1.35 

Blinds,    scrub    two   sides     .0122 
•  Blinds,       prime      and 

enamel     0185 

Scrub  seats 63 


Paint  seats    $0.73 

Varnish    seats    642 

Paint    motor    truck 389 

Paint   trailer   truck 282 

Putty     and     sand    rein- 
forced    cars,     having 

panels    788 

One  coat  color 282 

Putty     and     sand     rein- 
forced    cars,     having 

sheathing    428 

One     coat     color     rein- 
forced sheathing 272 

Remove   paint  and    vai - 

nish     96 

Sand  body  sash 428 

Paint  heater  wires 073 

Scrape  body  sash 86 

Paint  new  canvas  roof.      .321 

Truck   shoe   beam 122 

Seat    frames    37 

Clean  motor  truck 341 

Clean  motor  car  trailer 

truck     525 

Clean    trailer   truck 428 

Spray  motor  truck 171 

Spray   trailer   truck 122 

Safety  gate    073 

Paint    heaters    321 

Scrub    floor    strips 96 

Paint   floor    219 

Remove  varnish  trailer.. 12. 24 
Remove  varnish  motor.  15.01 
Remove     varnish,     sand     . 

strips,    etc 2.77 

Remove    varnish,     sand 

parting    strip    3.55 

Varnish    trailer 3.16 

Varnish  motor   4.34 

Body    sash     049 

Varnish  sash  stops,  etc.   1.90 

Window    capping    l-*^„ 

Remove  varnish  in  part     .788 
Remove    varnish    swing 

door     321 

Bleach,  etc.,  in  part...  1.26 
Paint   ateel   posts 1.59 


This  Boring  Mill  la  a  Valuable   Viilt  In  the  InterborougU 
Plece-Work   Scheme 

is  allowed  81  cents,  regardless  of  the  number  of  pieces 
ordered.  He  is  then  allowed  3.913  cents  per  piece, 
which  is  the  sum  of  the  following  items,  each  of  which 
has  been  made  the  subject  of  careful  time  study : 


In  a  case  like  this  it  is  sometimes  possible  to  group 
some  of  the  jobs,  in  which  case  the  group  is  given  a 
combination  number  and  is  priced  at  the  sum  of  the 
component  contract  prices. 

In  the  operation  of  the  piece-work  system  everything 
depends  upon  the  proper  determination  of  the  contract 
prices.    These  are  set  in  the  Interborough  shops  on  the 
basis  of  careful  and  detailed  time  studies.    By  the  term 
"detailed"  is  meant  the  actual  measurement  of  the  time 
of  each  component  part  of  an  operation.    When  a  spe- 
cial construction  job  develops,  such  as  the  equipping  of 
the  large   number   of   cars  with   door   control   already 
mentioned,  sample  cars  are  equipped  by  careful  work- 
men and  time  studies  are  made  as  the  work  proceeds. 
In  routine  operations  a  man  is  selected  for  test  who 
is  average  as  far  as  production  is  concerned.  He  knows 
that  the  time  studies  are  being  made.    A  large  number 
of  timings  are  made,   say  seventy-five  or  more,   and 
maximum,   minimum    and    average   values    are   noted. 
Then  comes  the  task  of  fixing  the  rates.     In  doing 
this  allowance  is  made  for  odds  and  ends  of  things  that 
must  be   done  during   working  hours   and   also  for   a 
reasonable  amount  of  speeding  up  under  the  stimulus 
of  the  piece-work  plan.     This  work  is  done  in  great 
detail  and,  once  done,  the  contract  prices  are  not  dis- 
turbed unless  conditions  change  or  the  job  is  modified. 
As  an  example  of  the  making  up  of  a  price,  take  a 
small   piece   like   the  wood   base-block   for   a   car-door 
cutout  snap  switch.     This  is  a  piece  which  requires  a 
finish  all  over,  rounding  of  the  corners,  slotting  under- 
neath  and  a  little  shaping  on   the  handsaw  machine. 
First,  a  study  is  made  of  the  time  required  to  get  the 
several  machines  ready  for  use.    For  this  the  workman 


A — Cross  cut  to  over  length    0.015  cent 

B — Rip  to  over  width    0.03  cent 

C — Joint  to  give  true  edge   0.054  cent 

D— Re-rip     0.02  cent 

E — Dress  to   thickness    0.047  cent 

F — Square  and  cross  cut    "•1??  '^*''' 

G — Cut  slot,   single  cut    0.092  cent 

H — Band  saw  to  shape 1.1  cents 

I — Bore  four  A -in.  holes,  six   i'l-in.  holes.  Jig  work...  1.45  cents 

J — Round  oft  all  edges 0.97  cent 

Total    3.9 13  cents 


Thus  on  an  order  of  200  base  blocks  the  workman 
would  get 

81  +  (200  X  3.913)  =  $8,636,  or 
4.318  cents  each,  whereas   if  he  made  but  ten  pieces 
the  price  would  be  12.013  cents  each.    This,  of  course, 
illustrates  the  importance  of  getting  out  large  quan- 
tities on  each  order. 

The  advantage  of  having  a  detailed  analysis  like 
this  lies  not  only  in  the  accuracy  of  it,  but  it  renders 
very  easy  the  changing  of  the  contract  price  without 
new  studies  if  one  or  more  of  the  parts  of  the  opera- 
tion are  omitted.  Of  course,  if  the  job  is  expanded 
the  new  items  must  be  priced  from  additional  time- 
study  data. 

In  keeping  track  of  the  work  of  each  man,  and  of  the 
group  or  gang  engaged  upon  a  given  job,  the  daily 
form  shown  in  Figs.  2  and  3  is  used.    Fig.  2  shows  the 


This  Tnrret  L,»the  Tarns  Out  Bolts  at  an  Amasins  Rate 


446 


Electric    Railway    Journal 


Vol.  61,  No.  11 


face  of  the  sheet,  which  is  7x8  in.  in  size;  while  Fig. 
3  shows  the  back,  used  in  case  extra  space  is  required. 

This  form  comprises  two  sections,  one  for  a  general 
summary  of  each  man's  work  for  the  day,  the  other 
for  a  detailed  statement  of  the  work  done  by  the  gang 
as  a  whole  on  each  contract.  It  will  be  noted  that  the 
work  is  detailed  by  contract  numbers,  every  job  of 
piece  work  being  so  identified.  The  particular  job  is 
noted  also,  or  if  it  is  a  routine  job  on  a  car  the  car 
number  serves  as  identification.  The  number  of  pieces, 
nature  of  the  job,  price  per  piece  and  amounts  charged 
to  slight  repairs  (S.  R.),  general  repairs  (G.  R.)  and 
construction  are  also  given. 

This  slip  is  signed  by  the  inspector  or  checker  and 
the   foreman   or   his   clerk,    these   having   agreed   that 


sheet,  of  which  there  must  be  one  copy  for  each  major 
job  such  as  repainting,  as  covered  in  the  list  on  page 
445,  the  work  is  itemized  in  a  column  for  each  car. 
Then  as  work  on  an  item  is  reported  for  a  car  it  is 
entered  at  the  appropriate  point,  furnishing  a  check 
against  a  second  charge  for  a  given  contract  on  one  car 
at  the  same  time.  It  also  checks  against  a  car  coming 
back  too  soon  for  a  given  repair.  In  this  case  if  the 
repetition  is  found  to  be  due  to  poor  workmanship  the 
workman  is  expected  to  "make  good"  by  repairing  the 
part  without  pay. 

The  piece-work  plan  is  used  by  the  Interborough  for 
practically  all  jobs  on  which  the  workmen  can  be  paid 
in  accordance  with  the  work  done.  However,  as  sug- 
gested earlier,  some  work  is  done  under  a  bonus  plan, 


INTERBOROUGH  RAPID  TRANSIT  COMPANY. 

Cam  EouirMiHT  Ot»Aimmir. 

DAILY  TIME    CARD. 


.  .JOap. 

Da 

te 

» 

»..« 

TSSm 

MM 

-s»ssjss~ 

■«^ 

PIECE     WORK. 

CMM 

Mnwn 

£^ 

M^n« 

t.L 

TT 

sr 

mil 

Tai'OM«t*w.wt,-ww 


CMBCntO  AHM  reuHS  COWMCTr 


INTERBOROUGH    RAPID    TRANSIT   COMPANY 

CAR    EQUIPMENT     DEPARTMENT 
PIECE    WORK    TIME    CARD 
Shop Date, 191 — 

MAMES 

MMN*. 

eiM«in. 

0«T(S~ 

ZSLV. 

*WOUNT                 1 

B 

s 

TC... 

J-»-» 

Fig.  «  (Above. Left) 
— Front  of  DaUy 
Time  Sheet  Vsed  on 
Piece  Work,  Inter- 
bo  r  o  o  K  I>  Rapid 
Transit   Company 

Fig.  3  (Below. Left) 
—  Back  of  Dally 
Time    Sheet 

Fig.  4  (Above. 
Right) — Front  of 
Weekly  Plece-Work 
Time   Card 

Fig.  5  (Below, 
Right) — Back  of 
Weekl.v  Time  Card 
(Printed  length- 
wise) 


J 

***** 

CMMJMM. 

COHTIUCt 
NO 

MO   0* 

mice 

1 

! 

1 

1 

i 

TOT*V 

C»Mk«tf 

Hr 

, 

the  work  was  properly  done  and  in  the  quantity  stated. 
The  inspector  and  foreman  co-operate  for  the  purpose 
of  insuring  compliance  of  the  work  with  specifications 
as  to  quality,  and  the  inspector  for  this  purpose  is 
assistant  to  the  foreman.  He,  however,  is  responsible 
to  the  head  of  the  piece-work  department. 

Each  week  there  is  compiled  also  the  piece-work  time 
card  for  each  gang,  summarizing  the  information  on 
the  daily  slips.  This  form  is  5ix9J  in.  in  size.  It  is 
shown  in  Figs.  4  and  5.  This  form  on  its  face  calls  for 
the  total  hours  worked  by  each  man  and  the  amount  he 
earned.  On  the  back  is  a  summary  of  the  work  done 
by  the  gang,  the  costs  being  segregated  by  contract 
numbers. 

A  third  form  (blueprinted)  which  is  found  useful  is 
known  as  the  "check  sheet."  This  is  shown  in  Fig.  1. 
Its  main  purpose  is  to  prevent  duplication.     On  this 


principally  car  cleaning.  To  this  work  considerable 
attention  was  given  in  the  1912  article  previously  men- 
tioned. The  base  daily  wage  rate  is  fixed  for  a  reason- 
able number  of  cars  washed  per  day.  For  all  cars 
washed  above  this  number  the  workman  receives  one- 
half  of  the  rate  per  car  that  formed  the  basis  of  the 
daily  wage.  This  plan  seems  better  adapted  to  the 
class  of  labor  employed  in  car  cleaning  as  the  men 
appreciate  the  assurance  of  receiving  at  least  a  mini- 
mum  daily  wage. 

The  equipment  department  of  the  Interborough  is 
thoroughly  "sold"  on  the  piece-work  system.  The  main- 
tenance work  is  costing  possibly  25  per  cent  less  than 
it  would  under  the  time  system  and  the  men  are  better 
paid  and  more  contented. 

W.  E.  Strait,  superintendent  of  economy,  has  direct 
charge  of  this  department. 


March  17,  1923 


Electric    Railway    Journal 


447 


A  Study,  Covering  Fifty  Shops,  of  the  Various  Methods  Employed  in  Pressing  Off  Wheels  to  Bring 
Out  the  Function  of  the  Holes  in  the  Gear  Blank,  Looking  Toward  a  Standardization  of  the  Number, 
Size  and  Location  of  These  Holes — The  Principal  Methods  and  Devices  Used  Are  Described  and  Pictured 

Methods  and  Equipment  for 
Removing  Wheels 

By  C.  W.  Squier 

Associate  Editor   Electric  Railwat  Journal,   New   York,    N.   Y. 

A  PROBLEM  of  considerable  pro- 
portion in  wheel  maintenance 
.  has  gradually  been  forced  upon 
electric  railways,  due  to  the  trend  of 
car  and  motor  design.  This  problem  is 
as  to  how  wheels  at  the  gear  end  of 
axles  can  best  be  removed  without 
bending  the  axles  or  breaking  the 
wheels.  In  the  days  of  split  gears, 
these  could  be  removed  readily  and 
hence  did  not  present  any  obstacle  to 
wheel  removal.  When  solid  gears  were 
first  introduced,  they  were  made  from 
steel  castings,  and  in  order  that  gear 
weight  might  be  reduced,  the  designer 
put  as  large  holes  as  possible  into  the 
web.  Where  spokes  were  used  there 
was  a  large  space  between  them.  With 
these  designs  there  was  no  difficulty  in 
pressing  off  the  wheel  at  the  gear  end 
and  leaving  the  gear  in  place,  as  there 
was  ample  room  for  jack  pins,  which 
could  be  inserted  in  most  any  desirable 
position  through  the  holes  in  the  web 
or  between  the  spokes  of  the  gear. 

When   forged  gears   were   first   in- 
troduced, manufacturers  followed  the 

same  general   practice  of   putting  as      

large  holes  as  possible  in  the  web. 
These  holes  were  usually  34  in.  in  diameter  and  were 
usually  spaced  on  a  144-in.  diameter  circle.  This  was  in 
the  days  when  practically  all  gears  used  with  railway 
motors  in  city  service  were  three  pitch  and  usually  had 
in  the  neighborhood  of  from  sixty-five  to  seventy-one 
teeth.  With  these  gears  there  was  ample  room  for  holes 
in  the  web,  and  the  use  of  jack  pins  for  removing  wheels 
was  the  general  practice. 

When  forged  gear  blanks  began  to  be  made  for  use 
on  interurban  cars,  it  was  found  necessary  to  use  large 
hubs  for  the  gears  and  frequently  the  outside  diameter 
of  the  gears  was  very  small.  As  a  result,  the  space  for 
web  holes  was  considerably  reduced,  and  the  sizes 
dropped  to  as  small  as  11  in.  in  some  cases,  and  in  others 
it  was  found  necessary  to  eliminate  web  holes  entirely. 
With  the  introduction  of  the  safety  car,  it  was  found 
impossible  to  maintain  the  same  center  distance  between 
the  web  holes  or  to  use  the  same  diameter  for  these 
holes. 

As  a  result  of  these  advances  in  car  design  and 
service,  nearly  every  gear  has  now  developed  into  a  spe- 
cial engineering  problem  for  the  location  of  the  web 
holes.  If  the  railway  operator  has  a  dozen  different 
types  of  motors,  the  gears  that  are  furnished  for  the 


M 

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Wheel  Shop  of  the  Twin  City  Rapid    Transit   Company,    .St.    Paul,    Minn. 


This  shop  occupies  a  space  50  x  80  ft., 
adjoining  the  truck  shop.  It  contains  the 
following  machine  tools  :  One  wheel-turn- 
ing lathe,  one  200-ton  hydraulic  press, 
one  standard  wheel-boring  machine,  one 
double-head  48-in.  boring  mill,  two  wheel- 
grinding  machines,  one  cutting  off  and 
centering    lathe,    one    axle    turning    lathe, 


one  axle  grinding  machine,  one  lathe 
equipped  for  boring  a  2-in.  hole  through 
axles  end  to  end.  one  milling  machine, 
one  key  seater  used  on  pinions,  one  gear 
cutter,  capacity  up  to  60  in. ;  two  cast- 
iron  axle  racks,  one  100-ton  hydraulic 
axle  straightener  and  four  electric  hoists 
for  serving  the  various  machines. 


different  motors  may  have  a  dozen  different  sizes  of 
web  holes  and  different  spacings  of  centers. 

Some  time  ago  the  Carnegie  Steel  Company,  which 
was  the  leader  in  forged  gear  blank  production,  en- 
deavored to  build  up  a  series  of  standards  for  the  size 
and  spacing  of  the  web  holes.  Considerable  difficulty 
was  experienced,  however,  in  deciding  on  sizes  which 
would  cover  satisfactorily  the  large  range.  Another 
complication  arose  from  the  fact  that  a  different  die 
may  be  used  for  two  gears  that,  from  the  customers' 
standpoint,  seem  alike,  one,  however,  being  used  on  a 
larger  axle  than  the  other,  which  necessitates  a  larger 
hub  and  therefore  a  different  die.  Of  course,  this 
affects  the  space  available  for  web  holes.  Another  diffi- 
culty which  prevents  location  of  the  holes  close  to  the 
hub  comes  from  the  sloping  web  of  the  gear.  This 
makes  it  necessary  to  locate  the  center  of  holes  at  the 
bottom  of  the  dish  and  also  to  limit  the  size  of  the  holes. 
Otherwise,  in  starting  to  drill  the  web  hole,  the  drill 
point  would  not  touch  the  web,  so  that  in  effect  it 
would  be  trying  to  drill  a  hole  with  the  side  of  the 
drill.  At  the  present  time,  the  American  Gear  Man- 
ufacturers' Association  has  a  committee  working  on  this 
subject  and  the  Carnegie  and  Cambria  Steel  Companies 


448 


Electric    Railway    Journal 


Vol.  61,  No.  11 


<la<^k  Pin  Methods  of  Wheel  Removal 

At  top — Jack  pins  through  web  holes  in  gear,  together  with 
clamping  collar  between  gear  and  wheel,  used  by  the  Caoltal 
Traction  Company,  Washington,  D.  C.  >-apiiai 

Second  and  third  views — Jack  pins  through  web  holes  In  sear 
together  with  yokes  at  ends  of  jack  pins,  used  by  the  Louisville 
Railway. 

At  bottom — Jack  pins  through  web  holes  in  gear,  with  U-shaped 
yoke  between  gear  and  wheel,  used  by  Twin  City  Rapid  Transit  Co. 


have  developed  some  tentative  standards  which  are 
being  considered  for  recommendation  to  various  com- 
mittees interested  in  this  subject. 

"Journal"  Makes  Study  of  Problem 

The  foregoing  summary  of  the  development  of  gear 
blank  design  indicates  how  the  problem  of  removing 
wheels  at  the  gear  end  of  axles  has  gradually  been  com- 
plicated for  car  maintenance  men,  and  a  large  variety 
of  special  tools  and  fixtures  have  been  designed  in  order 
to  care  for  the  new  condition.  Realizing  that  this 
problem  was  of  particular  interest  to  the  operators,  the 
Electric  Railway  Journal  sent  out  a  questionnaire  to 
obtain  information  in  regard  to  the  various  practices  in 
use  and  the  difficulties  which  were  experienced.  This 
information  has  been  added  to  through  personal  visits 
to  a  large  number  of  electric  railway  shops,  so  that 
altogether  information  has  been  obtained  from  more 
than  fifty  electric  railways  regarding  the  practices  used. 

Before  taking  up  a  description  of  some  of  the  methods 
used  and  the  special  equipment  found  necessary  for  re- 
moving wheels,  it  will  be  interesting  to  note  the  various 
sizes  of  wheel  presses  employed  and  the  maximum  pres- 
sures found  necessary  for  removing  wheels.  Informa- 
tion obtained  indicates  that  the  wheel  presses  range  in 
size  from  150  to  400  tons.  By  far  the  largest  number 
of  electric  railway  shops,  however,  are  using  the  300- 
ton  size.  Pressures  used  for  removing  wheels  vary 
from  70  tons  to  350  tons.  However,  with  pressures  in 
excess  of  150  tons,  there  is  danger  of  breaking  the 
wheel  or  bending  the  axle,  and  a  large  number  of  rail- 
ways heat  the  hub  of  the  wheel  where  high  pressures 
are  found  necessary  rather  than  to  increase  the  pres- 
sure to  dangerous  amounts.  From  the  information 
gathered,  it  appears  that  for  cast-iron  wheels  safe  work- 
ing pressures  range  from  75  to  100  tons,  and  for  steel 
wheels  from  125  to  200  tons. 

Some  Methods  Used  for  Removing  Wheels 

Various  devices  have  been  developed  by  electric  rail- 
way shops  in  order  to  utilize  their  presses  for  removing 
the  wheel  without  removing  the  gear.  Some  roads, 
particularly  those  which  have  interurban  service  or 
high-speed  rapid  transit  service,  such  as  elevated  or 
subway  trains,  have  adopted  the  practice  of  removing 
both  the  gear  and  wheel  at  the  same  time.  These  roads 
take  advantage  of  the  wheel  and  gear  removal  to  exam- 
ine the  axles  for  flaws  and  to  test  them  for  trueness. 
The  majority  of  cars  in  this  class  of  service  have  large 
motors,  and  as  a  result,  the  gear  and  wheel  hubs  come 
very  close  together.  Where  both  gear  and  wheel  are 
removed  at  the  same  time,  the  usual  method  consists  of 
holding  the  gear  stationary  by  means  of  a  heavy  yoke, 
which  rests  against  the  stationary  yoke  of  the  wheel 
press.  Pressure  is  applied  to  the  outside  end  of  the 
axle,  so  that  this  is  really  pushed  through  the  gear  and 
wheel.  Where  possible  most  roads  leave  a  little  space 
between  the  hubs  of  the  gear  and  wheel,  so  that  the 
gear  will  move  first.  This,  of  course,  reduces  the  pres- 
sure necessary  for  the  initial  movement.  When  the 
axle  is  moving  through  the  gear  the  pressure,  of  course, 
is  again  increased  when  the  gear  hub  comes  in  contact 
with  that  of  the  wheel.  After  the  wheel  is  started,  the 
pressure  again  reduces.  Of  the  various  railways  from 
which  information  was  obtained  about  one-sixth  were 
found  to  employ  the  practice  of  pressing  both  gear  and 
wheel  off  simultaneously.  In  general,  the  practice  is  to 
return  the  gear  to  the  same  size  axle. 


March  17,  1923 


Electric    Railway    Journal 


449 


The  methods  used  for  removing  wheels  without 
removing  the  gears  can  be  divided  into  two  general 
classes:  First,  the  use  of  jack  pins  or  a  device 
with  pins  which  operate  through  the  web  holes  in  the 
gear  and  thus  press  against  the  wheel  as  near  to  the 
hub  as  possible.  The  second  class  of  devices  are  those 
which  are  applied  outside  of  the  gear  diameter,  and  in 
most  cases  the  wheel  is  pushed  off  by  having  a  rigid 
support  for  the  wheel  at  the  rim.  With  this  latter 
method  care  must  be  used  to  make  certain  that  the 
pressures  are  not  excessive,  otherwise  there  is  danger 
of  breaking  the  wheel  or  bending  the  axle,  since  the 
point  of  support  is  so  far  from  the  axle.  From  the 
information  gathered,  it  is  learned  that  more  than  one- 
half  the  railways  use  the  web  holes  in  the  gear  and 
either  jack  pins  or  special  devices  to  apply  pressure  to 
the  wheel;  one-third  use  devices  applying  pressure  to 
the  wheel  outside  the  gear  circumference. 

Of  the  railways  using  jack  pins,  the  most  common 
method  seems  to  be  to  employ  a  split  collar  between  the 
gear  and  the  wheel.  This  type  of  collar  usually  has 
lugs  on  either  side  and  the  two  parts  are  held  together 
by  bolts.  An  accompanying  illustration  shows  this 
method  as  used  by  the  Capital  Traction  Company, 
Washington,  D.  C.  In  this  case  the  cast-steel  collar  or 
"wedge  block,"  as  it  is  termed  on  that  system,  has  a 
plane  surface  on  one  side,  while  the  other  side  is  turned 
to  fit  the  contour  of  the  web  of  the  wheel.  The  web 
of  the  gear  shown  in  the  illustration  has  holes  3  in.  in 
diameter,  spaced  on  a  14J-in.  diameter  circle.  As  the 
wedge  block  is  made  in  two  pieces  and  bolted  together, 
this  can  be  enlarged,  if  found  advisable,  so  as  to  accom- 
modate a  different  diameter  for  the  spacing  of  the  web 
holes  or  even  to  such  an  extent  as  to  put  the  pressure 
outside  the  gear  if  necessary.  In  the  illustration  the 
gear  is  a  seventy-tooth  three-pitch  type,  and  the  wheel 
is  31  in.  in  diameter. 

One  railway  which  employs  this  method  reports  that 
eccentric  jack  pins  are  used  so  as  to  overcome  the  dif- 
ficulty when  web  holes  in  all  the  gears  are  not  uniformly 
spaced.  This  latter  road  uses  a  U-shaped  block  bolted 
to  the  head  of  the  wheel  press,  and  four  eccentric  jack 
pins.  The  collar  between  the  gear  and  the  wheel  is  of 
cast  steel,  having  one  side  straight  and  the  other  con- 
cave to  fit  the  wheel  surface. 

Other  roads  which  use  this  method  have  found  it 
necessary  to  enlarge  the  holes  in  the  web  of  the  gears 
by  cutting  out  with  an  acetylene  torch.  Thus,  one  road 
reports  difficulty  where  the  holes  were  but  2  in.  in 
diameter.  The  small  jack  pins  necessary  buckled  under 
the  pressure.  These  holes  in  the  web  of  the  gear  were 
cut  to  2  J  in.  diameter,  and  larger  push  pins  have  been 
used  satisfactorily.  In  this  connection  care  should  be 
used  in  the  manipulation  of  the  torch,  as  it  is  possible 
to  injure  a  treated  and  hardened  gear  so  as  to  decrease 
its  durability  and  set  up  serious  strains.  Chrome  nickel 
or  nickel  steel  push  pins  may  also  be  used  to  give  a 
stiffer  construction  with  less  tendency  to  buckle. 

Several  roads  use  a  horseshoe-shaped  yoke  between 
the  gear  and  the  wheel  instead  of  the  split  collar.  Jack 
pins  are  then  used  through  the  web  holes,  resting  with 
one  end  against  the  yoke  and  the  other  end  against  the 
frame  of  the  wheel  press  or  against  other  U-shaped 
yokes  to  take  up  the  necessary  space.  Accompanying 
illustrations  show  this  method  as  used  by  the  Louisville 
Railway,  and  also  by  the  Twin  City  Lines  in  St.  Paul, 
Minn.  The  yokes  are  fitted  with  an  eye-bolt  for  con- 
venience in  handling  and  have  one  side  shaped  so  as  to 


stool-Type  Equipment  for  Wheel  Removal 

At  the  top — Stool  with  legs  through  web  holes  in  gear,  together 
with  clamped  collar  between  gear  and  wheel,  as  used  by  the  united 
Electric  Railways,  Providence,  R.  I. 

Center  and  bottom — Four-legged  stool  split  and  hinged  to  pro- 
vide for  placing  around  axle,  together  with  clamping  collar,  used 
by  the  United  Railways  of  St.  Louis,  Mo. 


450 


Electric    Railway    Journal 


Vol.  61,  No.  11 


form  a  good  bearing  surface  against  the  wheel  face, 
where  they  fit  around  the  axle.  On  some  roads  which 
have  wide  gage  lines  so  that  there  is  considerable  space 
between  the  hub  of  the  wheel  and  that  of  the  gear,  the 
yoke  is  made  to  fit  against  the  hub  of  the  wheel  with  a 
projection  at  the  top  to  reach  the  wheel  web. 

Some  roads  employ  the  jack-pin  method  with  a  yoke 
between  the  gear  and  wheel  where  gears  are  provided 
with  web  holes,  but  where  the  gears  are  not  furnished 
with  holes  or  with  holes  of  small  diameter,  a  heavy  bar 


(T^LocaHon  ofeye-bofi 
VM/    musf-  balance  shell 


Thimble  Attacliment  for  Presulng  Off  Car  WheeU  Used 

by  the  Birmingham  Railway.   Ligrht  &   rower 

Company.    Birmingham,    .Ala, 

is  placed  against  the  rim  of  the  wheel  and  the  jack  pins 
are  then  used  outside  the  gear. 

A  number  of  roads  which  reported  using  the  jack- 
pin  method  made  no  mention  of  using  either  yoke  or  a 
split  collar  between  the  gear  and  wheel.  Due  to  the 
sloping  surface  at  the  hub  of  the  wheel,  however,  there 
is  danger  of  bending  the  jack  pins  or  of  causing  exces- 
sive strains  to  the  gear  or  wheel  which  may  result  in 
breakage  of  the  wheels  or  bending  of  the  axles  unless 
some  sort  of  plane  surface  is  provided  for  the  ends  of 
the  pins  to  rest  against.  One  road  reported  the  use  of 
a  special  head,  which  it  had  welded  to  the  wheel  press. 
This  head  is  provided  with  receptacles  for  the  jack  pins, 
so  as  to  give  them  a  somewhat  firmer  support  than  that 
provided  by  simply  resting  against  the  press  frame. 

Several  roads  which  essentially  employ  the  jack-pin 
method  report  a  much  more  elaborate  fixture  in  the 
shape  of  a  stool  with  one  side  left  open  so  as  to  pass 
over  the  axle.  Stools  are  provided  with  either  three  or 
four  legs,  depending  upon  the  number  and  spacing  of 


the  web  holes.  The  legs  extend  through  these  holes 
and  rest  against  a  collar  between  the  gear  and  wheel, 
or  a  U-shaped  yoke.  Accompanying  illustrations  show 
this  method  as  used  by  the  United  Electric  Railways  of 
Providence,  R.  I.,  and  the  United  Railways  of  St.  Louis, 
Mo.  The  use  of  such  a  stool  makes  it  unnecessary  to 
use  an  additional  yoke  for  the  jack  pins  to  rest  against 
at  the  wheel-press  end,  and  in  addition  the  legs  have  a 
very  firm  support  at  one  end  so  that  there  is  less  danger 
of  buckling  or  bending.  The  form  of  stool  used  by  the 
St.  Louis  Company  is  split  through  the  center  and  has 
a  hinge  arrangement  at  one  side,  so  that  this  can  be 
opened  and  inserted  around  the  axle,  and  then  clamped 
together. 

The  Wilmington  &  Philadelphia  Traction  Company 
has  wide  gage  track.  It  uses  a  slotted  stool  type  of 
fixture,  and  in  addition  a  casting  which  fits  between  the 
wheel  hub  and  the  gear.  This  casting  is  slotted  so  that 
it  can  be  installed  over  the  axle.  One  end  is  made  small 
enough  to  fit  against  the  hub  of  the  wheel  while  the 
other  end  is  considerably  larger  in  diameter  and  has  a 
flat  surface  against  which  the  ends  of  the  stool  legs  rest. 
The  head  of  the  stool  fits  against  the  frame  of  the 
wheel  press  as  shown  in  the  accompanying  illustration. 
Hook  bolts  are  installed  in  the  various  parts  for  con- 
venience in  handling,  and  also  to  provide  a  support  by 
means  of  chains  while  the  wheel  pressing  operation  is 
taking  place. 

Present  Practice  Regarding  Size  of  Web 
Holes  and  Spacing 

In  connection  with  the  use  of  jack  pins  or  the  stool 
method  for  removing  wheels,  it  is  interesting  to  note 
the  present  practice  in  regard  to  the  size  of  holes  used 
and  also  the  spacing  desired.  Information  was  obtained 
from  the  various  roads  in  regard  to  this  point.  The 
sizes  of  holes  vary  in  diameter  from  2  in.  to  3J  in., 
with  the  majority  using  2i  and  3-in.  holes.  In  regard 
to  the  spacing,  all  seem  to  agree  that  it  is  desirable  to 
have  the  holes  as  close  to  the  hub  as  practicable.  Pres- 
ent practice  indicates  the  use  of  either  two,  three  or 
four  holes  on  a  circle  varying  in  diameter  from  Hi  in. 
to  15  in.  The  majority  of  railways  expressed  the  opin- 
ion that  some  definite  spacing  was  desirable,  although 
several  stated  that  they  could  accommodate  their  tools 
to  almost  any  spacing,  but  of  course  permanent  devices 
would  require  modification  if  the  diameter  or  spacing 


3 

Four-Legged  Stool,  Together  with  Sperlal  Collar  to  <io  Between  Oear  anil  Wheel  Hub.  as  I'sed  by  the 
IVilniington  &    Philadeliihia   Traction    Company 


March  17,  1923 


Electric    Railway    Journal 


451 


was  changed  from  the  present  practice.  If  a  standard 
were  adopted,  however,  they  could  readily  arrange  their 
devices  to  take  this  standard,  and  then  there  would  be 
no  further  changing. 

Information  was  also  obtained  as  to  how  the  various 
railways  remove  their  wheels,  if  the  gears  have  web 
holes,  diameter  of  holes,  or  spacing  differing  from  their 
standard.  The  following  are  some  of  the  answers  re- 
ceived to  this  question: 

"With  small  gears  we  remove  the  wheels  by  using  a  cast- 
iron  block,  putting  pressure  against  the  rim  of  the  wheel. 
I  should  object  very  strongly,  however,  to  the  entire  elimina- 
tion of  the  holes  in  the  w«b  of  the  gears  which  are  large 
enough  to  have  them,  as  they  prove  of  considerable  ad- 
vantage." 

"As  yet  have  not  had  to  remove  any  wheels  with  small 
gears.  When  the  time  comes,  we  will  probably  use  a  steel 
thimble  to  surround  the  gear  and  push  against  the  rim  of 
the  wheel  and  will  heat  the  hub  of  the  wheel  so  as  to 
facilitate  removal." 

"Where  gears  do  not  have  holes  in  the  web,  we  use  a 
yoke  on  the  front  block  on  the  wheel  press,  and  then  use 
the  push  pins  on  the  outside  of  the  gear,  with  the  ends 
against  the  rim  of  the  wheel." 

"Where  gears  are  not  provided  with  web  holes,  we  either 
press  off  both  gears  and  wheels  at  the  same  time,  or  our 
most  recent  practice  is  to  burn  web  holes  in  the  gears  with 
our  oxweld  outfit." 

"We  have  no  such  condition  at  present,  but  if  such  was 
the  case,  we  would  use  a  shell  over  the  gear,  with  one  end 
resting  against  the  press  and  the  other  against  the  rim  of 
the  wheel." 

"Where  the  web  holes  do  not  fit  our  fixture,  we  cut  holes 
or  enlarge  them  with  the  oxyactylene  torch.  We  have  not 
removed  any  wheels  without  holes  in  the  gears  so  far,  but 
for  our  safety  car  wheels  we  will  probably  make  a  special 
fixture  to  go  over  the  outside  of  the  gear." 

"In  some  cases  we  are  able  to  remove  the  wheel  by  plac- 
ing two  steel  blocks  against  the  rim  of  the  wheel  oiitside 
of  the  gear,  but  if  the  wheel  does  not  start  at  a  pressure 
less  than  70  tons,  we  then  press  off  both  gear  and  wheel 
together.  On  the  larger  sizes  of  axles  we  usually  heat  the 
hub  of  the  wheel  with  a  gas  burner  in  order  to  reduce  the 
pressure  necessary  for  pressing  off." 

A  considerable  number  reported  that  where  gears 
have  no  web  holes  both  gear  and  wheel  are  pressed  off 
at  the  same  time. 

Use  of  Devices  Over  Outside  of  Gears 

Another  class  of  devices  used  is  of  the  type  which 
passes  over  the  outside  of  the  gear,  and  either  presses 
directly  against  the  rim  of  the  wheel  or  else  has  collars 
or  extensions  to  go  down  to  the  hub  of  the  wheel.  In 
the  information  obtained  it  was  found  that  a  large 
number  of  roads  use  rectangular  steel  blocks,  with  the 
ends  I'esting  between  the  frame  of  the  wheel  press  and 


the  rim  of  the  wheel.  A  slight  modification  of  this  is 
used  by  a  number  of  railways  which  consists  of  the  use 
of  a  steel  collar,  which  is  inserted  between  the  gear  and 
the  wheel.  The  rectangular  bars  then  rest  against  the 
top  of  this  steel  collar,  and  the  strain  is  transmitted 
over  a  larger  surface  of  the  wheel  than  would  be  the 
case  with  bars  resting  directly  against  the  rim  of  the 
wheel.    The  steel  bars  most  generally  are  about  2  in.  x 


11 

-  m^^wm-^: 

iU4^- 

i 

^w 

U 

% 

1 

■>.    -^W,       -V 

Ir     . 

f 

W           .i.  '^^■■^^^^^^^^^^■■■HR- 

LarK^    Round    Bara    Outside    of    the    Uear,    witli    Special    Yoke    on 

Wlieei  PresH,  Used  \>y  tile  Kortliem  Oliia  Traction  & 

Liffiit    Company,    Aiiron.    OIUo 

6  in.  in  cross-section  and  of  varying  length  depending 
upon  the  space  necessary  to  provide  clearance  for  mov- 
ing the  wheels. 

An  accompanying  illustration  shows  the  equipment 
used  by  the  Northern  Ohio  Traction  &  Light  Company 
in  its  Akron  shops.  Round  bars  are  used  over  the  out- 
side of  the  gear  and  rest  against  the  rim  of  the  wheel. 
A  special  casting  has  been  made  to  receive  the  ends 
of  the  bars  as  they  rest  against  the  yoke  of  the  wheel 
press. 

The  line  cut  shown  on  page  450  illustrates  a  steel 
thimble  as  used  in  the  shops  of  the  Birmingham  Rail- 
way, Light  &  Power  Company.  The  cylindrical  portion 
passes  over  the  gear  and  the  closed  end  portion  rests 
against  the  wheel.  A.  Taurman,  superintendent  of 
equipment,  reports  that  since  putting  this  tool  into 
operation  he  has  found  that  the  pressure  necessary  to 
remove  a  wheel  from  the  axle  is  greatly  reduced.  This 
is  due  to  the  fact  that  there  is  a  more  even  distribution 


Sperlui  Yolte  witli  Arms  Extending  Over  <Jeur»  Ised  by  the  Bust  .si.  I.oui"  *  Suburban  Kall««> 


452 


Electric    Railway    Journal 


Vol.  61,  No.  11 


of  the  pressure  on  the  wheel  than  is  possible  to  get  with 
any  device  which  depends  upon  pins  projecting  through 
the  gear.  The  pressure  necessary  to  remove  the  wheels 
in  the  Birmingham  shops  at  present  corresponds  very 
closely  to  the  pressure  with  which  they  are  applied, 
which  was  not  the  case  before  this  device  was  used. 
The  bending  of  axles  has  been  entirely  eliminated. 

The  Tri-City  Railway  in  its  Rock  Island,  111.,  shop 
uses  a  large  semicircular  steel  collar,  which  extends 
around  the  circumference  of  the  gear  and  fits  snugly 
against  the  frame  of  the  press  and  the  flange  of  the 
wheel.  A  description  of  the  method  used  by  this  com- 
pany in  removing  its  wheels  was  published  in  the 
Electric  Railway  Journal  for  Jan.  17,  1920,  page 
161.  The  use  of  special  devices  in  connection  with  wheel 
mounting  and  wheel  removal  work  has  greatly  simpli- 
fied the  process,  so  that  it  is  carried  out  by  one  man 


Bam 


Fash  Bars  Over  Gear  Used  by  the  Eastern  Massachusetts 
Street  Railway,  Chelsea,  Mass. 

with  practically  no  lifting  and  requiring  very  little 
special  skill. 

The  East  St.  Louis  &  Suburban  Railway  uses  a 
U-shaped  casting  with  two  arms  which  extend  outside 
the  gear  for  removing  wheels.  This  device  is  made  of 
east  steel,  and  the  ends  of  the  two  arms  rest  against 
the  rim  of  the  wheel  to  be  removed.  Accompanying  illus- 
trations show  this  device  and  its  method  of  use  in 
removing  wheels.  It  is  pictured  in  use  with  steel  wheels, 
but  the  company  reports  that  it  works  equally  well  on 
cast-iron  wheels  and  that  no  difficulty  has  been  experi- 
enced in  breaking  or  bending  of  axles. 

Some  of  the  comments  made  by  master  mechanics 
regarding  their  practice  and  what  is  desired  in  order 
to  produce  simpler  and  more  universal  methods  of  wheel 
removal  practice  are  of  interest  and  are  given  in  the 
following: 

"We  use  both  the  yoke  and  push  pin  method.  Our  only 
reason  for  preferring  holes  in  gears  is  to  kill  the  noise  and 
stop  the  ringing,  which  we  have  found  particularly  annoy- 
ing with  solid  gears." 

"We  remove  gears  at  the  time  the  wheels  are  removed, 
80  that  the  axles  may  be  placed  on  lathe  centers  and  tested 
lor  trueness  and  to  permit  an  examination  for  flaws.  Ex- 
perience has  shown  us  that  it  is  a  dangerous  practice  to 
try  to  remove  the  gear  and  wheel  at  the  same  time  where 
the  hubs  meet,  because  the  starting  pressure  for  each  is  so 
great  that  in  order  to  start  them  moving  a  sprung  axle 
often  results.  Our  road  operates  interurban  cars  with 
steel  wheels." 

"On  interurban  wheels  we  have  never  tried  to  remove  the 
wheels  without  removing  the  gears.  The  holes  through  the 
web  of  the  gear  in  this  class  of  equipment  do  not  come  in 
such  a  position  that  it  is  possible  to  use  them,  as  they  are 
opposite  the  curved  surface  of  the  web  of  the  wheel,  which 
makes  it  impracticable  to  apply  sufficient  pressure  to  re- 
move the  wheels.  For  interurban  service,  it  is  necessary 
that  the  gear  and  wheel  hubs  come  very  close  together. 
We  have  made  it  a  practice  to  see  that  there  is  space  left 


of  at  least  I  in.  between  the  gear  hub  and  the  wheel  hub, 
so  that  in  pressing  off  the  gear  and  wheel,  the  gear  will  be 
started  first,  as  we  find  that  the  pressure  required  to  re- 
move the  wheel  and  gear  at  the  same  time  is  very  much  in 
excess  of  that  required  by  this  practice.  As  a  rule,  the 
minimum  pressure  required  on  a  7-in.  wheel  fit  is  70  tons, 
being  10  tons  per  inch  of  diameter.  The  maximum  pressure 
for  this  fit  is  around  85  tons.  We  frequently  find  that  a 
pressure  of  150  tons  is  insufficient  to  remove  the  wheels. 
In  cases  of  this  kind  we  heat  the  wheel  slightly  with  a 
large  kerosene  oil  torch  in  order  to  avoid  excessive  pres- 
sure, which  is  liable  to  spring  or  bend  the  axle." 

"We  have  found  it  good  practice  to  remove  the  wheels 
with  the  gears,  due  to  the  fact  that  on  a  cast-iron  wheel 
you  cannot  get  a  solid  or  true  enough  surface  in  order  to 
press  the  wheels  off,  and  with  high  pressures  there  is 
danger  of  bending  the  axle.  Very  high  pressures  are  nec- 
essary with  steel  wheels,  and  consequently  the  danger  of 
bending  axles  is  more  pronounced.  It  appears  to  us  that 
steel  wheel  manufacturers  should  provide  a  flat  space  on 
the  face  of  the  wheel  and  thus  give  a  solid  foundation  for 
pressing  the  wheels  off  without  pressing  the  gears  off  at 
the  same  time." 

"On  our  26-in.  and  27-in-  diameter  wheels,  we  are  pre- 
paring to  use  a  steel  casting  in  the  form  of  a  cylinder 
large  enough  to  fit  over  the  outside  diameter  of  the  gear 
and  press  off  the  wheel  by  bearing  against  the  back  of  the 
press.  If  this  steel  cylinder  will  do  the  work,  the  need  for 
openings  through  the  web  of  the  gear  will,  of  course,  be 
eliminated,  and  I  am  in  hopes  that  the  results  will  prove 
satisfactory." 

From  the  foregoing  it  is  evident  that  wheel  removal 
practice  is  closely  connected  with  gear  design.  It  seems 
to  be  quite  essential  that  the  web  holes  be  incorporated 
in  gears  wherever  space  will  permit,  since  more  than 
one-half  the  railways  now  make  use  of  them  in  pushing 
off  wheels.  Their  presence  provides  a  convenient 
method  of  wheel  removal  and  allows  pressure  to  be 
applied  to  the  wheels  at  points  close  to  the  hub,  so  that 
there  is  less  danger  of  wheel  breakage  or  bending  of 
axles.  Aside  from  their  use  in  connection  with  the 
removal  of  wheels,  they  are  also  of  advantage  in  reduc- 
ing weight  and  breaking  up  vibration  which  results  in 
noise.  All  concerned,  however,  will  be  benefited  by  a 
standard  size  and  location  of  the  web  holes,  and  any 
changes  in  special  wheel  removal  fixtures  tha+  r-i-~>it 
be  required  if  definite  standards  were  adopted  could  be 
easily  made. 

Where  web  holes  cannot  be  incorporated  conveniently, 
or  where  they  are  of  insufficient  size  to  permit  of  use 
for  wheel  removal,  it  is  evident  that  with  proper  pre- 
caution the  method  of  wheel  removal  with  the  use  of 
devices  placed  outside  the  gear  will  prove  entirely  satis- 
factory. Roads  using  this  method  prefer  it  to  the  jack- 
pin  method,  and  when  the  devices  are  once  made,  there 
is  no  further  need  to  worry  about  the  size  and  location 
of  the  web  holes. 


Engineering  Symbols  and  Abbreviations 

to  Be  Standardized 

AT  THE  request  of  a  number  of  national  societies, 
£\  the  American  Engineering  Standards  Committee 
recently  called  a  conference  of  representatives  of  inter- 
ested organizations  for  the  purpose  of  starting  a  move- 
ment to  standardize  symbols  and  abbreviations.  The 
conference  decided  to  include,  as  part  of  its  project,  the 
graphical  symbols  used  in  engineering  drawings,  dia- 
grams and  the  like,  for  representing  instruments  and 
apparatus  and  component  parts  of  them.  The  work 
will  go  forward  under  a  committee  organization  devel- 
oped in  accordance  with  the  rules  and  procedure  of  the 
A.E.S.C.  The  co-operation  of  foreign  standardizing 
bodies  will  be  sought. 


March  17,  1923 


Electeic    Railway    Journal 


463 


r^''-"'-           ~  ^BK  ^^Hr ^^gflKP^'  ^^^^ 

■^ 

Ga»io]ine-I>riven  Tower   Truck 


The  Power  Distribution  System  and 

Its  Maintenance 


A  Summary  of  the  Elements  of  a  Good  Distribution  System  with  Detail 
of  the  Plans  Used  on  a  Large  Railway  Property  for  Keeping  the 
Overhead  in  Condition — Records  Play  an  Important  Part  in  This  Work 

By  M.  B.  RoseVear 

Superintendent  ot  Distribution,  Public  Service  Railway,   Newark,  N.  J. 


ELECTRIC  street  railways  are  an  importint  ele- 
ment of  our  national  transportation  facilities,  and 
the  power  distribution  system  of  an  electric  rail- 
way has  as  its  center  the  power  station,  from  which 
radiate  the  feeder  cables  which  must  deliver  to  the 
cars  under  all  conditions  the  energy  required  for  suc- 
cessful operation. 

The  first  problem  of  the  distribution  engineer  is  the 
proper  location  of  this  source  of  power.  This  is  true 
not  only  in  the  case  of  a  new  property  but  should  be 
kept  prominently  in  mind  even  on  established  systems. 

We  may  now  be  said  to  be  in  the  third  stage  of  de- 
velopment with  respect  to  the  source  of  power  supply. 
The  first  stage  was  that  of  the  engine-driven,  direct- 
current  generator,  which,  if  properly  planned,  was  so 
located  that  coal,  water  and  other  essential  supplies 
were  conveniently  available  in  sufficient  quantity,  of 
proper  quality,  and  at  reasonable  cost.  This  resulted 
in  the  concentration  of  heavy  loads  at  single  stations 
and  it  was  necessary  to  transmit  power  at  high  cost  for 
long  distances. 

The  second  stage  was  that  of  the  manual  substation, 
power  being  transmitted  from  the  generating  station  to 
the  substation  at  high  voltage  and  therefore  with 
greater  economy,  and  then  distributed  from  the  sub- 
station to  the  cars  at  trolley  voltage.  This  method  was 
an  improvement  over  the  first,  power  being  generated 
in  greater  quantities  by  more  efficient  plants,  which  did 
hot  need  to  be  located  so  close  to  the  car  lines  as  with 
direct-current  stations.  The  load  was  divided  among 
several  substations,  and  this  better  distribution  made 


possible  the  satisfactory  operation  of  larger  electric 
railway  systems.  But  even  then  there  was  still  too 
great  a  concentration  of  load  at  single  stations  and  the 
feeding  distances  were  still  too  long. 

The  automatic  substation  has  marked  the  third  stage, 
bringing  our  direct-current  supply  source  even  closer 
to  the  car,  the  ultimate  consumer,  and  reducing  not  only 
labor  costs,  and  losses  on  both  the  positive  feeders  and 
negative  return,  but,  as  has  been  demonstrated  by  the 
numerous  existing  installations,  giving  more  satisfac- 
tory operating  results  than  is  possible  with  manual 
operation.  Although  the  automatic  railway  substation 
has  been  used  for  a  number  of  years  and  has  passed 
the  point  of  being  merely  experimental,  it  ia  yet  sus- 
ceptible of  further  development.  The  relative  merits 
of  the  single  unit  and  multiple-unit  automatic  substa- 
tions are  worthy  of  careful  consideration,  but  fre- 
quently the  practical  problem  of  obtaining  suitable 
property,  especially  where  there  are  zoning  laws  and 
other  limitations,  may  be  the  determining  factor. 

While  there  are  as  yet  no  automatic  substations  on 
our  property,  they  have  been  a  subject  of  intensive 
study  and  we  expect  before  many  months  to  have  one 
or  more  in  operation.  One  phase  of  our  problem  is 
limiting  damage  from  underground  cable  failures.  With 
manual  operation  of  supply  stations  there  have  been 
occasions  on  various  properties  when  the  failure  of  a 
large-capacity  cable  has  had  disastrous  results,  damag- 
ing other  cables  and  at  times  even  burning  up  entire 
duct  lines.  Automatic  substations  in  underground  ter- 
ritory, therefore,  require  protective  apparatus  that  will 


454 


Electric    Railway    Journal 


Vol.  61,  No.  11 


immediately  disconnect  a  cable  in  case  of  failure,  and 
not  permit  its  reconnection  until  conditions  are  safe, 
and  yet  not  interfere  with  operation  under  normal  con- 
ditions even  with  typical  railway  load  fluctuations. 

Sectionalizing  the  Trolley  Is  a  Factor 
IN  Maintenance 

In  the  second  place,  the  distribution  engineer  is  con- 
cerned with  the  sectionalizing  of  the  trolley  wires.  Fig. 
2  shows  the  various  trolley  sections  on  a  portion  of  one 
large  railway  system,  the  details  being  described  more 
completely  later.  In  general,  section  insulators  are 
placed  near  junction  points,  loops  and  turn-back  points, 
and  so  located  that  in  case  of  a  wire  down,  or  power  off 
on  one  section,  the  interruption  to  service  will  affect 


Fi^.  1 — Trolley  £ar  on  Which  Maintenance  In  Low 

only  a  restricted  district.  In  case  of  long  delays,  cars 
can  be  turned  back  at  crossovers  and  loops.  Still  fur- 
ther sectionalizing  may  be  required  if  the  service  on  a 
given  section  is  too  heavy  for  a  single  circuit.  In  the 
congested  portion  of  the  system  above  referred  to  some 
of  the  sections  are  less  than  1,500  ft.  long,  while  two 
important  intersections  have  special  feeders.  Our  ex- 
perience has  made  us  limit  the  size  of  sections  in  con- 
gested territory  to  an  average  of  1,500-2,000  amp.,  that 
is,  to  the  capacity  of  two  paper-and-lead  cables  of  not 
more  than  1,500,000  circ.mil  area  «ach,  and  usually 
1,000,000  circ.mil  each. 

Car  service  and  routing  must  be  carefully  checked 
in  order  to  note  changes  in  loading.    While  this  may  be 


done  by  watching  the  time-tables,  there  are  times  when 
trippers  are  used  without  being  shown  on  the  table, 
and  there  may  be  other  factors,  so  that  we  have  found 
it  helpful  to  have  "five-minute"  readings  taken  once  a 
month  for  the  peak  load  from  5  p.m.  to  7  p.m.  for  every 
railway  feeder  at  every  station.  These  are  averaged  for 
the  highest  thirteen  consecutive  readings  and  listed, 
with  the  maximum  swing,  in  a  book  for  ready  refer- 
ence. While  this  method  is  admittedly  somewhat  rough 
and- ready  it  has  been  found  by  years  of  experience  to 
give  a  very  helpful  check  on  individual  section  loads. 
A  special  check  or  study  of  a  particular  section  may  be 
made  if  the  "load  book"  indicates  that  it  is  advisable. 
Such  follow-up  methods  may  require  installation  of  re- 
inforcing feeder  or  may  permit  removal  of  feeder  or  its 
transfer  from  one  point  to  another. 

The  Feeder  System  from  the  Maintenance 
Standpoint 

The  distribution  of  power  from  the  supply  station  to 
the  trolley  section  may  be  by  either  aerial  feeders  or 
underground  cables.  There  are  places  where  the  plac- 
ing of  cables  underground  is  proper,  there  are  other 
places  where  only  the  aerial  feeder  would  be  considered. 
In  those  places  where  the  question  is  at  all  debatable 
the  placing  of  railway  feeder  cables  underground  should 
be  avoided  as  long  as  possible  for  several  reasons.  For 
one  thing,  an  underground  cable  is  more  subject  to 
failure  because  it  cannot  be  completely  inspected;  tests 
that  can  be  made  with  present  equipment  have  not 
proved  entirely  satisfactory;  it  is  subject  to  mechanical 
injury,  and  being  connected  to  the  aerial  trolley  may  at 
times  be  damaged  by  lightning.  It  also  has  a  more 
limited  current-carrying  capacity  and  not  only  costs 
more  of  itself  but  requires  the  construction  of  a  con- 


*■•«•  * — l.«r««  Scale  Map  for  Use  In  Maintenance  of  Distribution   System 


March  17,  1923 


Electric    Railway    Journal 


455 


duit  line,  or  rental  of  duct  space  from  another  concern ; 
both  of  these  increase  the  cost,  and  the  joint  use  of 
duct  lines  has  the  further  disadvantage  of  increasing 
the  hazard  in  case  of  cable  failure. 

Inasmuch  as  the  electric  railway  must  maintain  its 
poles  for  the  support  of  the  trolley  contact  wire,  there 
is  no  compensating  saving  for  the  extra  hazard  and  ex- 
pense of  placing  wires  underground. 

Where  only  600-volt  d.c.  cables  are  concerned,  periodic 
tests  of  insulation  resistance  may  tend  to  reduce  fail- 
ures. These  tests  may  be  made  with  a  megger  or  with 
a  voltmeter  of  very  high  resistance,  say  1,000,000  ohms 
on  the  750-volt  scale.  We  have  found  the  voltmeter 
method  preferable. 

Where  higher  voltage  cables  are  involved  more  elabo- 
rate tests  are  necessary,  as  was  brought  out  at  the  re- 
cent convention  of  the  American  Institute  of  Electrical 
Engineers. 

SECxmiNG  A  Substantial  Supporting  Structure 

Probably  wood  poles  have  been  most  extensively  used 
for  the  support  of  the  overhead  wires,  but  the  increas- 
ing scarcity  and  cost,  particularly  of  chestnut  poles, 
which  have  been  used  extensively  in  the  East,  makes  it 
advisable  to  substitute  poles  of  a  more  permanent  char- 
acter. This  may  be  done  either  by  proper  methods  of 
preservative  treatment  for  wood  poles  (a  subject  now 
under  consideration  by  a  special  committee  of  the 
American  Electric  Railway  Engineering  Association) 
or  by  use  of  metal  or  reinforced  concrete  poles.  Where 
metal  poles  are  used,  care  needs  to  be  exercised  in  the 
selection  of  a  pole  that  can  be  readily  reinfoi'ced  at  the 
ground  line  where  it  is  most  subject  to  corrosion.  It  is 
also  important  that  metal  poles  be  so  designed  that 
there  are  no  shelves  or  pockets  where  moisture  may 
collect  and  increase  the  corrosion.  For  illustration,  the 
specifications  of  the  A.  E.  R.  E.  A.  Manual  section 
Ds-5b,  for  tubular  steel  poles  require  "the  top  of  the 
outer  pipe  to  be  chamfered  to  shed  water"  at  joints. 

Poles  of  structural  shapes,  whether  made  from  one 
piece,  as  the  Bates  pole,  or  built  up  of  several  pieces, 
should  be  so  designed  that  they  can  be  easily  inspected, 
cleaned  and  painted. 

The  reinforced  concrete  pole  has  given  satisfactory 
service  when  properly  designed  and  would  probably  be 
more  generally  used  were  it  not  for  the  greater  weight 
involved.  This  objection  has  been  overcome  to  some 
extent  by  centrifugally  cast,  hollow  poles — the  Massey 
pole  for  example — ^which  give  a  denser  structure  and 
greater  strength  for  a  given  weight  than  is  found  in  the 
solid  pole. 

In  city  service  the  joint  use  of  ornamental  poles  for 
both  railway  wires  and  street  lighting  is  desirable.  A 
photograph  reproduced  illustrates  such  a  combination 
pol6  which  has  been  used  extensively  and  given  satis- 
faction. This  pole  is  30  ft.  long,  and  weighs  about  800 
lb.  with  the  reinforcing  sleeve  at  the  ground  line,  the 
sections  being  5-6-7  in.  nominal  diameter.  A  slot  is 
cut  in  the  pole  below  the  ground,  and  the  lateral  cable 
for  the  lamp  brought  directly  from  the  manhole  and  up 
inside  the  pole  and  bracket,  through  a  second  hole  in 
the  pole,  to  the  lamp.  It  will  be  seen  by  looking  at  the 
line  on  the  opposite  side  of  the  street  that  several  rail- 
way aerial  feeders  can  be  mounted  on  a  crossarm,  the 
whole  making  a  neat,  attractive  installation. 

The  maintenance  cost  is  also  somewhat  less  to  the 
railway  in  the  case  of  joint  poles  as  the  railway  com- 
pany construction,  unless  it  has  transmission  lines,  is 


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I'lir.  3 — Sample  Individual  Section  Map  as  Used  on  One 
I<aT(e  Property 

always  in  the  lowest  position,  and  it  therefore  uses  the 
shortest  poles  of  any  utility.  Care  must  be  exercised  in 
agreeing  to  joint  pole  use  not  to  increase  maintenance 
costs,  each  company  being  entitled  to  show  some  benefit 
to  itself  as  well  as  contributing  to  the  general  improve- 
ment in  appearance. 

Special  Ear  for  Reducing  Trolley  Wire  Wear 

The  cost  of  replacement  of  trolley  wire  is  the  largest 
single  item  of  expense  in  the  power  distribution  group 
of  accounts.  Therefore  anything  which  serves  to  re- 
duce the  wear  and  increase  the  life  of  the  wire  is  of 
direct  financial  value. 

In  general,  the  wear  on  trolley  wire  at  the  ear  gov- 
erns the  length  of  time  the  wire  can  be  kept  in  service. 
With  this  in  mind  a  type  of  ear  was  developed  for  our 
use  about  five  years  ago  which  it  was  believed  would 
reduce  the  wear.  The  principal  feature  of  this  ear 
(See  Fig.  1)  was  a  gradual  taper  from  each  end  to 
the  center  directly  under  the  boss  where  the  ear  fastens 
to  the  hanger.  The  ear  is  cast,  of  the  clinch  type.  At  each 
end  it  is  merely  deep  enough  to  come  slightly  below  the 
middle  of  the  wire,  after  being  clinched,  while  at  the 
center  it  is  deep  enough  almost  to  encircle  the  wire. 

This  ear  was  installed  with  new  trolley  on  a  test 
section  on  an  upgrade,  where  for  many  years  the  aver- 
age life  of  wire  was  about  two  years.  In  November, 
1922,  the  wire  was  finally  replaced  after  four  years 
service,  which  means  that  the  life  of  the  wire  was 
doubled  merely  by  changing  to  the  new  style  ear,  the 
car  service  being  if  anything  somewhat  increased  over 


456 


Electric    Railway    Journal 


Vol.  61,  No.  11 


Electric  Vehicle  \\  huh   Has  Served  More  Than  a  Decade  In 
Overhead  Maintenance  Woric 

the  earlier  period.  After  renewal  the  old  wire  was 
found  to  have  a  cross  section  equal  to  66  per  cent  of 
that  of  the  original  wire.  It  is  of  further  interest  to 
note  that  the  new  ears  wore  just  as  long  as  the  older 
type,  six  sets  of  ears  having  been  used  during  the  four- 
year  period.  It  was  found  that  the  wire  at  the  point 
of  support  did  not  wear  so  as  to  require  installation 
of  any  splicing  ears  prior  to  July,  1922.  While  we 
have  no  similar  definite  figures  for  the  old  type  ears  we 
know  the  record  with  the  new  type  is  much  better  in 
this  respect. 

It  is  also  interesting  to  know  that  an  ear  of  very 
similar  design  has  been  used  on  the  Market  Street 
Railway,  San  Francisco,  for  a  long  time,  and  that  both 
companies  developed  the  improved  type  independently. 

Equipment  for  Use  in  Maintenance  Work 

To  take  care  of  the  routine  and  emergency  work  of 
the  department,  there  must  be  suitable  and  satisfactory 
tools  and  vehicular  equipment.  The  vehicle  is  used  both 
as  a  means  of  transportation  for  men  and  materials  and 
as  a  tool  during  the  performance  of  the  day's  work. 

Local  conditions  have  great  weight  in  the  determina- 
tion of  the  type  of  vehicle  used.  For  the  small  property 
the  horse-drawn  vehicle  may  even  today  be  the  most 
suitable  for  highway  use,  while  the  line  car  is,  of  course, 
required  for  work  on  private  right-of-way.  On  the 
larger  property,  particularly  if  scattered  over  a  wide 
territory,  a  motor-driven  vehicle  is  indispensable,  and 
may  be  operated  either  by  an  electric  storage  battery 
or  by  a  gasoline  motor,  the  choice  of  which  again  de- 
pends on  local  conditions.  We  have  an  electric  vehicle, 
-shown  in  one  of  the  illustrations,  which  has  been  in 
service  since  1912  and  a  second  battery  permits  its  use 
by  both  day  and  night  crews.  Where  gasoline  motor 
trucks  are  used  experience  has  led  to  the  adoption  of 
two  sizes  of  trucks. 

For  ordinary  maintenance  a  2-ton  truck  is  needed, 
while  a  3J-ton  truck  is  necessary  to  carry  reels  of  feed 
wire  and  trolley  wire.  Both  sizes  of  trucks  are 
.equipped  with  adjustable  Trenton  towers  and  platforms. 
The  three-section  tower  has  lower  center  of  gravity 
and  reasonable  height,  making  it  possible  to  work  on 
low  bridges,  of  which  we  have  many.  It  can  also  be 
raised  high  enough  to  permit  work  on  the  trolley 
•at  railroad  crossings.    Such  an  equipment  is  illustrated. 


It  will  be  seen  that  by  placing  boxes  for  tools  and 
materials  along  the  side  of  the  truck  over  the  wheels, 
space  is  provided  for  a  reel  stand. 

The  use  of  one  large  and  one  smaller  truck  permits 
the  installation  of  trolley  wire  more  quickly  and  effi- 
ciently than  with  horse-drawn  or  other  older  type  ve- 
hicles, as  both  towers  are  used  after  the  wire  is  run 
out  and  there  is  no  idle  equipment  part  of  the  day. 

Records  Are  a  Factor  in  SuccESsrin. 
Maintenance  Work 

One  essential  requirement  on  any  property  is  the 
preparation  and  continuance  of  adequate  records,  par- 
ticularly those  containing  information  for  use  in  emer- 
gencies. 

The  first  requirement  is  a  large-scale  map  showing 
the  physical  layout  of  the  property.  On  our  system  it 
is  necessary  to  use  several  such  maps,  each  division  be- 
ing shown  on  one  or  two  maps,  drawn  to  a  scale  of  1,0(70 
ft.  to  the  inch.  Fig.  2  is  typical,  showing  one-half  of 
one  large  division. 

It  may  be  of  interest  to  note  the  historical  develop- 
ment of  this  map  system.  Originally  these  maps  con- 
tained not  only  the  line  layout  (using  one  line  for  a 
single  track)  but  also  showed  the  feeders  from  the 
power  supply  stations  to  and  along  each  portion  of  the 
line.  As  the  property  increased  in  size  and  complexity, 
the  feeders  were  omitted  between  the  stations  and  the 
commencement  of  the  trolley  section,  and  a  symbol  was 
inserted  at  the  feeding-in  point  denoting  from  which 
station  the  line  received  its  power.  The  insertion  of 
changes  in  feeders,  etc.,  from  time  to  time  caused  the 
tracing  to  become  illegible  or  torn,  and  it  had  to  be 
entirely  retraced  at  frequent  intervals.  It  was  also 
difficult  to  show  all  the  details  clearly  on  a  single  map 
and  it  was  too  large  for  convenient  reference.  As  a 
result  we  have  for  several  years  limited  the  information 
on  the  large  maps  to  the  following:  (a)  Physical  lay- 
out of  lines  showing  curves,  connections,  etc. ;  (b)  loca- 


Coinbination  I'ole  Which  Involves  I.ow  Maintenance  Cost 


March  17,  1923 


Electric    Railway    Journal 


457 


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rig.  4 — Xote-Book  Leaf  Containing  Data  as  to  Feeder  Sections 

Conduit  Buns,  with  Corresponding  Sections  Fed  by  Tli 

tion  of  section  insulators;  (c)  number  of  each  trolley 
section;  (d)  symbol  denoting  source  of  power — one  or 
more — (e)  automatic  circuit  breakers,  and  switches,  for 
emergency  feeds;  (f)  power  supply  for  carhouses  and 
shops. 

Other  detailed  information  as  to  feeder  sections  is 
shown  on  individual  section  maps,  of  which  Fig.  3  is 
typical.  It  will  be  noted  that  aerial  feeders,  under- 
ground and  submarine  cables,  switches,  section  insula- 
tors, etc.,  are  shown  by  different  conventions.  These 
maps  show  the  feeder  in  considerable  detail  from  the 
power  station  to  the  end  of  the  line.  In  addition  to 
these  individual  section  maps,  brief  written  descrip- 
tions are  used  for  further  details. 

Quite  recently  it  was  felt  necessary  to  provide  certain 
essential  data  in  more  concise  form,  therefore  the 
pocket  size  data  sheets  shown  in  Figs.  4  to  7  inclusive 
were  developed. 

Fig.  4  is  a  list  of  sections  fed  by  each  power  supply 
station  and  shows  the  number  and  name  of  the  section, 
the  cable  number  if  in  underground  territory,  the  con- 
trolling or  limiting  size  of  feeder,  as  well  as  the  name 
of  any  other  power  station  which  also  feeds  the  section 
either  regularly  or  in  emergency. 

Fig.  5  lists  the  sections  that  may  be  equalized  with 
each  other,  giving  the  location  and  kind  of  equalizer 
and  stating  its  normal  position,  whether  open  or  closed. 

Fig.  7  is  a  diagram  of  underground  conduit  and  man- 
holes, the  latter  numbered,  whereas  the  reference  notes 
A-4,  B-8,  etc.,  refer  to  Fig.  6,  which  lists  the  numbers 
of  the  cables  in  each  conduit  run,  together  with  the 
name  and  number  of  the  section  which  the  cables  feed. 

These  sheets  in  loose-leaf  notebooks  are  invaluable 
aids  in  case  of  trouble  and  are  furnished  to  the  super- 
visory force,  engineers  and  load  dispatchers. 

Changes  of  various  kinds  can  be  readily  noted  on  all 
the  records  listed  above;  they  rarely  require  retracing 
of  maps,  and  even  then  the  labor  involved  is  relatively 
small  when  compared  with  that  formerly  necessary 
when  we  attempted  to  show  everything  on  one  large 
map. 

'  In  the  preparation  of  this  article  on  power  distribu- 
tion, the  writer  has  endeavored  to  present  certain  gen- 
eral phases,  rather  than  a  technical  discussion.  It  is 
hoped  that  it  will  be  of  interest  not  merely  to  those  who 
have  direct  supervision  over  street  railway  power  dis- 


Flgr.    5 — Data   for   Cse   In    Equalizing    Section.      Fig.    6 — Cables    In 
em.     Fig.  7 — Underground  Conduit  and  Manhole  Data. 

I 

tribution  systems,  but  also  to  the  men  who  are  directly 
engaged  in  the  operation  and  maintenance  of  the  lines, 
and  possibly  to  persons  in  other  departments  who  are 
concerned  in  the  proper  functioning  of  distribution  sys- 
tems, and  their  relation  to  car  service. 


High- Voltage  Ring  Connection 

THE  Detroit  Edison  Company,  which  supplies  power 
to  a  number  of  electric  railways  in  and  around 
Detroit,  is  making  a  notable  change  in  its  power  trans- 
mission system.  The  company  proposes  to  establish  a 
120,000-volt  transmission  system  around  the  territory 
in  which  it  serves  power.  A  large  quantity  of  trans- 
forming and  other  apparatus  has  been  ordered,  the 
Westinghouse  Electric  &  Manufacturing  Company  hav- 
ing been  the  recipient  of  a  substantial  order. 

It  is  intended  to  tie  the  new  120,000-volt  ring  into 
the  present  24,000-volt  system  at  several  points.  The 
power  at  one  of  the  existing  power  plants  will  be  trans- 
formed from  12,000  to  120,000  volts  in  a  bank  of  three 
single-phase  transformers ;  it  will  be  transmitted  at  the 
high  voltage  about  60  miles  and  then  stepped  down  to 
24,000  volts  and  tied  in  with  the  lower  voltage  system 
through  a  bank  of  three  single-phase  transformers.  At 
an  intermediate  point  the  high-tension  line  will  be  tied 
to  the  24,000-volt  system  through  a  third  bank  of 
transformers.  

A  Half  Million  a  Year  for  Lighting 

IT  WILL  cost  $500,000  this  year  to  light  the  subway 
and  elevated  trains,  station  platforms,  track  signals, 
and  other  facilities  of  the  Interborough  Rapid  Transit 
Company,  New  York  City.  Of  all  the  energy  generated 
in  its  power  plants  6.6  per  cent  will  be  required  for 
electric  light. 

There  are  320,000  outlets  throughout  the  system,  in- 
cluding those  for  50,000  incandescent  lamps  in  the  sub- 
way cars,  and  88,000  on  the  subway  platforms  and  in 
the  tunnels.  Ninety  per  cent  of  the  last-named  burn 
continuously.  The  elevated  trains  require  45,000  lamps 
for  lighting. 

Track  signals  account  for  additional  thousands  of 
lamps.  Every  400  ft.  along  the  subway  track  is  a  blue 
lamp  indicating  the  location  of  an  emergency  switch  for 
shutting  off  power  in  the  third  rail. 


458 


Electric    Railway    Journal 


Vol.  61,  No.  11 


Track  Machinery  in  Boston 

From  the  Time  that  the  Old  Paving  Is  Taken  Up  Until 

the  New  Paving  Is  Laid,  Machinery  Plays  a  Most 

Important  Part  in  the  Work 


Plow   Tearing  Up  a  Pavement 

FOR  ten  years  the  maintenance  department  of  the 
Boston  Elevated  Railway  has  gradually  been  in- 
creasing the  use  of  machines  in  connection  with  the 
reconstruction  of  the  surface  tracks  of  that  system  until 
now  machinery  does  nearly  all  of  the  heavy  and  repetitive 
work.  The  following  is  an  account  of  the  procedure  in 
track  building,  told  briefly,  because  the  accompanying 
pictures  tell  the  greater  part  of  the  story. 

Procedure  in  Rebuilding  Track 

After  portable  crossovers  or  temporary  tracks  are 
installed  the  pavement  plow  (1)  is  brought  into  oper- 
ation. The  usual  length  of  track  under  construction 
varies  between  1,000  and  1,400  ft.  of  single  track.  After 
the  pavement  plow  has  passed  over  the  track,  the  paving 
blocks  are  piled  on  the  curb,  where  they  are  recut  by  pav- 
ing cutters.    The  recutting  of  blocks  is  done  by  contract. 

Next,  the  acetylene  torch  (2)  comes  into  play  and 
the  rails  are  cut  into  the  length  proper  for  handling. 

This  operation  is  followed  by  the  crane  car  (3),  which 
lifts  both  rails  so  that  the  ties  can  be  knocked  off  by 
a  sledge.  The  rails  are  then  thrown  to  one  side  where 
they  are  picked  up  by  the  rail  car. 

This  operation  is  followed  by  the  electric  shovel  (4), 
which  excavates  the  track  trench  to  the  proper  depth. 
One  man  operates  the  shovel  and  under  good  working 
conditions  can  excavate  the  trench  for  a  distance  of 
about  800  ft.  in  an  eight-hour  day  and  load  the  material 
upon  auto  trucks  or  cars.  The  shovel  works  very  closely 
to  grade  so  that  after  it  has  passed  along  there  is  very 
little  work  to  be  done  by  hand.  If  there  is  any,  it  con- 
sists merely  of  smoothing  up  the  material  which  has 
been  left  behind. 

The  shovels  are  hauled  to  and  from  the  track  jobs 
by  service  cars.  When  the  shovels  are  excavating  the 
track  trench,  they  operate  over  short  sections  of  port- 
able track  of  light  tee-rail  construction.  Each  section 
is  5  ft.  long  and  is  handled  by  means  of  a  short  chain 
hitched  to  the  heel  of  the  dipper  and  as  the  shovel  pro- 


Acetylene   Torch    Cuttinir    Old    KaiU  for    Removal 

gresses  along  the  trench,  the  boom  is  swung  back 
through  180  deg.  and  a  section  of  the  track  is  picked 
up  and  carried  forward  and  laid  in  front  of  the  shovel. 
This  operation  repeated  many  times  during  the  day 
consumes  a  certain  amount  of  time  which  slows  up  the 
operation  of  the  shovel.  To  overcome  this  objection  the 
company  is  now  arranging  to  equip  the  shovels  with 
caterpillar  treads  in  addition  to  the  car  wheels  already 
mentioned,  so  that  the  shovel  will  use  the  treads 
while  working  in  the  trench.  These  treads  will  be  per- 
manently attached  to  the  shovel.  Means  will  be  pro- 
vided for  lowering  and  raising  them  into  and  out  of 
contact  with  the  ground,  and  the  car  wheels  will  bs  used 
while  the  shovel  is  moving  to  and  from  the  track  jobs, 
as  at  present. 

When  the  shovel  has  progressed  for  a  sufficient  dis- 
tance the  steam  roller  (5)  is  brought  on  the  job  and 
rolls  the  trench  as  fast  as  it  is  excavated.  The  steam 
rollers  are  moved  to  and  from  the  track  jobs  by  use 
of  a  ramp  car,  as  shown  in  the  engraving. 

After  the  trench  has  been  rolled  the  ties,  rails  and 
other  material  are  distributed  by  cars  (6)  to  the  job. 
The  rails  are  then  spiked,  the  joints  made  up,  and  the  rail 
joint  base  plates  attached  and  made  ready  for  welding. 

The  crushed  stone  for  ballasting  the  track  is  delivered 
on  the  job  by  Differential  cars.  As  the  company  has  two 
hopper  cars  formerly  used  for  coal,  which  have  not  been 
in  use  for  this  purpose  for  about  two  years,  these  cars 
(having  a  capacity  of  25  tons)  have  been  used  to  a  cer- 
tain extent  because  with  their  use  the  ballast  can  be 
dumped  through  the  hopper  in  the  bottom  of  the  car 
directly  in  the  track,  saving  any  rehandling. 

The  company  has  a  track,  with  a  100-ton  track  scale, 
in  a  local  quarry,  so  that  crushed  stone  is  purchased  at  a 
very  favorable  price  and  delivered  directly  onto  the 
company's  cars. 

After  the  ballast  has  been  delivered,  the  track  is 
jacked  up  to  grade  and  surfaced  with  pneumatic  tie 
tampers  (8) .    A  tamping  gang  consists  of  from  eight  to» 


March  17,  1923 


Electric    Railway    Journal 


459 


Some  of  the  Machines  Used  by  the  Maintenance  Department  in  Boston 


No  3  shows  the  crane  car  for  lifting 
rails  and  ties.  This  is  followed  by  the 
electric  shovel  (4)  and  this  by  the  steam 
roller  (5)   to  form  the  new  sub-base.     In 


this  view  the  roller  is  shown  on  a  flat  car. 
Material  for  the  new  track  Is  distributed 
bv  rail  cars  (6)  and  ballast  hopper  cars 
(7).     The  new  ballast  is  then  tamped  by 


pneumatic  tampers  (8).  The  concrete  is 
then  put  In  place  by  means  of  the  con- 
crete mixer  (9)  which  is  used  In  connec- 
tion  with  the  concrete   loader    (10). 


460 


Electric    Railwaii    Journal 


Vol.  61,  No.  11 


twelve  tampers,  and  air  is  supplied  from  a  compressor 
mounted  in  an  old  passenger  car.  The  compressor  is  of 
sufficient  capacity  to  operate  a  maximum  of  twelve  ma- 
chines. Spare  tamping  machines  are  carried  on  each 
compressor  car  in  order  that  the  work  might  not  be  held 
up  in  the  event  of  any  machine  breaking  down  or  while 
machines  are  being  overhauled.  When  tracks  under  ele- 
vated structures  are  being  reconstructed  or  repaired,  the 
tie  tampers  are  connected  up  with  the  air  main  on  the 
elevated  structure. 

It  is  planned  to  weld  the  rail  joints  between  the  time 
the  track  is  surfaced  and  the  concrete  base  installed,  but 
joints  can  be  welded  at  any 
time  during  the  process  of 
track  building  by  the  seam 
weld  method. 

During  the  operations  of 
tamping  and  welding  the 
concreting  material  for  the 
paving  base  is  delivered  by 
Differential  dump  cars  and 
is  placed  alongside  the  track 
in  proper  position. 

The  next  operation  is  the 
laying  of  the  concrete  pav- 
ing base.  The  concrete 
mixer  (9)  is  accompanied 
by  a  machine  called  a  mixer 
loader  (10) .  This  loader  is, 
in  effect,  a  continuous  belt, 
45  ft.  from  center  to  center 
of  belt  pulleys.  The  frame 
is  mounted  on  car  trucks 
and  the  machine  is  self- 
propelling.  A  separate  mo- 
tor  drives   the   continuous 

belt.  There  are  three  measuring  bins,  each  of  8  cu.ft. 
maximum  capacity  and  adjustable  for  lower  capacity. 
These  bins  are  mounted  on  flanged  wheels  and  may  be 
rolled  along  the  top  of  the  belt  frame  for  the  accommo- 
dation of  the  shovellers.  These  machines  were  built  in 
the  maintenance  department  machine  shop. 

The  concreting  material  is  shoveled  directly  into  the 
hoppers  above  the  belt,  where  it  is  properly  measured 
and  is  then  dumped  onto  the  belt  and  carried  into  the 
mixer.  It  is  possible  to  have  three  batches  of  concrete 
in  progress  at  one  time,  this  is,  one  in  the  loader  or 
distributor,  one  in  the  skip  of  the  concrete  mixer  and 
the  third  being  mixed  in  the  drum  of  the  concrete  mixer. 

These  two  machines  require  very  few  men  to  operate 
them  and  it  is  possible  to  install  a  large  amount  of  con- 
crete per  day  with  this  outfit.  All  the  concrete  mixers 
and  loaders  are  mounted  on  car  wheels  and  are  self- 
propelling. 

The  track  is  then  paved  and  the  concrete  mixer  and 
loader  are  again  used  for  grouting  the  pavement. 

Additional  equipment  not  shown  by  the  engravings 
consists  of  four  air  compressor  units  mounted  in  pas- 
senger cars;  one  portable  air  compressor  mounted  on 
auto  trailer,  with  capacity  of  210  cu.ft.  free  air  per 
minute  and  two  portable  air  compressors  with  wagon 
mountings  of  smaller  capacity;  two  Ransome  concrete 
mixers  of  1  bag  capacity  used  occasionally  for  grouting 
pavement,  and  a  Clark  concrete  breaker.  The  latter  is 
used  to  break  up  the  concrete  base. 

Altogether  the  company  has  of  the  equipment  de- 
scribed: One  pavement  plow ;  seven  acetylene  cutting 
outfits;  three  crane  cars;  two  type  "0".Thew  electric 


In  Us  report  dated  January,  1923,  the  Massachusetts 
Department  of  Public  Utilities  presents  several  tables 
showing  the  rise  in  cost  of  labor  and  material,  the  cost  for 
tracl{  rebuilding  and  the  miles  of  track,  rebuilt  for  a 
period  of  seoeral  years.  The  department  then  maizes  the 
following  statement  in  regard  to  the  track  maintenance 
work  of  ''■^  Boston  Elevated  Railway : 

"From  these  figures  it  seems  reasonably  clear 
that  during  the  last  trustee  year  relatively  little 
more  was  expended  for  maintenance  of  tracks, 
building  and  equipment  than  was  expended  by 
the  former  management  in  the  period  before 
the  European  war,  and  that  if  any  increase  in 
the  amount  of  repairs  and  reconstruction  work 
done  has  occurred  it  must  have  been  due  to 
increased  efficiency  in  methods  used,  either 
through  introduction  of  labor-saving  machin- 
ery, improvements  in  the  art  oi  economy  of 
management." 


shovels;  two  10-ton  tandem  steam  rollers,  each  with  a 
ramp  car;  three  rail  cars;  seventeen  Differential  and 
Universal  dump  cars ;  three  bottom  dump  hopper  cars  of 
25-ton  capacity;  105  Ingersoll-Rand  tie  tampers;  three 
Austin  self-propelling  concrete  mixers;  three  loaders 
for  concrete  mixers;  one  Clark  concrete  breaker,  seven 
air-compressor  units. ", 

The  company  has  two  storage  yards,  both  having 
steam  railroad  and  water  connections.  At  the  South 
Boston  yard  is  located  the  maintenance  department's 
shop  where  all  of  the  rails  are  curved,  cut  and  drilled 
for  special  curves  or  in  connection  with,  special  work. 

At  this  yard  is  also  an  up- 
to-date  treating  plant  where 
treatment  is  given  to  all  of 
the  ties  used  by  the  com- 
pany, as  well  as  the  lumber 
used  on  the  elevated  struc- 
ture and  in  the  subways  and 
to  some  extent  for  building 
work.  The  treating  plant 
was  fully  described  in  a 
special  article  in  the  report 
of  the  committee  on  way 
matters,  read  before  the 
American  Electric  Railway 
Engineering  convention  in 
Chicago,  October,  1922. 

In  addition  to  labor-sav- 
ing tools  and  equipment,  the 
efficiency  of  the  mainte- 
nance department  is  largely 
made  possible  by  proper 
ordering,  delivering  and 
handling  of  material.  Dur- 
ing the  busy  season  from 
fourteen  to  sixteen  large  track  building  jobs  may  be 
under  way  at  any  one  time,  and  the  material,  equipment 
and  transportation,  consisting  of  cars  and  trucks 
required  for  each  day,  is  determined  upon  the  previous 
day.  The  orders  for  these  are  placed  by  the  man  in 
charge  of  each  job  with  the  material  and  equipment 
dispatcher  at  the  main  office,  and  it  is  his  business  to 
see  that  each  crew  is  supplied  with  the  material  or 
equipment  that  it  has  ordered  or  may  require.  The 
operator  of  each  car  or  truck  receives  his  orders  directly 
from  the  dispatcher  and  at  the  end  of  each  trip  reports 
to  him  for  further  instructions. 

The  company  uses  in  its  busy  season  in  track  build- 
ing work  from  eight  to  twenty  cars  and  from  five  to 
twenty  trucks  daily.  The  maintenance  department  owns 
five  5-ton  Mack  dump  trucks  and  six  2-ton  trucks  used 
for  various  purposes.  Additional  trucks  which  are  re- 
quired daily  are  secured  from  contractors,  the  number 
of  hired  trucks  varying  in  accordance  with  the  work 
in  hand. 

Public  Utility  Information  for  Students 

FOLLOWING  the  examples  of  many  other  states, 
New  Mexico  and  Wyoming  are  coming  into  line  in 
furthering  co-operation  between  the  institutions  of 
higher  learning  and  the  public  utilities.  In  the  State 
University  of  New  Mexico  public  utilities  are  being 
systematically  studied,  and  the  State  Agricultural 
College  is  preparing  for  similar  instructions.  Prelim- 
inary steps  have  been  taken  in  Wyoming  in  the  same 
direction.  In  Colorado  students  are  learning  the  basic 
facts  regarding  electric  railways  and  other  utilities. 


March  17,  1923 


Electric    Railway    Journal 


461 


Chrome-Nickel  Steel  in  Special  Work* 

A  Scientific  and  Practical  Discussion  of  the  Characteristics  of  this  New 
Steel  Which  Has  Demonstrated  Its  Practicability  in  Milwaukee — Results 
of  More  than  Three  Years'  Use  Are  Given — First  Impetus  to  Develop 
the  Steel  Was  Given  by  Prohibitive  Wartime  Prices  of  Ferro-Manganese 

By  F.  a  Hibhard 

Construction  Engineer  Way  and  Structures  l>epartment 
Mllwauliee  Electric  Railway  &  Light  Company 


Left — Thermit  Weldingr  of  Joints  in  Crossing  for  East  Water  and  Wisconsin  Streets,  Preparatory  to  Monnting  on  Bolted  Foundation. 
Right — Thermit   Welding    of  Joints   in    Crossing  for   East   Water  and  Wisconsin  Streets.   Openings  Shown  Are  for  Inserts  at  Joints 


DURING  the  last  few  years  the  Milwaukee  Elec- 
tric Railway  &  Light  Company  has  installed  in 
its  tracks  considerable  special  trackwork,  in 
which  the  crossings,  the  frogs  and  some  of  the  switch 
pieces  were  made  of  cast  chrome-nickel  steel.  Much 
interest  has  been  manifested  both  locally  and  through- 
out the  country  in  these  installations  and  their  relative 
value  compared  to  similar  work  constructed  of  cast 
manganese  steel.  It  will  be  the  object  of  this  paper 
to  set  forth  our  experiences  in  the  development  of 
chrome-nickel  steel  as  a  material  for  special  trackwork. 

While  the  details  of  special  trackwork  construction 
have  been  greatly  improved,  in  the  writer's  knowledge 
no  new  material  has  been  offered  the  electric  railways 
since  the  introduction  of  manganese  steel  in  1894,  until 
we  proposed  the  use  of  cast  chrome-nickel  steel  in  1919. 

Manganese  steel  was  such  a  vast  improvement  over 
the  other  types  that  it  seems  to  have  been  accepted  by 
the  manufacturers  as  the  last  word  in  materials  for 
special  work  construction ;  and  while  no  attempt  will  be 
made  to  discredit  it,  some  of  its  disadvantages  will  be 
disclosed  which  are  not  apparent  in  our  new  alloy  steel. 

Considerations  that  Suggested  Use  op 
Chrome-Nickel  Steel 

During  the  World  War  prices  for  materials  used  in 
the  construction  and  maintenance  of  track  rapidly  ad- 
vanced and  deliveries  were  uncertain.  For  several  years 


•This  article  is  condensed  from  a  still  more  comprehensive  paper 
read  by  the  author  before  the  Technical  League  of  the  Milwaukee 
Electric  Railway  &  Light  Company. 


the  rising  prices  of  materials  were  not  compensated  for 
by  increases  in  the  company's  revenue  and  every  pos- 
sible expedient  was  adopted  to  conserve  materials  and 
make  existing  track  and  special  trackwork  serve  until 
adjustments  in  rates  could  be  secured  to  meet  this 
inflated  cost  of  materials.  This  condition  brought  into 
active  play  the  electric  welding  machine,  which  served 
to  extend  the  useful  life  of  thousands  of  dollars  worth 
of  expensive  trackwork. 

In  attempting  to  weld  cast  manganese  steel,  it  was 
found  that  while  many  good  welds  were  made,  others 
did  not  prove  successful  and  actually  hastened  the  neces- 
sity for  renewal  of  the  pieces  repaired.  No  welding 
concern  was  found  that  would  guarantee  a  weld  on 
manganese  steel.  Even  in  the  face  of  these  facts  we 
were  reluctant  to  substitute  anything  for  manganess 
steel  until  the  price  of  that  material  advanced  to  a  point 
where  it  was  practically  prohibitive.  This  advance  in 
price  was  due  largely  to  the  increase  in  the  cost  of 
ferro-manganese,  which  in  1911  could  be  purchased  for 
an  average  price  of  $37.51  per  ton,  but  in  1917  cost 
$327.21  and  in  June  of  that  year  sold  for  $443.75  per 
ton,  an  advance  of  over  1,000  per  cent.  As  a  com- 
parison, standard  steel  rails  showed  a  maximum  ad- 
vance of  only  a  little  over  100  per  cent  during  the  war 
period,  the  cost  advancing  from  $28  per  gross  ton  to 
a  peak  price  of  $57  in  1918. 

The  company  had  already  made  considerable  progress 
in  the  development  and  manufacture  of  its  own  special 
trackwork,  having  installed  a  large  number  of  frogs 
and  crossings  of  the  steel  bound  type.     These  pieces 


462 


Electric    Railway    Journal 


Vol.  61,  No.  11 


were  constructed  by  first  cutting  and  fitting  the  rails 
to  the  proper  dimensions,  and  then  casting  open-hearth 
or  electric  steel  around  the  intersection,  binding  the 
rails  together  and  forming  a  guard  and  a  support  for 
the  wheel  flange.  This  type  of  construction  was  com- 
paratively cheap  and  possessed  the  important  advantage 
that  when  the  flange  bearing  was  cut  out  it  could  be 
successfully  built  up  with  the  electric  welder,  whereas  if 
it  had  been  constructed  of  manganese  steel  or  with  a 


/O/i'cufmwooa/''] 


Details  Showing  Construotlon  of  Crositlng  Foundation 

manganese  plate  at  the  intersection  welding  would  have 
been  resorted  to  only  as  a  temporary  and  uncertain 
expedient  to  prolong  the  useful  life  of  the  piece  for 
a  time. 

The  success  experienced  with  the  home-made  steel 
bound  frogs  and  the  excessive  price  charged  for  man- 
ganese steel  trackwork  were  the  principal  factors  that 
induced  the  company  to  extend  the  manufacture  of  its 
special  trackwork  in  its  own  shops  and  accordingly  the 
writer  was  instructed  to  seek  a  substitute  for  man- 
ganese steel,  which  could  be  machined  and  finished  at 
the  company's  Cold  Spring  shops  and  which  could  be 
cast  at  local  foundries.  At  that  time  a  new  local  electric 
steel  foundry  with  large  furnaces,  known  as  the  Gen- 
eral Steel  Company,  was  in  operation  and  the  company 
had  transferred  its  steel  bound  frog  business  to  that 
plant.  As  this  plant  was  casting  heavy  alloy  steel  ingots 
and  its  facilities  were  available,  the  situation  was  par- 
ticularly favorable  for  the  plans  being  developed. 

Satisfactory  experience  with  some  special  trackwork 
layouts,  consisting  of  open-hearth  steel  castings  with  a 
carbon  content  of  from  0.40  to  0.50  per  cent,  which  were 
given  a  single  annealing  treatment,  suggested  the  pos- 
sibility of  improving  castings  of  this  nature  by  adding 
alloys  other  than  manganese.  These  layouts  were  suc- 
cessful in  part  because  they  could  be  successfully 
welded,  which  together  with  the  practicability  of 
machining  was  the  important  consideration. 

By  the  addition  of  nickel  and  chromium  the  physical 
properties  of  carbon  steel  can  be  materially  improved. 
Testimony  to  this  effect  has  been  furnished  in  the  pub- 
lications of  some  of  the  nation's  foremost  metallurgical 
engineers. 

Eighteen  years  of  experience  in  the  design  and  con- 
struction of  special  trackwork  for  electric  railways 
pointed  to  only  one  installation  of  an  alloy  steel  other 


than  manganese.  The  Pennsylvania  Steel  Company 
(now  the  Bethlehem  Steel  Company)  had  built  an  elec- 
tric crossing  with  center  plates  of  forged  Mayari  steel, 
a  natural  nickel-chrome  alloy.  This  was  installed  in 
Omaha,  Neb.  Diligent  search  failed  to  show  any  instal- 
lations of  cast  chrome-nickel  steel. 

First  Installation.  Made  in  1919 

At  last  a  trial  installation  of  cast  chrome-nickel  steel 
was  agreed  upon  and  instructions  were  issued  to  place 
a  crossing  of  this  material  at  East  Water  and  Wis- 
consin Streets.  Details  were  prepared  and  patterns 
constructed  but  the  question  of  analysis  was  yet  un- 
decided. Most  of  the  existing  specifications  covered 
oil  quenching  and  drawing  of  forgings,  hence  they  were 
of  little  help  because  the  unbalanced  sections  of  track 
castings  prohibited  such  treatment,  as  warping  would 
surely  result  and  in  the  treated  condition  straightening 
without  cracking  would  be  impossible.  With  this  con- 
dition in  mind  and  with  a  desire  to  produce  a  steel  with 
good  wearing  qualities  and  high  resistance  to  shock, 
it  was  decided  to  keep  the  nickel  and  chromium  content 
somewhat  higher  than  was  specified  in  work  that  could 
be  oil  quenched.  The  following  analysis  was  finally 
decided  upon: 


Element  Percentage 

Carbon 0.30to    0.40 

Manganese G.90to     I.  10 

Phosphorua not  over  0.  03 

.Sulphur not  over  0.  04 


Element  Percentage 

Silicon 0   15  to    0.20 

Chromium 0  55  to  0.65 

Nickel 2.20  to    2.40 


After  the  castings  were  made,  a  check  analysis 
showed  the  following  close  conformity  for  the  analysis 
specified : 


Element 

Percentage 

Element 

Percentage 

Carbon 

0  33 

Silicon 

0.15 

Manganese 

I    00 

Chromium 

0.55 

Phosphonia 

0,023 

Nickel 

2.30 

Sulphur 

0,041 

The  castings  were  g^iven  a  single  annealing  treatment 
and  no  difficulty  was  experienced  in  machining  them. 
When  the  castings  were  made  proper  shrink  heads  were 
not  used,  so  that  all  castings  contained  large  shrink 
holes  located  in  the  heavy  part  of  the  top  of  the  section 


\:\^£f'r'>'er  ra'/y'-.r::  '■' 
^  ..-^....    ....-   .        •-..■....-.■.■.•.. 

■■#-".•■>■' 

£i2e;;!>x3:;?;.  .._....... 

y  •■.•:! ■'■r^■•:■:.■:::f.v.\^;^'^:^v:^:.■v^:■r■:";>^.•:i■'■^/.<^^■  . 
Typical   Section  Tlirougli   Chrome-Nickel   Steel   Crosxing 

approximately  under  the  gage  line,  as  well  as  several 
cracks  in  the  base  at  or  near  the  box  section  where  the 
two  rails  intersect.  Owing  to  the  strict  necessity  for 
conserving  materials  at  the  time,  the  defective  castings 
were  used.  The  cracks  were  thermit  welded,  frogs  were 
assembled  and  the  joints  thermit  welded  to  form  one- 
half  of  the  double-track  crossing.  (See  accompanying 
illustrations.)  The  crossing  was  through-bolted  to  a 
heavy  timber  foundation,  consisting  of  8-in.  deep  white 
oak  ties  bolted  with  heat-treated  bolts  to  inverted  old 


March  17,  1923 


Electric    Railway    Journal 


463 


7-in.  80-lb.  girder  rail.  This  type  of  foundation  was 
originated  by  this  company  and  is  now  used  as  standard 
on  all  heavy  crossing  installations.  The  two  units  thus 
formed  were  easily  installed  in  one  night.  Eight  li-in. 
round  rods  were  placed  at  right  angles  and  imme- 
diately under  the  old  rails  and  an  18-in.  concrete  slab 
of  1 :3 :5  mix  was  cast  around  this  foundation,  extending 
up  to  the  top  of  the  ties.  The  four  "dummy"  joints 
and  the  sixteen  exterior  joints  were  then  thermit 
welded.  The  thermit  welding  of  the  joints  not  only 
saved  the  cost  of  machining  and  drilling  for  splices  and 


suits,  and  in  purchasing  the  layout  for  East  Water  and 
Michigan  Streets  we  incorporated  this  treatment  in  our 
specifications.  At  this  time  we  began  the  study  of  air 
quenching  and  drawing,  allowing  the  castings  to  cool 
down  in  the  air  from  the  annealing  temperature,  then 
heating  them  to  the  proper  temperature  below  the  criti- 
cal range  and  allowing  them  to  cool  down  with  the  oven. 
On  Jan.  28,  1922,  we  made  a  physical  test  of  six  tensile 
specimens,  two  of  which  were  double  annealed,  two  were 
air  quenched  at  1,725  deg.  F.  and  dravra  at  1,350  deg.  F. 
and  two  were  air  quenched  at  1,725  deg.  F.  and  drawn 


Installation   of   Spe<-ial   Trai-kwork   at   Second   and 
Sycamore  StreetM 


.S|>ecial  Trackwork  ut   West  ^\'atPr  Street  and  Grand  Avenue, 
a  Good  Example  of  Modern  Special  Traekwork  DeHign 


the  cost  of  the  joint  plates,  but  gave  an  absolutely 
smooth  unbroken  floor  for  the  continuous  flange  bear- 
ing construction  which  was  adopted  for  this  crossing. 

This  crossing  was  installed  in  April,  1919,  and  similar 
ones  properly  cast,  however,  were  placed  at  West  Water 
and  Sycamore  Streets  in  May,  1919,  and  at  Third  and 
State  Streets  in  October,  1919.  A  typical  section 
through  the  crossing  and  a  section  through  the  founda- 
tions are  shown  herewith.  The  wide  departure  from 
previous  practice  and  the  novelty  of  these  installations 
attracted  considerable  attention,  and  articles  were 
published  on  this  new  type  special  work  in  the  trade 
journals.  From  the  resulting  comment  we  realized  that 
we  had  started  something  and  made  up  our  minds  to 
see  it  through.  We  began  to  study  what  we  had  in  the 
track  and  to  make  complete  physical  tests  of  the  steel. 

What  the  Studies  Developed 

Our  first  test  bars  showed  a  decided  lack  of  ductility 
and  the  fracture  indicated  that  the  cast  nickel  structure 
was  not  completely  broken  up.  A  considerably  longer 
period  was  required  completely  to  anneal  these  castings 
than  was  required  for  carbon  steel.  Holding  the  cast- 
ings in  the  oven  at  the  proper  temperature  from  four 
to  five  hours  gave  us  the  results,  but  still  the  tests 
showed  a  decided  lack  of  uniformity.  We  then  tried 
double  annealing.     This  produced  decidedly  better  re- 


at  1,500  deg.,  which  is  slightly  above  the  critical  range. 
The  results  are  shown  in  Table  I. 

Chemical  analysis  of  these  bars  gave  the  following 
results : 


Element 

Silicon 

Sulphur.. . . . 
Phosphorus . 
Manganese. . 


Percentage 
0  41 
0  046 
0  014 
0  75 


Element 

Carbon 

Chromium . 
Nickel 


Percent  age 
0.40 
0.95 
3.02 


By  comparing  bars  No.  11  and  No.  12  with  bars 
No.  1  and  No.  2,  the  decided  improvement  in  the  elonga- 
tion and  reduction  without  loss  of  hardness  is  noted 
which  indicate  that  the  possibilities  of  the  chromium 
and  nickel  are  being  better  developed  by  this  treatment. 
Bars  Nos.  3  and  4  were  made  to  check  the  critical  point, 
which  will  be  explained  in  the  description  of  the  photo- 
micrographs of  these  specimens. 

This  treatment  was  continued  and  by  lowering  the 
drawing  temperature  the  hardness  was  increased  with 
a  corresponding  decrease  in  ductility. 

The  photomicrographs  reproduced  on  page  466  were 
of  specimens  Nos.  11,  1  and  4  at  100  and  1,000  magnifi- 
cations, showing  as  follows:  No.  11  a  pearlitic  structure 
throughout;  No.  1  a  sorbitic  structure  throughout; 
No.  4  a  structure  partly  sorbitic  and  partly  pearlitic, 
indicating  that  the  drawing  temperature  was  slightly 
above  the  critical  range,  as  stated,  and  that  the  struc- 
ture obtained   from  quenching  was  breaking  up  and 


TABLE  I— RESULTS  OF  ANNEALING  TESTS 

Reference  No.  1112 

Treatment  Double  .\nncaled 

Elastic  limit,  lb.  per  sq.in '. ^ 69, 100             67,800 

Tensile  strength,  lb.  per  sq.in 126.600             125.100 

Per  cent  elongation  in  2  in 12   5                    10.5 

Per  cent  redution  in  area ' 150                   14.5 

Fracture Square            Square 

Brinell  hardness 195                  180 


I  2 

Air  Quenched  at  1725  Deg. 

Drawn  at  1350  Deg. 


77,500 
103,450 

20 

41 
1  cup 
203 


76,250 
107,300 

22  5 

49 
i  cup 
195 


3 

4 

Air  Quenched 

at   1725 

Deg.   Drawn 

at,  I50a 

Deg. 

74,200 

72,700 

I09.3S0 

107,450 

15.5 

17  5 

23  5 

37 

Angular 
180 

1  cup 
187 

464 


Electric    Railway    Journal 


Vol.  61,  No.  11 


drifting  back  to  the  pearlitic  state,  which  is  the  struc- 
ture of  a  steel  cooled  slowly  from  above  the  critical 
range.  This  checked  our  previous  determinations  of  the 
lower  critical  point,  which  we  found  existed  at  a  tem- 
perature of  1,492  deg.  F. 

In  the  special  trackwork  for  East  Water  and  Michi- 
gan Streets,  which  was  manufactured  by  the  Lorain 
Steel  Company,  we  did  not  specify  Brinell  hardness, 
for  our  studies  had  not  been  carried  to  a  point  where 


f-7)      \T' 9£/h.fee.LS.4O0  ] 

Casting        j     /  ;~pzz~~3~~zi 

L^ i 


Cut  from  rail  heads 


Dtaipram   Showing:  How  Rail  Ends  Are  Prepared   for 
Flange  Bearinip   Cro8sing:8 

we  were  certain  of  the  low  limit  which  could  be  speci- 
fied. This  we  now  know  to  be  one  of  the  most  impor- 
tant factors  in  the  life  and  wear  of  the  special  trackwork 
parts.  Carefully  conducted  tests  were  made  from  test 
bars  attached  to  the  several  frogs  from  the  above  lay- 
out, but  as  the  coupons  were  cut  off  from  the  castings 
with  the  acetylene  torch,  some  of  the  bars  were  so 
surface  hardened  that  we  were  not  able  to  turn  them. 
From  those  which  we  were  able  to  machine,  the  results 
shown  in  Tables  II  and  III  were  obtained. 


TABLE  II— CHEMICAL  ANALYSIS  OF  STEEL  FOR  EA.ST  WATER  AND 
MICHIGAN  STREETS 

Specified         Piece  No.  26     Piece  No.  29  Piece  No.  3 1 

Analysis            Arm  No.  99      Arm  No.  60  Arm  No.  87 

Silicon 0.25  to    0.35          0.27                  0.24  0  15 

Sulphur 0.05  max.                  0.036                 0.044  0  035 

Phosphorus 0.05  max.                  0.028                 0  035  0  031 

Mansanese 0.60to    0.80          0.78                  0  78  0  61 

Carbon 0  45  to  0.55             0  54                   0.49  0  50 

Chromium 0.60to    0.80          0.50                  0  45  0  59 

Nickel 2.50to    3.00           2.15                   2  06  I   90 


From  Table  II  it  will  be  noted  that  the  chromium  and 
nickel  content  falls  below  the  specified  analysis  in  all 
cases. 

It  will  be  noted  from  Table  III  that  two  of  eight  bars 
failed  to  meet  the  specifications  as  to  elongation  and 
reduction.  This  matter,  together  with  the  deficiency  in 
chromium  and  nickel,  was  taken  up  with  the  manu- 
facturer, who  felt  that  the  steel  was  of  creditable  qual- 
ity considering  that  this  was  his  "first  attempt  with 
steel  annealing  to  these  unusual  requirements,"  and 
produced  his  own  tests  to  verify  these  contentions. 

Table  IV  contains  a  comparison  of  averages  from  test 
data  furnished  by  the  manufacturer  with  our  own  teat 
data. 


TABLE  IV— COMPARISON 

Tensile 

Manufacturer's  tests 109,300 

Our  test  on  manulacturer's 

OF  DATA 

Elastic 
68,000 

69,100 
76,875 

FROM 
Elonga- 
tion 
18.0 

14.9 
21   2 

TESTS 
Reduc- 
tion 
29.3 

21.4 
45 

BrineU 
179.2 

Our    test    on    our    own    air- 
quenched  and  drawn  speci- 
mens                         105,375 

199.0 

These  results  seem  to  indicate  that  with  our  treat- 
ment we  have  not  only  obtained  ultimate  tensile 
strength  equal  to  that  of  the  manufacturer  but  have 
materially  increased  the  elastic  limit,  elongation,  reduc- 
■  tion  of  area  and  Brinell  hardness. 

In  the  spring  of  1922  it  was  decided  to  purchase  the 
special  trackwork  parts  for  the  track  layouts  at  West 
Water  and  Grand  Avenue,  Second  and  Sycamore 
Streets,  Reed  and  National  Avenue  and  Broadway  and 
Wisconsin  Streets.  Plans  were  prepared  and  specifica- 
tions drawn  for  both  solid  manganese  and  chrome  nickel 
steel  construction.  Quotations  were  received  and  when 
submitted  to  the  management,  instructions  were  issued 
to  buy  the  entire  lot  in  chrome-nickel  steel,  which  was 
certainly  a  "vote  of  confidence."  With  these  layouts 
installed,  this  new  material  will  be  given  a  real  test. 
This  material  was  inspected  at  the  plant  of  the  manu- 
facturer by  R.  W.  Hunt  &  Company.  From  their  report 
on  sixty-eight  test  bars  from  twenty-six  heats  the  fol- 
lowing averages  were  compiled: 


Tensile 

107,290 

Carbon 

0.49 


While  these  results  are  very  satisfactory,  we  believe 
still  better  physical  qualities  can  be  developed  by  suit- 
able arrangement  of  air  blasts  to  cool  the  castings  down 
faster  when  first  taken  out  of  the  annealing  oven. 

Wearing  Qualities  of  Chrome-Nickel  Steel 

From  time  to  time  we  have  made  depth-gage  measure- 
ments of  the  throatways  throughout  the  fiange-bearing 
portions  of  the  crossings  made  from  various  materials 
to  determine  how  fast  the  metal  was  being  cut  down  by 
the  wheel  flanges.  As  a  fair  example  of  our  1919  in- 
stallations, it  was  found  that  it  took  approximately  two 
years  on  the  Third  Street  run  of  the  Third  and  State 
Streets  crossing  to  cut  down  the  throatway  to  a  point 
where  the  treads  of  the  wheels  were  beginning  to  bear. 
As  the  original  throatway  depth  was  A  in.  and  as  the 


Elastic 
66,950 

Elongation 
16.6 

Reduction 
26.4 

BrineO 
219 

Manganese 
0.676 

Silicon 
0.30 

Nickel 
2.86 

Chromhun 
0.837 

TABLE  III— PHYSICAL  TESTS  OF  STEEL  FOR  EAST  WATER  AND  MICHIGAN  STREETS 


R«f erence  No 

Elastic  limit 

Tensile  strength 

Elongation  in  2  in 

Percent  redticcfl.  in  area. 
Brinell  hardnes  in 


Low  Lim. 
Specif. 


60,000 

90,000 

12 

17 


26-99 

67,550 

97,800 

16.5 

25  5 


7-30 

20-33 

70,050 

70,800 

14,250 

105,750 

11.5 

13.5 

16.5 

23.0 

24-56 

25-91 

6-75 

31-87 

22-26 

73.050 

68.100 

68,850 

69,150 

69,350 

105,000 

103,700 

108.000 

106.550 

102,250 

4.0 

13.5 

14.0 

8  5 

18.0 

5.0 

17.5 

16.0 

9  0 

30.5 

183 

183 

170 

Not*:— Fir»t  part  of  number  indicates  piece  number  and  last  part  arm  number.     For  example,  26-99  indicates  piece  No.  26,  Arm  No.  99. 


March  17,  1923 


Electric    Railway    Journal 


465 


height  of  the  car-wheel  flange  is  i  in.  it  took  approxi- 
mately two  years  to  cut  down  A  in.  into  this  steel. 
From  tralRc  studies  it  was  found  that  834,993  cars 
passed  over  this  crossing  each  way  during  that  period, 
or  278,331  cars  for  each  -h  in.  of  wear. 

Data  were  obtained  on  the  throatway  wear  on  con- 
tinuous flange  bearing  manganese  steel  crossings  in- 
stalled in  the  tracks  of  one  of  the  large  Middle  West 
street  railways.  The  throatways  of  the  crossings  were 
made  i  in.  deep  and  the  flanges  are  I  in.  in  height. 
The  best  result  obtained  showed  that  996,000  cars  passed 
over  the  layout  before  simultaneous  tread  and  flange 
bearing  occurred,  which  represented  a  wear  of  i  in.  in 
the  throatway,  or  166,000  cars  for  each  -fs  in.  of  wear. 
Comparison  of  this  figure  with  the  278,000  cars  re- 
quired for  .equal  wear  on  the  chrome-nickel  steel  cross- 
ings gives  a  good  indication  of  the  relative  resistance  to 
flange  wear  of  these  two  types  of  construction. 

On  Oct.  10,  1921,  traffic  was  restored  to  Third  Street 
at  Wells  and  at  Grand  Avenue  after  the  installation  of 
crossings  at  these  locations.  The  crossings  at  Third 
and  Wells  Streets  were  constructed  of  manganese  steel 
and  the  one  at  Third  and  Grand  Avenue  of  chrome- 
nickel  steel.  These  two  crossings  were  placed  on  iden- 
tically the  same  type  of  foundation  and  were  subjected 
to  the  same  traffic  conditions  on  the  Third  Street  run. 
Measurements  taken  on  Oct.  3,  1922,  indicate  that  the 
average  depth  of  flangeway  wear  on  the  manganese 
crossing  was  A  in.  and  on  the  chrome-nickel  crossing 
•h  in.  during  the  year.  Approximately  192,000  cars 
passed  over  the  Third  Street  run  or  64,000  cars  per 
A-in.  wear  on  the  manganese  and  192,000  cars  per  ■^-in. 
wear  on  the  chrome-nickel. 

Our  Experience  in  Welding  Chrome-Nickel  Steei 

One  of  the  first  things  we  were  told  about  our  new 
venture  was  that  the  steel  would  be  difficult  to  weld 
and  if  welded  there  would  be  doubt  as  to  the  welds 
being  any  good.  However,  we  can  now  say  with  the 
utmost  confidence  that  chrome-nickel  steel  of  our  an- 
alysis can  be  successfully  welded.  We  have  demon- 
strated beyond  any  doubt  that  this  steel  is  not  only 
relatively  easy  to  weld,  but  when  welded  it  can  be  de- 
pended upon. 

As  stated  in  the  first  part  of  this  article,  the  crossing 
installed  at  East  Water  and  Wisconsin  Streets  had  large 
shrink  holes  located  under  the  flange-bearing  portion 
of  the  castings.  The  car  wheels  cut  through  into  these 
shrink  holes  and  in  some  instances  sections  were  broken 
out.     Two  of  these  pieces  over  a  foot  in  length  were 


At   left — Typical    Section    Ttirough    Clirome-Niclcei    Steei    CrosainK- 

At    riclit.    Sections    from    Castlnss    Showing    How    Splice 

Bars   Wear  Into   ManKanese   Steel 


Set  of  Bridice  Shoes  Cast  In  Chrome-Mlcfcel  Steel 

completely  built  up  with  the  electric  welder  and  are 
still  in  service  after  about  one  and  one-half  years  of 
heavy  traffic  has  passed  over  them,  with  the  wheel 
flanges  riding  directly  on  the  welded  portion — a  severe 
test  for  any  weld. 

At  Third  and  State  Streets  and  at  West  Water  and 
Sycamore  Streets  the  flange-bearing  portion  has  been 
restored  by  welding  and  no  one  is  willing  to  hazard  a 
guess  as  to  the  number  of  times  this  operation  can  be 
repeated. 

The  thermit  welding  of  over  500  joints  connecting 
together  the  frog  ends  in  cast  chrome-nickel  steel  lay- 
outs proves  that  this  operation  is  also  entirely  success- 
ful. We  have  demonstrated  that  welds  made  on  chrome- 
nickel  steel  by  the  electric  and  thermit  processes  can  be 
depended  upon  when  subjected  to  bending  stresses. 

As  stated  earlier,  in  1919  we  installed  three  double- 
track  electric  crossings  of  chrome-nickel  steel  and  the 
following  year  another  at  Fifth  and  Sycamore  Streets 
over  the  Chicago,  North  Shore  &  Milwaukee  Railroad. 
In  1921  another  of  this  type  was  installed  at  Third 
Street  and  Grand  Avenue  and  we  have  just  completed 
one  more  at  Third  and  Center  Streets.  All  of  these 
crossings  were  cast  in  Milwaukee,  machined  at  the  Cold 
Spring  shops  and  installed  on  the  heavy  bolted  type  of 
foundation  which  is  original  with  this  company.  All 
joints  were  thermit  welded. 

We  have  installed  on  Second  Street,  at  the  east  side 
of  the  Public  Service  Building,  two  switches  and  one 
mate  of  50-ft.  C.  R.,  and,  at  several  locations,  frog 
center  plates  to  replace  failed  manganese  castings.  We 
have  made  many  renewal  switch  tongues  and  find  that 
they  stand  up  better  than  manganese,  for  the  metal  does 
not  pean  down  nor  flow  under  the  action  of  the  wheels. 
All  tongues  in  our  bolted  type  switches  are  now  made 
of  cast  chrome-nickel  steel. 

Last  winter  we  constructed  three  right-hand  and 
three  left-hand  portable  crossovers  of  80-lb.  A.  S.  C.  E. 
rail  in  which  the  castings  in  the  rail  bound  mates  and 
frogs  and  the  runoff  points  were  made  of  chrome-nickel 
steel. 

Last  fall  we  ordered  the  layout  for  East  Water  and 
Michigan  Streets  and  it  was  installed  in  March  of  this 
year.  In  February  we  contracted,  for  the  parts  for  four 
major  layouts.  One  of  these  layouts  was  located  at 
West  Water  and  Grand  Avenue,  and  a  photograph  of 
the  completed  installation  is  reproduced.  The  layout 
at  Second  and  Sycamore  Streets  is  being  completed  and 
its  appearance  before,  it  was  entirely  paved  in  is  shown 
in  the  illustration  on  page  463.  The  welding  Of  all  the 
joints   in   track  special  trackwork  layouts  is  original 


466 


Electric    Railway    Journal 


Vol.  61,  No.  11 


Photomicrographs  of  Chrome-Nickel  Steel  as  Used  in  Special  Trackwork  by  the 
Milwaukee  Electric  Railway  &  Light  Company 


No.   1.   Specimen   No.   11,   100     No.  2.  Same.  1.000  Diamtteis     No.    3.    Specimen   No.    1,   100     No.  4.  Same.  1.000  Diamtters 
Diameters  Magmiflcation.    For  Diameters.     See  page  463 

physical   and   chemical   char- 
acteristics  see   page   463 


No.    5.    Specimen    No.    4,    100      No.  6.  Same.  l.OOu  Diameters      No.  7.  Piece  No.  31.  Arm  No.      No.  8.  Same,  1.000  Diameters 
Diameters.     See  page  463  87,  100  Diameters.     See  page 

464 


^0°' I'nA^^i*'*  ^Z'-  ^®' ^""  ^°-     ^°-    ^"-    ^*'"'''    I'"*"    Diam-       Nos.  11  and  12.     Specimens  from  William  Wharton.  Jr..  & 
99.  100  Diameters.     See  page  eters  Company.  Inc..  1,000  Diameters. 

4o4 

Note:  Specimens  Nos.  11.  1  and  4  are  from  steel  manufactured  by     the  Milwaukee  Steel  Foundry  Company    while 
Nos.  7  to  10  are  for  steel  from  the  Lorain  Steel  Company. 


March  17,  1923 


Electric    Railway    Journal 


467 


t 


with  this  company.  It  is  done  by  the  thermit  process. 
The  placing  of  thermit  welds  on  manganese  frog  cast- 
ings would  completely  ruin  them.  This  is  a  strong 
point  in  favor  of  the  chrome-nickel  steel,  as  the  ends 
of  the  castings  do  not  need  to  be  machined  for  joint 
plates  as  temporary  splices  of  bar  steel  roughly  fitted 
to  the  castings  will  suffice  for  aligning  and  surfacing 
the  layout  and  save  the  cost  of  the  expensive  and  pains- 
taking machine  work  necessary  to  make  a  proper  fitting 
joint,  another  distinctive  feature  of  our  work. 

We  have  also  installed  the  following  bridge  frogs  or 
shoes  of  chrome-nickel  steel: 

Main  Street  Bridge Kenosha  24  castings 

.State  .Street  Bridge Racine  24  castings 

West  Water  Street  Bridge Milwaukee  24  castings 

Grand  Avenue  Bridge Milwaukee  24  castings 

Oneida  Street  Bridge Milwaukee  1 6  castings 

We  are  now  making  up  twenty-four  castings  for  the 
East  Water  Street  bridge.  The  castings  installed  are 
proving  very  successful  and  in  time  we  hope  to  have 
them  on  all  bridges.  A  photograph  is  reproduced  here- 
with showing  a  set  of  castings  for  the  State  Street 
Bridge,  Racine. 

The  bridge  and  building  department  of  the  City  of 
Milwaukee  praised  these  bridge  shoes  highly. 

Conclusions 

In  1919  we  installed  crossings  made  of  chrome-nickel 
steel  on  account  of  the  excessive  cost  of  manganese 
steel  and  in  1922  we  are  paying  slightly  more  to  get 
chrome-nickel  steel  than  we  would  be  obliged  to  pay  for 
manganese  steel  because  our  experience  has  led  us  to 
believe  it  is  better.  In  analyzing  the  cost  of  the  special 
work  for  West  Water  Street  and  Grand  Avenue,  we 
find  what  is  typical  of  most  special  work  layouts,  that 
the  cost  is  divided  about  as  follows: 


Switches,  mates  and  frogs 35  per  cent 

Rails,  fastenings,  joints,  etc ■.  : 15  per  cent 

Removing  old  work,  excavatinn,  installation,  paving,  etc 50  per  cent 

With  the  switches,  mates  and  frogs  representing  but 
35  per  cent  of  the  total  cost  and  as  they  are  in  a  great 
measure  the  deciding  factor  in  the  life  of  the  special 
trackwork,  it  is  a  matter  of  good  judgment  to  install 
the  best  that  money  can  buy,  for  the  best  will  be  the 
cheapest  in  the  long  run. 

We  believe  that  our  analysis  with  perhaps  a  slightly 
higher  chromium  content  should  be  used  in  preference 
to  the  analysis  as  offered  by  the  manufacturers,  as  any 
effort  made  to  cheapen  this  steel  will  only  detract  from 
its  wearing  qualities. 

To  substantiate  the  above  statement,  I  will  quote  from 
BuUen's  "Steel  and  Its  Heat  Treatment" : 

High  Chromium  Nickel  Steels: 

Chromium  nickel  steels  containing  approximately  3.5  per  cent 
nickel  and  1.5  per  cent  chromium  comprise  a  type  of  steel  with 
distinctive  physical  characteristics,  but  which  obviously  are  not 
shown  by  the  results  of  ordinary  pull  test  values  when  taken  in 
comparison  with  the  low  chromium  nickel  steels.  The  followInK 
figures,  eiving  the  ordinary  physical  properties,  illustrate  the 
latter  point.  Dependent  upon  the  section,  treatment,  and  carton 
content  (0.2  to  0.5  per  cent),  they  may  be  given  as  follows: 

Com-  Elonga-  Reduction 

position  Tensile  Strength  Elas.  Limit  tion        nf  .-vr^a 

3.5  nickel    ...  I  85,000  to  1'75, 000  .-.a, (Jl'O  to  265.000   26  to  10   l?5to:!3 
1.5  chrome  ..  , 

1.5  nickel   . . .  j  80,000  to  264,000  56.000  to  240,000   SO  to  8     70  to  27.5 
0.5  chrome  ..  ) 

It  is  evident,  since  the  r'-  ve  results  show  but  little  dlfterence, 
that  the  superiority  of  tht  nigh  chromium  nickel  steel  does  not 
appear  in  the  static  properties.  On  the  other  hand,  there  Is  a 
tremendous  difference  between  the  two  types  (In  favor  of  the 
higher  alloy)  in  the  dynamic  and  endurance  strength,  such  as 
freedom  from  brittleness  !>n<i  resistance  to  shock. 


Or,  as  it  has  been  expressed  in  every-day  terms,  the  effect  of 
the  large  amounts  of  alloys  in  suitable  combination  is  like  a  com- 
parison between  a  trained  athlete  and  the  amateur.  Kach  man 
may  be  able  to  lift  a  maximum  weight  of  say  200  lb.  But  when 
it  comes  to  repeating  that  same  feat  a  number  of  times  in  suc- 
cession, the  trained  man,  with  his  developed  powers  of  endurance, 
will  win  every  time.     And  thus  it  is  with  the  high  alloy  steel. 

While  the  ordinary  tensile  tests  can  be  met  by  the 
"low-chromium  nickel  steel"  longer  life  and  better  wear- 
ing qualities  may  be  expected  by  the  use  of  a  higher 
percentage  of  these  alloys.  We  also  believe  that  by  a 
double  treatment  the  effects  of  chromium  and  nickel  are 
better  developed. 

With  reference  to  the  wearing  qualities  we  have 
found  that  chrome-nickel  steel  does  not  flow  under  com- 
pressive stresses  as  does  manganese  steel;  that  the 
flange-bearing  portions  of  the  special  trackwork  do  not 
cut  out  as  fast  and  after  they  are  cut  out  can  be  re- 
placed by  welding.  This  feature  alone  adds  consider- 
ably to  the  life  of  the  layout,  for  in  manganese  work 
after  the  flange  bearing  is  cut  out,  pounding  begins 
which  loosens  the  special  pieces  and  ultimately  destroys 
the  foundation.  Joint  plates  do  not  wear  into  chrome- 
nickel  steel  castings  as  they  do  into  manganese 
steel,  also  switch  tongues  stand  up  better  at  the  heel 
because  this  metal  does  not  flow  under  the  action  of  the 
wheels. 

Joints  can  be  thermit  welded  and  thus  do  away  with 
this  troublesome  feature  of  special  trackwork  and  save 
the  cost  of  machining  to  exact  dimensions  necessary 
for  proper  fit  of  joint  plates. 

Repairs  can  be  made  either  by  electric  welding  or 
thermit  welding. 

Chrome-nickel  steel  can  be  machined  with  the  ordi- 
nary machine  shop  equipment  and  no  special  grinding 
machine,  etc.,  are  necessary  in  producing  special  work 
of  this  material. 

Sold  50,000  Maps  in  Two  Months 

I  AST  July  the  Philadelphia  Rapid  Transit  Company 
-/  put  on  public  sale  at  10  cents  a  copy  a  map  of  the 
car  routes  in  Philadelphia.  The  map  measured  14  in. 
x  24  in.,  and  was  in  colors,  with  each  route  marked 
with  its  designating  number.  On  the  back  of  the  map 
is  a  list  of  places  of  sightseeing  interest  in  Philadelphia 
as  well  as  of  the  prominent  department  stores,  banks, 
churches,  etc.,  and  the  route  number  or  numbers  of 
the  routes  serving  that  building.  The  map  was  inclosed 
in  a  convenient  pocket  envelope,  and  on  the  back  of  the 
envelope  was  a  list  of  six  "trolley  hikes."  The  mapa 
were  all  sold  inside  of  two  months,  and  the  proceeds 
therefrom,  $5,000,  was  donated  by  the  company  to  the 
employees'  "Helping  Hand  Fund." 

The  company  is  now  preparing  a  new  edition  of  the 
map  which  will  be  put  on  sale  in  the  near  future,  and 
instead  of  the  "trolley  hikes"  the  back  of  the  envelope 
will  carry  a  list  of  the  principal  museums  and  other 
buildings  of  public  interest  in  Philadelphia,  with  a  list 
of  the  hours  they  are  open,  conditions  of  admission,  a 
summary  of  what  is  shown,  etc. 

C.  B.  Fairchild,  Jr.,  executive  assistant  Philadelphia 
Rapid  Transit  Company,  who  supervised  the  issue  of 
this  map,  is  convinced  that  it  is  not  only  a  great  con- 
venience to  many  people  who  would  use  the  lines  in 
any  event,  but  that  it  cultivates  travel,  particularly 
off-peak  riding  and  from  persons  who  would  otherwise 
stay  at  home.  The  second  edition  will  be  50,000,  and  the 
proceeds  derived  from  the  sale  will  be  devoted  to  the 
"Helping  Hand  F"nd." 


'4&8 


Electric    Railway    Journal 


Vol.  61,  No.  11' 


Signal  Maintenance  on  an  Oregon  Railway 

The  Portland  Railway,  Light  &  Power  Company  Is  Securing  Excellent  Results  by 

Systematic  Inspection  and  Repair  Work — This  Covers  All  Devices  of  a  Warning 

Character  Which  Are  Used  to  Protect  Patrons  and  Expedite  Operation 

By  H.  J.  Charters 


Portland  Railway,  Light  &  Power  Company,  Portland,  Ore. 


r-|— ^  HE  signaling  equipment  on  the  lines  of  the 
I  Portland  Railway,  Light  &  Power  Company,  at 
M.  Portland,  Ore.,  consists  of  ninety-one  United 
States  Type  G-1,  non-car-counting  block  signals,  142 
automatic  signals  for  protecting  spring  switch  points, 
fourteen  terminal  signals  for  stub-end  city  car  lines, 
seven  train-order  boards,  four  crossing  bells  and  two 
special  light  signals  for  indicating  operation  over 
bridges  crossing  the  Willamette  River. 

In  addition  to  maintaining  and  repairing  these 
signals,  the  signal  department  maintains  electric  heat- 
ers and  lights  which  are  placed  at  nearly  all  stations 
on  the  interurban  lines  and  at  necessary  points  on  the 
city  lines,  and  in  carhouses,  shops,  etc.  There  are 
several   hundreds    of   these   light   clusters,   illuminated 


■"--  Contactors  -  -' 


Cirrnit  Diagram  for  Directional  Kelay 

signs  such  as  derail  and  stop  signs,  and  special  road 
crossing  signs,  which  are  8  ft.  long,  displaying  the 
words  "Danger,  Railroad  Crossing"  in  red  letters  on 
a  white  background  and  illuminated  by  two  series  of 
36-watt  lamps. 

It  requires  approximately  200  36-watt  Mazda  lamps 
per  month  to  keep  these  lights  in  order,  probably  25 
per  cent  of  these  being  broken  or  stolen  by  boys. 
General  Electric  tumbler  snap  switches,  inclosed  in  a 
wooden  box,  with  the  switch  handle  extending  through 
a  slot  in  the  box  cover,  are  used  at  most  of  the  stations, 
it  being  impossible  to  keep  ordinary  switches  in  repair 
due  to  vandals  breaking  them.  Ten-ampere  switches 
are  used  on  account  of  their  mechanical  strength  and 
an  extension  handle  made  of  a  discarded  600-volt  3-amp. 
fuse  is  fastened  on  in  place  of  the  molded  one  originally 
on  the  switch.  In  the  two  years  that  these  switches 
have  been  used,  not  more  than  four  or  five  have  been 
broken  and  in  these  cases  boxes  and  all  were  demol- 
ished. 

No  fixed  policy  of  inspection  is  followed,  but 
repairs  are  made  as  reports  come  in  from  various 
sources,  as  from  passengers  and  trainmen.    The  trolley 


repair  crews  carry  a  stock  of  lamps  and  make  renewals 
if  this  will  not  interfere  with  their  other  work. 

Electric  heater  and  light  wiring  in  the  railway  build- 
ings is  inspected  once  a  year  and  dangerous  conditions 
remedied.  The  heaters  used  draw  a  current  of  8  amp. 
from  the  trolley  wire  and  are  made  in  the  company 
shops.  They  give  very  little  trouble  and  occasion  less 
fire  risk  than  almost  any  other  form  of  heating  for  the 
places  in  which  they  are  used. 

One  Man  Assigned  to  Maintenance  of 
Signals  and  Ltghts 

There  is  one  man  permanently  assigned  to  repair  and 
maintenance  of  signals  and  lights,  but  his  time  is  so 
occupied  with  emergency  repairs  that  any  definite  policy 
of  inspection  must  suffer  accordingly.  There  are  two 
emergency  trolley  crews  on  duty,  dividing  the  shifts 
from  8  a.m.  to  12  p.m. ;  a  night  construction  crew  from 
12  p.m.  until  8  a.m.  on  the  city  lines,  and  an  interurban 
crew  of  five  men  from  8  a.m.  to  5  p.m.  They  make 
such  repairs  on  the  signals  as  cannot  be  attended  to  by 
a  man  operating  from  passenger  cars  and  carrying  the 
necessary  material.  Thers  are  telephones  located  at 
convenient  points  on  the  system  from  which  the  dif- 
patcher  can  be  called  in  case  of  trouble.  The  blocks 
being  absolute,  under  the  operating  rules  on  the  inter- 
urban lines,  if  a  train  finds  a  block  signal  red  or  yellow 
or  fails  to  receive  a  proceed  indication,  the  conductor 
must  call  the  dispatcher  and  receive  a  verbal  order  to 
flag  the  block  or  meet  an  opposing  train  before  pro- 
ceeding. If  the  signal  fails  to  clear  when  a  car  leaves 
a  block,  the  dispatcher  must  be  notified  at  the  first 
telephone  station. 

Special  Contactor  Devised 
Of  the  ninety-one  block  signals,  forty-one  are  divided 
into  twenty  blocks,  protecting  21  miles  of  single  track 
on  the  interurban,  and  the  remainder  are  on  the  city 
lines.  Considerable  difficulty  had  been  experienced  with 
the  signals  in  operation  in  connection  with  interurban 
trains,  which  at  certain  locations  attain  a  speed  of 
around  50  m.p.h.  Parts  were  continually  being  broken 
and  movable  parts  bent.  To  obviate  this,  a  system  of 
contactors  having  no  breakable  parts  was  made,  in 
connection  with  a  directional  relay  for  operating  the 
block  signals  proper.  The  contactors  consist  of  a  tim- 
ber 2  in.  x  4  in.  x  12  ft.  in  size,  which  is  suspended  in 
the  center  to  the  span  wire  and  has  a  standard  ear 
fastened  rigidly  to  the  trolley  wire  at  each  end.  A 
third  ear  is  clamped  to  the  wire  under  the  csnter  of  the 
contactor  and  suitable  spacing  provided  by  means  of 
adjustable  bolts,  so  that  the  tension  of  the  trolley  poles 
raises  the  wire  and  makes  contact  with  a  brass  strip 
on  the  bottom  of  the  timber  above  it.  A  wire  leads 
from  this  strip  to  the  directional  relay.  Three  contacts 
were  necessary,  the  first  throwing  the  armature  of  the 


March  17,  1923 


Electric    Railway    Journal 


469 


relay  to  the  entering  position  and  the  center  one  pro- 
viding the  impulse  of  current  to  set  the  signals.  The 
third  one  sets  the  relay  for  the  release  position.  The 
contactors  are  placed  one  span  apart  and  at  observation 
distance  from  the  signal.  This  apparatus  has  decreased 
the  troubles  materially  and  permits  operation  of  the 
trains  at  any  speed  desired. 

Simple  Form  of  Signal  Repeater  Proves  Effective 

To  enable  an  approaching  train  to  ascertain  the 
aspect  of  a  signal  located  around  a  curve,  a  repeater 
signal  was  arranged,  consisting  of  a  small  box  with 
60-watt,   120-volt  Mazda  lamp  mounted  3  in.  behind  a 


switches  are  being  replaced  by  contactors  of  the  brush 
type,  similar  to  the  ones  used  on  the  terminal  signals. 

Numerous  Switch-Point  Signals  Are  Used 

The  switch-point  signals  consist  of  a  series  of  20- 
watt  carbon  lamps  located  in  a  wooden  box,  behind  a 
6i-in.  ruby  lens,  mounted  approximately  15  ft.  above' 
the  ground  line,  on  a  pole  about  600  ft.  in  advance 
of  the  switch  point  which  it  protects.  This  gives  a 
very  clear  indication  and  does  not  reflect  in  the  rays  of 
the  headlights  at  night. 

The  line  wire  is  brought  in  conduit  from  the  nearest 
pole  to  the  switch  point,  where  it  connects  with  a  spring 


At   Left,  Tjpl€al  Siifiial  with  I'ole  Painted   ISlaok  and    White  for  Kd«y   Identifl<atiiin.     At    Kiuhl.   Train  Order  Signal 


6i-in.  lens.  The  lamp  was  wired  in  multiple  with  the 
red  lamp  in  the  signal,  a  550-ohm  resistance  tube  re- 
placing the  175-ohm  one  normally  in  the  original 
terminal  resistance.  This  gives  an  indication  which  can 
be  seen  at  any  angle  of  the  sun  or  headlights  regard- 
less of  whether  the  lens  is  shaded  or  not. 

A  modification  of  this  arrangement  has  been  used  at 
various  places,  such  as  junction  points,  to  indicate  the 
approach  of  cars  and  at  certain  locations  where  it  was 
dangerous  for  the  motorman  to  look  back  to  see  if  the 
signal  cleared,  as,  for  instance,  at  road  crossings  and 
station  platforms.  In  this  case  the  repeater  was  set 
ahead  of  the  clearing  contactor  at  observation  distance, 
and  faced  toward  the  motorman.  This  latter  arrange- 
ment is  also  used  on  all  block  signals  on  city  lines  where 
one-man  cars  are  operated,  the  conductor  watching  the 
signals  clear  on  two-man  cars.  These  lamps  last  a 
long  time  usually,  several  having  been  in  service  since 
1916  and  burning  twice  an  hour  for  several  minutes. 

An  attempt  is  made  to  inspect  the  signals  and  direc- 
tional relays  once  each  month,  to  clean  and  oil  moving 
parts,  to  make  adjustments  and  to  replace  burned  con- 
tacts, bad  coils,  etc.  If  any  extended  repairs  are  found 
necessary,  a  list  is  made  up  and  the  line  crew  assists 
in  making  them.  The  contactors  are  inspected  as  time 
permits,  the  line  car  being  used  for  that  purpose.  On 
the  city  lines  the  original  switches  are  in  use  and 
receive  no  regular  inspection,  being  repaired  or  replaced 
when  emergency  repairs  are  made,  this  work  being 
done  by  the  trolley  repair  crews.    Where  possible  these 


contact  which  is  open  when  the  switch  is  lined  for  the 
main  line  but  closes  when  the  switch  is  opened  i  in. 
or  more,  thus  completing  the  circuit  to  the  rail.  The 
contact  is  of  brass,  mounted  on  a  maple  block  which  is 
impregnated  with  hot  paraffin  and  the  whole  is  sus- 
pended from  an  iron  plate  which  rests  on  the  ties  on 

REPORT  OF  BLOCK  SIGNALS.  FROM  JAN.   I.  1922,  TO  DEC.  31.  1922. 

AS  COMPARED  WITH  TEN  MONTHS  OF  1921 
Portland  Railway,  Light  &  Power  Company,  Interurban  Lines 

1921  1922 

(Ten  Months) 
A'i/ffi6cr  o/  milet  of  track  bUckett 

Oregon  City  division 9  miles  9  miles 

Springwater  division 1 2  miles  12  miles 

Total 2 1  miles         21  miles 


Oregon  City  division. 
Springwater  division . 


Total 

Total  number  of  signals. 


dumber  of  biocka 


10 
10 


20 
40 


Total  movement  of  signals 

.\verage  movement  per  bloek 

.Average  daily  movement  per  block , 
Number  of  movements  per  failure . . 


10 
10 


20 
41 


1921  1922 

843.464  99l,0f2 

42.173  49.554 

138  141 

7,148  13,393 


Line  wires 

Switch  and  pole  wiring . 

Blown  fuses 

Directional  relay 

Signal  trouble 

Contactors 

No.  5  switch    

Miscellaneous 

No  trouble  f  otmd 


AnalyitB  of  ftiilure» 

1921 
No.   Per  Cent 


4 
2 
6 

25 
5 

38 
6 
5 
9 


1922 
No.  Per  Cent 


Total 117 


5 

3 
3 

22 
I 

26 
2 
I 

II 

74 


7 
4 

4 
30 

I 
35 

3 

I 
15 

Too 


470 


Electric    Railway    Journal 


Vol.  61,  No.  H 


PORTLAND  RAILWAY.  LIGHT  AND  POWER  CO. 

Report  of  Signal  Failures 


automatic  block 
Highway  Crossino 

ELacmiC  SWITCH   POINT 


Rcpofted  to  [>iip*Ick«r  br_ 
Reported  by  DiapatcKor  to_ 


_I92_ 
_I92_ 


A.M. 
-P.M. 

A.M 
■  P  M 


Trouble  lepoited  to  Dttpeicker- — 


TfOoUe   (ound  _ 


Repeira  nude  (Includini  eny  dHeiU  ol  importence)- 


Repaiia  Completed  Date.. 
By 


A.M. 
■  P  M 


FlepintI  Tine  el  FeUure 
Hte Mil. 


Form  Used  in  li«portins;   Ssignal  Failuret* 

either  side.  This,  being  flush  with  the  top  of  the  ties, 
offers  no  obstruction  for  trainmen  to  stumble  over 
when  throwing  the  switch. 

There  have  been  regular  monthly  inspections  made 
of  these  signals.  An  extra  man  is  detailed  to  this  work 
for  the  four  or  five  days  necessary  to  complete  the 
inspection.  He  uses  a  gasoline  car  to  cover  the  terri- 
tory, the  signals  being  distributed  over  70  miles  of 
track.  For  the  maintainer's  use  a  testing  apparatus 
was  devised  consisting  of  a  bamboo  pole  10  ft.  long, 
provided  with  a  hook  on  one  end  and  having  a  porcelain 
receptable  and  20-watt  lamp  mounted  on  it.  The  re- 
ceptacle is  connected  to  the  hook  on  one  side  and  to  a 
spring  clamp  at  the  end  of  a  flexible  wire  on  the  other. 
The  switch  point  being  normally  closed,  the  tester  is 
hooked  over  a  bare  spot  left  for  the  purpose  on  the 
wire  leading  into  the  conduit  and  the  clamp  is  fastened 
to  the  conduit  or  rail.  This  connects  the  lamp  on  the 
tester  in  series  with  the  lamps  in  the  signal  box  and 
indicates  whether  or  not  the  circuit  is  in  order  to  that 
point.  The  switch  is  then  opened,  which  closes  the  con- 
tact at  the  track,  thus  shutting  out  the  lamp  on  the 
-tester.  This  proves  to  be  a  very  reliable  method  of 
■testing,  as  the  distance  necessary  for  the  switch  to 
open  before  lighting  the  signal  can  be  accurately 
observed.  The  operation  of  testing  one  signal  consumes 
about  one  minute  if  the  equipment  is  in  order.  If 
repairs  are  found  necessary  they  are  made  at  the  time. 

Considerable  criticism  has  been  directed  at  this 
signal  due  to  its  not  giving  an  indication  when  lamps 
are  burned  out  or  the  circuit  open  from  other  causes. 
Thus  there  is  a  possibility  of  a  switch  being  open  and 
no  warning  signal  being  given.  However,  it  was  felt 
that,  as  some  degree  of  protection  was  necessary  and 


as  standard  switch  circuit  controllers  were  out  of  the 
question  on  account  of  their  high  cost,  these  signals  are 
satisfactory  considering  their  cost. 

The  principal  troubles  have  been  due  to  lamps  burn- 
ing out,  wires  grounding  in  the  conduit  and  contact 
blocks  burning  due  to  slight  leakage  across  them  during 
wet  weather.  The  two  latter  troubles  have  been  reduced 
by  using  double-braided  wire  in  the  conduit  and  by 
white-leading  all  joints  in  the  conduit  carefully  and 
dipping  the  contact  blocks  in  hot  paraffin. 

The  trainmen  have  instructions  to  examine  the  switch 
point  when  they  find  a  signal  lighted  to  ascertain 
whether  it  is  safe  to  proceed,  and  to  report  to  the  dis- 
patcher at  the  first  telephone  reached.  Section  men 
make  a  visual  inspection  the  first  of  every  month,  send- 
ing in  reports  of  any  signals  found  out  of  order. 

Other  Signals 

The  terminal  signals  are  composed  of  a  wooden  box, 
containing  a  series  of  36-watt  Mazda  lamps  behind  a 
ruby  lens,  and  a  relay.  They  are  mounted  on  poles  100 
ft.  beyond  the  end  of  the  double  track  leading  to  the 
end  of  the  city  car  lines.  When  a  car  passes  under 
the  setting  contactor,  the  signal  shows  red  and  so  re- 
mains until  the  car  has  returned  from  the  end  of  the 
line  and  passes  under  the  releasing  contactor.  The 
contactors  are  of  the  brush  type  and  give  very  little 
trouble,  being  cheap  enough  to  replace  when  they  begin 
to  show  much  wear.  Signals  of  this  type  are  also  used 
at  special  locations  to  indicate  approaching  cars.  They 
are  included  in  the  regular  inspection  trips  covering 
other  signals. 

The  train-order  signals  are  located  at  interurban 
stations  where  an  operator  is  maintained.  They  are 
provided  with  a  semaphore  arm  for  notifying  trains  to 
receive  train  orders.  This  arm  actuates  a  movable 
ground  connection  on  a  series  of  lamps  which  show 
green  or  red  at  the  top  of  the  pole  and  in  the  operator's 
room  according  to  the  position  of  the  semaphore.  The 
end  of  the  semaphore  is  counter-weighted  and  takes  the 
stop  position  when  a  cable  is  released  in  the  station. 
The  cable  and  lighting  wires  are  brought  through  con- 
duit drained  to  a  gravel  sump  hole  to  prevent  accumu- 
lation of  water  and  consequent  freezing  during  cold 
weather.  No  special  inspection  is  made  of  these  signals 
except  for  overhauling  and  repainting  as  they  are  con- 
stantly under  the  attention  of  the  operator  on  duty. 
Failure  reports  are  made  by  telephone  and  relayed  to 
the  repair  crews. 

Three  of  the  crossing  bells  are  of  United  States 
manufacture  and  one  is  of  the  motor-driven  wigwag 
type.  These  are  inspected  at  the  same  time  as  the 
other  signals. 

This  company  inclines  to  the  use  of  illuminated  signs 
suspended  over  the  road  at  heavily  traveled  points.  A 
series  of  six  lamps  is  used  in  each  of  these  signs  and 
maintenance  is  reduced  to  a  minimum,  it  being  only 
necessary  to  renew  the  lamps  at  infrequent  intervals. 

New  Report  Form  Devised 

In  1921  the  state  public  service  commission  required 
all  railroads  to  furnish  monthly  reports  covering  all 
failures  of  automatic  warning  devices  at  highway  cross- 
ings, the  reports  to  show  in  each  case  the  location,  time 
and  duration  of  each  failure  and  also  any  pertinent 
details  concerning  it.  In  order  to  collect  such  informa- 
tion and  also  have  a  record  of  block  and  switch  signal 
performance,  which  had  been  discontinued  during  the 


March  17,  1923 


Electric    Railway    Journal 


471 


war,  a  report  sheet  was  prepared  having  suitable  spaces 
for  the  date,  location,  by  whom  reported,  to  whom 
referred,  trouble  reported,  trouble  found,  repairs  made, 
time  "O.K."  and  elapsed  time  of  the  failure.  Upon 
the  dispatcher  receiving  a  report  of  failure,  he  makes 
out  one  of  these  sheets,  numbered  serially  for  easy  check- 
ing, and  forwards  one  copy  to  the  signal  department 
for  entry  of  repairs,  time,  etc.,  and  the  duplicate  to 
the  office  for  checking  reports.  Maintenance  men  are 
also  instructed  to  fill  out  a  report  sheet  for  any  fail- 
ures they  discover  and  repair  without  a  report  from 
the  dispatcher.  These  reports  are  consolidated  monthly 
and  yearly,  giving  a  good  record  of  signal  performance 
during  the  period.  No  reports  are  made  out  for  the 
city  lines,  excepting  those  on  crossing  bells,  with  the 
exception  of  such  reports  as  can  be  made  up  from  the 
dispatchers'  daily  record  of  railway  line  trouble.  This 
report  merely  shows  the  percentage  of  total  trouble 
chargeable  to  the  signals. 

In  the  reports  of  signal  operation  for  1921  and  1922, 
a  movement  was  counted  every  time  a  car  passed  under 
a  contactor  and,  in  computing  the  total  movements, 
only  the  minimum  number  of  trains  was  taken   into 


consideration,  there  being  several  extra  trains  each  day 
which  were  not  included.  It  should  be  noted  that  the 
number  of  movements  per  failure  during  the  ten 
months  of  1921,  for  which  the  report  was  made,  were 
only  about  50  per  cent  of  the  movements  during  1922. 
This  would  indicate  direct  results  from  resuming  special 
repair  and  maintenance  work  which  had  been  almost 
altogether  dispensed  with  for  several  years.  Under 
the  head  of  line  wires  were  included  all  the  troubles 
emanating  from  that  source,  whether  the  circuits  were 
open,  crossed  with  themselves  or  crossed  with  other 
wires.  Blown  fuses  resulted  mostly  from  lightning 
storms  and  were  not  counted  if  they  resulted  from 
crossed  or  grounded  wires  or  similar  causes.  Direc- 
tional relay  and  contactor  trouble  caused  a  large  part 
of  the  failures  but  were  much  less  numerous  than  a 
number  of  years  ago  when  the  old  style  trolley  switch 
was  used.  To  signal  trouble  were  charged  all  failures 
resulting  from  the  signal  mechanism;  while  never  at 
any  time  very  great,  this  trouble  has  decreased  20  per 
cent,  there  having  been  only  one  case  during  1922. 
This  speaks  very  well  for  the  signals  in  view  of  the 
fact  that  they  have  been  installed  for  over  ten  years. 


Maintaining  Dielectric  Strength^'bf 

Transformer  Oil 


Dehydration  by  Centrifugal  Separator  Is  Proving  Successful — 
The  Advantages  of  This  Practice  Are  Speed  and  Economy — 
Apparatus  May  Be  Used  for  Purification  of  Lubricating  Oil  Also 


THE  danger  resulting  from  even  a  very  small  pro- 
portion of  water  in  transformer  oil  is  well  known 
to  every  electric  railway  power  man.  It  is  neces- 
sary constantly  to  be  on  the  job,  not  only  to  prevent,  if 
possible,  the  entrance  of  moisture,  but  also  to  effect  its 
removal  before  a  quantity  sufficient  to  endanger  the 
insulation  has  accumulated.  Experiments  conducted 
during  the  past  three  years  by  a  large  Eastern  electric 
railway  have  demonstrated  that  the  method  of  separation 
by  centrifugal  force  can  be  successfully  applied  to  the 
problem  of  removing  water  from  transformer  oil,  as  well 
as  to  the  work  of  reclaiming  oil  used  for  lubrication  pur- 
poses in  the  power  house. 

In  railway  service  the  load  on  a  transformer  varies 
widely  and  rapidly,  with  a  consequent  change  of  tem- 
perature of  the  apparatus  and  an  accentuation  of  the 
"breathing"  phenomenon.  If  the  atmosphere  is  laden 
with  moisture  it  is  difficult  to  prevent  the  entrance  of 
water  when  the  machine  cools  and  outside  air  is  drawn 
in.  Recent  improvements  have  been  helpful  in  reducing 
the  amount  of  water  in  transformer  oil.  The  chloride 
of  lime  breather,  if  carefully  watched,  operates  satis- 
factorily to  dry  the  air  that  is  drawn  into  the  case. 
Some  new  transformers  of  large  size  have  a  nitrogen 
breathing  apparatus,  which  removes  the  oxygen  of  the 
entering  air  and  leaves  only  the  nitrogen  within  the 
transformer.  Still  other  schemes  have  been  tried  with 
varying  success.  However,  there  are  a  very  great 
number  of  transformers  built  before  the  development 
of  these  devices,  but  still  perfectly  capable  of  giving 
good  service.  The  question  of  removing  water  from 
the  oil  therefore  remains  today,  and  will  remain  for  a 


long  time  to  come,  an  important  problem  for  the  electric 
railway  industry. 

A  filter  press  is  the  method  most  widely  used  at  the 
present  time  for  removing  water  from  transformer  oil, 
but  centrifugal  dehydration  has  proved  very  successful 
where  it  has  been  tried.  The  earliest  known  application 
of  this  principle  to  such  work  is  found  in  the  ancient 
Chinese  practice  of  separating  fruit  juices  from  a  mix- 
ture by  placing  them  in  a  gourd  and  whirling  it  rapidly 
around  in  a  circle  at  the  end  of  a  rope.  Our  modern 
cream  separator  works  on  a  similar  theory,  and  some 
years  ago  the  same  method  was  first  tried  for  the  pur- 
pose of  reclaiming  used  lubricating  oil.  The  extensive 
use  of  centrifugal  oil  purifiers  by  the  Navy  during  the 
war  brought  them  widely  into  favor. 

Soon  after  the  successful  adaptation  of  this  principle 
to  the  problem  of  purification  of  lubricating  oil,  experi- 
ments were  begun  at  the  laboratory  of  this  same  Eastern 
electric  railway  company  to  determine  whether  or  not  the 
same  method  could  be  successfully  followed  for  the  rec- 
lamation of  transformer  and  switch  oils.  It  had  already 
been  established  that  the  centrifugal  purifier  was  highly 
eflSteient  in  the  removal  of  the  small  particles  of  solid 
matter  found  in  used  lubricating  oil,  and  that  it  removed 
also  a  large  part  of  the  water  from  the  oil  in  the  process. 
The  problem  of  purification  of  transformer  oil,  how- 
ever, is  somewhat  different.  There  is  likely  to  be  very 
little  solid  matter  to  be  removed,  but  the  elimination  of 
moisture  is  of  vastly  greater  importance.  The  reclama- 
tion of  switch  oil  is  largely  a  question  of  the  removal 
of  carbon. 

It  was  found  that  the  centrifugal  separator  then  in 


■472 


Electric    Railway    Journal 


Vol  61,  No.  11 


use  for  purifying  turbine  oil  was  not  altogether  satis- 
factory when  used  for  dehydrating  transformer  oil.  Too 
much  water  remained  in  the  oil  even  after  repeated 
treatments,  and  the  dielectric  strength  was  therefore 
not  up  to  standard.  A  slight  modification  of  the  de- 
sign of  the  bowl  was  accordingly  made  by  the  manu- 
facturers,  the  De 
Laval  Separator  Com- 
pany. After  repeated 
trials  and  changes  in 
the  design,  a  model 
was  developed  which 
gave  satisfactory  re- 
sults when  used  on 
even  the  worst  trans- 
former  oils.  With 
this  machine  it  has 
been  found  possible  to 
restore  the  original 
dielectric  strength  of 
the  oil  by  putting  it 
through  the  separator 
only  once. 

As  an  illustration 
of  a  typical  experi- 
ment in  dehydration 
of  transformer  oil,  a 
test  made  by  the  else- 
trie  railway  company 
Oct.  17,  1922,  may 
be  cited.  The  trans- 
former  used  was 
a  625-kva.  unit,  2,300- 
4,400  volts,  contain- 
ing No.  12  transil  oil. 
The  temperature 
varied  between  42  and 
48  deg.,  Centigi-ade, 
during  the  test.  Ap- 
proximately 530  gal. 
of  oil  were  run 
through  the  separa- 
tor, at  a  rate  of  50  to  150  gal.  per  hour.  This  speed 
could  have  been  exceeded  except  for  local  conditions,  a 
rate  as  high  as  350  gal.  an  hour  having  been  obtained  in 
other  of  these  tests.  The  dielectric  strength  of  the  oil 
was  determined  in  each  case  by  averaging  the  breakdown 
value  obtained  by  testing  five  samples  of  oil  in  an  oil  test 
cup  with  i-in.  electrodes,  0.2  in.  apart.  The  transformer 
was  not  in  service  at  the  time. 


Time 
8   15  an 
8  30  an 

8  45  an 

9  30a.r 
9  45a.n 

10.  I5a.n 
10.45  an 

1 1.  30  an 
12  30a.n 


TRANSFORMER   OIL   TEST 
Dielectric  Value  of  Oil  at  Intake      Dielectric  Value  of  Oil  at  Outlet 
14,000  volts  21,000volt«» 


First  oil  repeated 
29.000  volts 
45.000  volts 
46.000  volLs 
49,000  volts 
50,000  volts 
49,000  volts 
5 1.000  volte 


40, 000  volts 
42, 000  volts 
48, 000  volts 


•  This  oil  was  not  considered  fit  to  be  returned  to  transformer  and  was  put 
throuRh  separator  again. 

*•  Xo  breakdown  values  obtained — dielectric  above  52,000  volts  capacitv  of 
testing  machine. 

In  similar  tests  using  the  "new"  gap  with  1-in.  elec- 
trodes 0.1  in.  apart,  dielectric  values  as  high  as  32,000 
volts  have  been  obtained. 

The  apparatus  now  used  for  the  dehydration  of  trans- 
former oil  is  largely  the  outgrowth  of  experiments  dur- 
ing the  last  three  years.     It  consists  of  a  motor-driven 


centrifugal  separator,  together  with  an  electric  driving 
motor,  pumps,  heater  and  oil  tank,  all  mounted  upon  a 
movable  platform.  The  separator  itself  differs  only  in 
the  design  of  the  bowl  from  the  machine  which  was 
described  in  the  Electric  Railway  Journal,  issue  of 
Nov.  18,   1922,  and  which  is  now  quite  widely  known. 

The  action  which 
takes  place  in  the 
separator  bowl  is  the 
same  as  that  which 
occurs  in  the  purifier 
bowl  except  that  in 
the  latter  the  water  is 
forced  upward  along 
the  outer  edges  of  the 
disks  and  is  dis- 
charged through  an 
outlet  at  the  top, 
while  in  the  former, 
the  comparatively 
small  quantity  of 
water  is  allowed  to 
remain  in  the  dirt 
pockets.  The  fact 
that  the  apparatus  is 
portable  makes  it 
possible  to  move  it 
easily  from  one  loca- 
tion in  the  power 
house  to  another,  or 
to  roll  it  up  a  gang- 
way onto  a  motor 
truck  and  carry  it  to 
various  substations. 
At  a  large  generating 
station  it  can  remain 
permanently  piped  to 
all  of  the  trans- 
f ormers  ■  and  be  used 
solely  for  their  de- 
hydration, but  where 
there  are  not  a  suffi- 
cient number  of  units  to  keep  one  separator  busy  all 
the  time,  the  portability  feature  is  a  great  asset. 

The  frequency  with  which  it  may  be  necessary  to 
dehydrate  tiansformer  oil  of  course  depends  upon  many 
factors.  An  outdoor  transformer  in  a  damp  climate 
may  acquire  a  dangerous  amount  of  moisture  in  the  oil 
in  four  or  five  months,  while  another  located  indoors 
may  safely  go  for  years  without  being  touched.  The 
practice  of  the  electric  railway  in  question  is  to  draw 
off  a  sample  of  oil  from  the  bottom  of  each  trans- 
former once  a  month  and  send  it  to  their  laboratory  for 
testing.  In  this  testing  the  old  gap  is  habitually  used 
because  it  is  thought  to  give  more  reliable  results. 
When  the  dielectric  value  of  the  sample  of  oil  falls  below 
26,000  volts,  the  transformer  is  dehydrated  by  the 
centrifugal  separator. 

The  advantages  which  have  been  found  to  result  from 
the  use  of  the  centrifugal  separator  for  dehydrating 
transformer  oil  have  been,  primarily,  increased  speed 
and  decreased  cost.  It  was  usually  necessary  with  the 
blotter  press  to  run  the  oil  through  the  filter  at  least 
three  times  in  order  thoroughly  to  purify  it.  A  big 
transformer  may  contain  as  much  as  2,400  gal.  of  oil, 
which  would  mean  a  matter  of  forty-eight  hours  for 
dehydration  by  a  medium-sized  filter.  Additional  time 
would  be  required  for  changing  blotters,  taking  apart 


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Transformer  with   Portable   Oil  Separator  Connected 


March  17,  1923 


and  putting  together  the  apparatus.  On  the  other  hand, 
a  centrifugal  separator  could  probably  purify  that  quan- 
tity of  oil  in  about  twelve  hours. 

Not  only  is  it  possible  for  fewer  men  and  fewer  ma- 
chines to  do  the  work  by  the  new  method,  but  there  is 
•also  the  additional  advantage  that  it  is  frequently  pos- 
sible to  take  a  transformer  out  of  service  for  a  short 
period  for  dehydration,  when  it  might  be  quite  impos- 
sible to  keep  it  out  for  many  hours.     The  centrifugal 


Electric    Railway    Journal 


478 


Portable    Separator    for    Reclaiming    TraiiHforiner    Oil 

separator,  therefore,  ma'ies  it  feasible  at  times  com- 
pletely to  dehydrate  the  oil  under  circumstances  such 
that  it  could  not  be  done  by  the  slower  filter  press.  With 
the  latter  it  would  be  necessary  to  do  the  job  a  little 
at  a  time  whenever  it  was  possible  to  take  the  unit  out 
of  service.  Other  advantages  are  that  the  separator  is 
less  influenced  by  atmospheric  conditions,  and  that  the 
messy  process  of  changing  blotters  is  eliminated. 

An  illustration  of  the  usefulness  of  speedy  dehydra- 
tion is  furnished  by  an  experience  which  the  electric 
railway  had  with  a  transformer  at  one  of  its  substa- 
tions. It  was  discovered  that  a  small  pinhole  leak  in 
the  copper  tubing  was  allowing  a  minute  quantity  of 
water  to  mingle  with  the  oil.  Although  the  rate  of 
leakage  was  low,  nevertheless  the  dielectric  value  of  the 
oil  was  rapidly  reduced.  It  was  most  important  that 
the  transformer  remain  in  service,  so  a  portable  centrif- 
ugal separator  was  brought  over  and  set  to  work  while 
the  transformer  remained  alive.  After  the  oil  had  been 
dehydrated  once  the  separator  was  left  in  place,  and 
tests  were  taken  of  the  oil  every  hour.  Whenever  the 
dielectric  value  fell  below  30,000  volts,  the  purifier  was 
set  to  work  to  restore  it  to  the  vicinity  of  50,000  volts. 
In  this  way  it  was  possible  to  keep  the  transformer 
in  service  for  several  days  in  spite  of  the  leak,  at  a  time 
of  peak  demand  when  the  loss  of  any  apparatus  would 
have  been  a  serious  inconvenience. 


It  may  be  doubted,  however,  whether  under  ordinary 
circumstances  it  is  desirable  to  treat  transformer  oil 
while  the  unit  is  in  service.  Sometimes  when  there  is 
much  moisture  in  the  oil,  it  is  not  fit  to  be  returned 
after  one  passage  through  the  separator.  The  flow  of 
oil  in  and  out,  and  the  disturbance  of  small  particles  of 
solid  matter,  to  some  extent  increases  the  risk  of  a 
breakdown.  Manufacturers  of  transformers  disapprove 
the  practice,  and  operating  men  are  inclined  to  agree 
with  them.  In  railway  service  it  should  be  possible  to 
take  the  unit  off  the  line  long  enough  to  dehydrate 
the  oil. 

The  existence  of  some  solid  matter  in  the  transformer 
oil  is  clearly  shown  whenever  the  centrifugal  separator 
is  cleaned.  A  kind  of  sludge  somewhat  resembling  vase- 
line is  found  to  have  gathered  in  the  dirt  pockets.  This 
is  probably  composed  of  metallic  particles  from  the 
terminals,  ingredients  of  the  insulating  varnish  and  so 
forth.  The  sludge  accumulates  so  slowly,  however,  that 
it  is  possible  completely  to  treat  a  transformer  without 
it  being  necessary  to  stop  the  separator  for  cleaning. 
In  this  respect  the  centrifugal  separator  possesses  a 
distinct  advantage  over  the  press  filter,  whose  blotters 
have  to  be  frequently  renewed.  The  time  required  for 
taking  apart  the  machine,  cleaning  out  the  dirt  pockets, 
and  putting  it  together  again  is  about  forty-five  min- 
utes. 

There  are  now  several  installations  of  this  type  of 
apparatus  in  use  for  dehydration  of  transformer 
oil.  The  blotter  press  method  has  not  been  en- 
tirely abandoned,  because  it  is  thought  to  be  superior 
for  removal  of  some  foreign  substances,  such  as  the 
carbon  in  switch  oils.  Therefore  apparatus  for  both 
methods  is  kept  available,  and  its  use  is  governed  by 
the  circumstances  of  a  particular  case.  The  same  equip- 
ment has  at  times  been  used  for  purification  of  lubricat- 
ing oil  and  dehydration  of  transformer  oil,  although 
this  is  not  ordinarily  done  because  the  size  of  the  plants 
justifies  separate  installations.  On  a  smaller  property, 
however,  it  would  be  possible  to  use  one  separator  for 
both  purposes  by  simply  changing  from  a  separator 
bowl  to  a  purifier  bowl,  or  vice  versa.  Carbon  has  been 
successfully  removed  from  switch  oil  by  washing  with 
soap,  allowing  the  mixture  to  settle,  and  then  dehydrat- 
ing the  oil.  By  this  process  the  dielectric  value  of  the 
oil  was  brought  back  to  standard  and  its  clearness  re- 
stored. 

The  utility  of  the  centrifugal  separator  in  electric 
railway  work  is  perhaps  greater  than  in  most  other 
work  involving  large  transformers,  because  it  is  nearly 
always  possible  for  a  railway  to  take  a  transformer  out 
of  service  for  a  few  hours  any  day.  Where  the  unit 
must  remain  alive  during  dehydration,  there  is  a  pos- 
sibility that  the  first  oil  coming  through  the  separator 
will  not  be  fit  to  be  returned,  and  if  it  should  be  poured 
back  into  the  case,  a  breakdown  might  result.  If,  how- 
ever, the  oil  in  the  transformer  be  of  fairly  high  dielec- 
tric strength  to  begin  with,  or  if  the  unit  be  dead  dur- 
ing the  dehydration,  this  danger  will  be  avoided.  It 
should  then  be  possible  to  utilize  the  centrifugal  sepa- 
rator readily,  and  to  accomplish  improved  speed  and  re- 
duced costs  in  the  removal  of  moisture  from  trans- 
former oils.  The  fact  that  the  same  machine  can  be 
used  after  a  slight  change,  for  the  purpose  of  purifying 
lubricating  oil,  brings  it  within  the  reach  of  smaller 
companies  as  well  as  those  which  use  power  on  a  large 
scale. 


474 


Electric    Railway    Journal 


Vol.  61,  No.  11 


Two  Comparatively  New  Electric  Railway  Machine  Shops 


A  contrast  in  what  individual  motor  drive  or  the 
lack  of  it  (above)  means  in  securing  a  clear  over- 
head sweep  for  cranes,  hoists  and  derricks,  good 
appearance  and  better  working  conditions  for  the 


men.  Belting  not  only  clutters  up  the  headroom,  but 
incurs  considerable  expense  in  maintaining  belts 
and  shafting,  and  the  machine  work  is  not  done  as 
positively  and  economically. 


March  17,  1923 


Electric    Railway    Journal 


475 


Individual  Motor  Drive  Improves 

Shop  Efficiency 

The  Intelligent  Application  of  Electric  Motors  to  Machine  Tools  May  Be 
Used  to  Increase  Shop  Output,  Save  Power  and  Improve  the  Quality  of] 
the  Work — Some  Examples  of  Specific  Application  to  Machines  Are  Given 

By  H.  J.  Rice 

Machine  Tool  Specialist,  New  York,  N.  Y. 


Two   Borins  Mills,  One  Equipped  for   Indivldnal  Drive   and   tlie   Other   for   Oroop   DriTe 


WHERE  precision,  efficiency  and  rapidity  of  pro- 
duction are  of  first  importance  small  wonder 
that  individual  motor  drive  for  machine  tools 
is  fast  replacing  the  old  system  of  transmitting  power 
by  line  shafting.  This  is  as  true  of  the  modern  electric 
railway  shop  as  in  other  lines  of  industry. 

Briefly,  individual  motor  drive  involves  the  use  of  a 
motor  with  independent  control  equipment  for  each 
separate  machine  tool,  as  compared  with  the  operation 
of  several  tools  by  the  same  motor.  It  is  difficult  to 
outline  all  the  advantages  of  individual  motor  drive, 
but  a  few  of  the  principal  ones  follow: 

1.  Increased  Production. — This  may  come  from  vari- 
ous causes.  Due  to  the  variety  of  machine  tools  on  the 
market  today  and  the  adaptability  of  some  of  them  to 
certain  types  of  motors  and  control  equipments,  an 
appreciable  increase  in  capacity  may  be  obtained.  The 
use  of  adjustable  or  multi-speed  motors  may  result  in 
considerable  saving  of  time  in  effecting  speed  changes, 
as  compared  with  mechanical  means,  such  as  cone  pul- 
leys or  gears.  Simple  controllers  or  push  buttons  can 
be  placed  convenient  to  the  hand  of  the  operator,  who 
then  can  observe  his  work  more  closely. 

2.  Power  Saving. — With  line-shaft  drive  a  consider- 
able amount  of  shafting  and  belting  must  be  turned 
over,  and  seldom  indeed  is  it  possible  to  avoid  "idling" 


a  large  proportion  of  the  driven  machines.  The  friction 
loss  in  line  shafting  and  counter  shafting  frequently 
takes  a  considerable  share  of  the  total  power.  In  laying 
out  such  drives  it  is  necessary  to  install  a  motor  of 
ample  capacity  to  take  care  of  all  the  machines  that 
may  be  run  at  once.  The  motor  must  operate  much  of 
the  time  at  greatly  reduced  loads,  with  decreased  effi- 
ciency. As  an  illustration  a  standard  75-hp.  d.c.  motor 
has  a  full-load  efficiency  of  approximately  91  per  cent; 
at  half  load  the  same  motor  has  an  efficiency  of  87 
per  cent;  and  at  one-quarter  load  it  becomes  about  79 
per  cent.  With  a.c.  motors  the  drop  in  efficiency  from 
full  load  to  one-half  or  one-quarter  load  would  be  even 
greater,  for  we  have  then  to  consider  the  poorer  power 
factor.  Wherever  such  operating  conditions  obtain — 
and  in  the  average  electric  railway  shop  half  the  ma- 
chines may  be  idle  momentarily — the  installation  of 
individual  motors  so  that  the  power  may  be  cut  off  the 
instant  the  machine  becomes  inoperative  should  result 
in  a  power  saving  of  10  to  50  per  cent  or  more. 

3.  Elimination  of  Belt  Slippage. — Often  considerable 
trouble  is  experienced  with  slipping  belts,  and  with 
deep  cuts  the  allowable  size  of  belt  and  pulley  may  not 
transmit  the  required  power  satisfactorily.  Mounting 
the  motor  on  or  near  the  machine  frame  with  positive 
gear  drive  will  remove  this  trouble. 


476 


Electric    Railway    Journal 


Vol.  61,  No.  11 


4.  Shop  Improvements.  —  Elimination  of  shafting, 
belting  and  fixtures  improves  light  and  ventilation  and 
reduces  the  amount  of  dirt,  grease,  noise,  fire  and 
accident  risk.  Clear  overhead  space  often  is  a  requisite 
for  traveling  cranes. 

5.  Extensions  and  Alterations. — These  may  be  made 
at  the  least  expense,  each  machine  with  its  own  motor 
being  independent.  Trouble  at  one  machine  does  not 
necessitate  shutting  down  others. 

6.  Power  Tests. — Individual  drive  lends  itself  to  accu- 
rate tests  of  power  consumption.  From  a  few  readings 
faults  in  the  machine  tool  itself  easily  may  be  detected 
and  corrected.  More  accurate  data  may  be  furnished 
the  accountant  for  fixing  factory  costs. 

References  have  been  made  to  the  increased  produc- 
tion capacity  of  labor,  plant  or  machinery  by  individual 
drive.  Output  may  be  increased  from  5  to  10  per  cent 
ty  the  introduction  of  electric  drive  in  its  simpler  form, 
while  with  machine  tools  highly  responsive  to  automatic 
control  production  may  be  increased  50  per  cent  or 
more. 

;  The  value  of  adjustable-speed  motors  in  improving 
dtitput  is  well  illustrated  by  actual  tests  taken  on  a 
72-in.  lathe.  The  first  test  was  made  on  a  lathe  having 
standard  cone  pulleys.  Beginning  on  the  first  cone  at  a 
cutting  speed  of  66  ft.  per  minute  the  speed  fell  gradu- 
ally for  forty-one  minutes,  at  the  end  of  which  time  a 
speed  of  33  ft.  per  minute  was  reached.  The  belt  was 
then  shifted  to  the  second  cone,  giving  an  initial  speed 
Of  55  ft.  per  minute,  which  decreased  in  the  next  eleven 
minutes  to  31  ft.  per  minute.  The  belt  was  again 
shifted  to  the  third  cone  and  the  cut  completed  in  seven 
minutes,  the  speed  falling  from  an  initial  value  of  48 
ft.  per  minute  to  a  final  value  of  15  ft.  per  minute. 

The  test  on  a  similar  lathe  driven  by  an  adjustable- 
speed  d.c.  motor  with  field  control  was  carried  out  at  a 
practically  constant  speed  of  85  ft.  par  minute,  the 
range  being  between  84  and  87  ft.  per  minute.  The 
belt-driven  lathe  required  fifty-nine  minutes  to  com- 
plete the  work,  while  the  motor-driven  one  performed 
the  same  work  in  thirty-one  minutes.  With  the  elec- 
trically driven  tool  the  cut  began  and  ended  at  the 
maximum  cutting  speed  that  the  work  permits,  a  con- 
dition indispensable,  as  a  rule,  to  rapid  production.  It 
should  also  be  pointed  out  that  with  electric  control  the 
operator  has  only  to  watch  the  tool  and  increase  the 
speed  from  time  to  time  up  to  the  permissible  tempera- 
ture of  the  tool  and  the  safe  working  strength  of  tool 
carriage  and  lathe  headstock. 

Possibly  one  of  the  most  interesting  of  all  individual 
drives  is  that  applied  to  the  reversing  planer.  In  the 
ordinary  planer  the  work  is  clamped  to  the  platen  and 
moves  back  and  forth  under  the  cutting  tool,  the  cut 
being  taken  in  one  direction  of  travel  only.  The  speed 
maintained  during  the  cutting  stroke  is  comparatively 
slow,  but  is  automatically  increased  on  ths  return. 
Different  materials,  rough  or  finishing  cuts,  etc.,  im- 
pose various  conditions.  With  motor  drive,  adjustments 
may  be  made  within  any  desired  limits  of  both  cutting 
and  return  speeds.  The  motor  speed  while  cutting  may 
be  set  between,  say,  250  and  500  r.p.m.,  and  while 
returning  a  speed  of  500  to  1,000  r.p.m.  may  be  used. 
The  motor  is  geared  direct  to  the  bull  gear  in  the 
planer  and  its  armature  is  reversed  with  each  reversal 
of  the  planer  platen.  Dynamic  braking  is  employed 
in  effecting  reversals  tending  to  form  a  cushion  effect 
in  .''topping  the  platen,  thus  reducing  damage  to  the 
machine  parts  by  these  sudden  impacts. 


Similar  reversing-duty  equipments  are  now  manufac- 
tured in  standard  sizes,  and  designed  especially  for 
boring  mills,  plate  planers,  slotters  and  wheel  lathes. 
In  the  latter  equipment  frequent  use  is  made  of  a 
"slow"  push  button  which  cuts  in  armature  resistance 
to  give  approximately  50  per  cent  speed  reduction,  thus 
providing  for  cutting  through  hard  spots  on  the  tires 
of  driving  or  car  wheels. 

Obviously  these  results  could  not  be  accomplished 
with  the  induction  motor,  for  it  is  not  satisfactory  as 
a  variable-speed  machine.  In  many  shops  where  a.c. 
power  only  is  available,  and  where  the  automatic  fea- 
tures of  d.c.  motors  are  desirable,  necessary  current  is 
obtained  from  motor-generator  sets.  Induction  motors 
will  give  fair  satisfaction,  however,  and  may  be  used 
where  there  is  not  enough  use  to  justify  tha  motor- 
generator  installation. 

The  question  may  be  asked  whether  individual  drive 
has  any  place  in  the  more  or  less  isolated  interurban 
shop  where  only  600-volt  d.c.  is  available.  Why  not? 
Motors  for  550  volts  are  now  built  in  standard  sizes 
from  i  hp.  to  200  hp.  and  in  the  larger  capacities  are 
less  expensive  than  the  230-volt  machines.  As  previ- 
ously pointed  out,  the  d.c.  machine  possesses  the 
inherent  characteristics  desirable  for  flexibility.  The 
Harvard  Shops  of  the  Cleveland  Railway,  considered  by 
many  an  ideal  example  of  modern  practice,  employ  550 
volts  for  power.  Individual  motor  drive  is  used  almost 
exclusively  throughout  the  plant,  whose  average 
monthly  consumption  is  21,000  kw.-hr.  Many  other 
large  shops  also  have  abandoned  line-shaft  drive. 

Great  care  should  be  used  in  selecting  the  proper  type 
and  size  motor  for  each  kind  of  machine  tool.  To  give 
the  characteristics  of  each  machine  here  would  be  im- 
practicable, but  a  summary  of  the  different  classes  of 
work  with  the  corresponding  type  motor  follows : 

D.c.  shunt-wound  or  a.c.  squirrel-cage  motors  are 
suitable  where  constant  speed  is  desired  and  starting 
duty  is  not  excessive,  also  when  considerable  speed 
range  is  desired.  For  the  latter  purpose  the  shunt- 
wound  d.c.  motor  only  is  suitable.  Machine  tools  in 
this  classification  include  bolt  cutters,  boring  machines, 
chucking  machines,  drilling  machines  and  radial  drills, 
grinders,  gear  cutters,  lathes,  pipe  cutters,  rotary 
planers,  reversing  Inotor  planers,  circular  saws,  shap- 
ers,  slotters,  and  tappers. 

D.c.  compound-wound  or  a.c.  squirrel-cage  motors 
with  high-resistance  rotors  are  used  for  constant  speed 
work  but  with  heavy  starting  duty,  or  where  there  are 
sudden  heavy  loads  of  short  duration.  Machines  in 
this  class  are  bolt  and  rivet  headers,  bending  machines, 
drop  hammers,  shears,  and  swagers.  For  these  ma- 
chines compounding  of  20  to  40  per  cent  is  used. 
Bending  rolls  and  lathe  carriages  require  50  per  cent 
compounding.  Belt-reversing  planers  and  friction  saws 
use  20  per  cent  compounding. 

D.c.  ssries  motors  are  useful  to  give  excessive  start- 
ing torque  when  speed  regulation  is  unimportant,  and 
then  only  if  light-load  speeds  do  not  exceed  the  safe 
limit.     This  type  is  sometimes  used  for  lathe  carriages. 

A.c.  slip-ring  motors  are  needed  for  heavy  duty 
where  some  speed  adjustment  is  called  for.  These 
motors  do  not  have  the  characteristics  of  d.c.  adjustable- 
speed  motors,  but  are  comparable  with  d.c.  motors  with 
armature  control.    Bending  rolls  use  motors  of  this  type. 

A.c.  multi-speed  motors  are  used  where  d.c.  is  not 
available  and  when  two  or  more  definite  speeds  are 
desired. 


March  17,  1923 


Electric    Railway    Journal 


ATI 


Automatic  Substation  Experience 
in  Cleveland — IIF 

Remote  Supervisory  Control  Gives  Advantages  of  Manual  Plus  Automatic 
Operation  —  Experience  with  Existing  Substations  Has  Made  Possible  Designs 
for  Future  Ones  in  Which  Floor  Space  Will  Be  30  per  Cent,  Cubic  Contents 
60    per    Cent    and    Cost    40    per    Cent    Less    than    in    Present    Structure 

By  L.  D.  Bale 

Superintendent  of  Substations  tlie  Cleveland  Railway 


IN  PRECEDING  articles  the  present  three  automatic 
substations  operating  in  Cleveland  were  described 
and  details  of  the  sequence  of  operations  in  the 
automatic  control  were  given.  Mention  was  made  of 
the  remote  control  and  load  indication  which  are  now 
being  installed.  The  principles  of  this  are  given  in  the 
following  article: 

Remote  Supervisory  Control  and  Load  Indication 

Aside  from  the  necessity  of  perfecting  a  system 
wherein  absolute  control  of  the  individual  faulty  feeder 
section  was   obtained,   it  was  realized  that,  with  the 


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at  all  times,  but  also  a  much  higher  over-all  plant  effi- 
ciency may  be  obtained  through  the  ability  to  start  and 
stop  equipment  at  will.  This  will  simulate  manually 
operated  conditions,  with  the  added  advantage  of  much 
greater  system  flexibility. 

The  system  of  remote  supervisory  control  and  power 
indication,  as  being  installed,  will  be  centered  in  a  dis- 
patcher's office  located  approximately  at  the  geographi- 
cal center  of  the  system.  From  this  office  will  be  ex- 
tended two  pairs  of  telephone  conductors  to  each 
automatic  substation.  Each  substation  will  be  repre- 
sented on  the  dispatcher's  desk  by  a  small  panel,  upon 


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adoption  of  comparatively  small  substation  units,  ability 
to  shift  or  transfer  load  in  the  event  of  station  or  sys- 
tem zone  trouble  was  imperative,  especially  where  the 
demand  for  continuity  of  power  supply  was  insistent. 
If  means  were  not  available  for  the  control  of  transfer 
of  load  where  the  plants  are  in  relatively  close  proximity 
and  are  connected  through  d.c.  feeder  network  of  low 
ohmic  resistance,  trouble  occurring  in  one  station  or 
zone  might  readily  be  reflected  to  an  adjacent  plant, 
possibly  producing  sufficient  overload  in  that  plant  to 
involve  it  in  the  trouble,  and  in  this  manner  actually 
spreading  the  disruption  to  service  over  the  system. 

Taking  advantage  of  the  presence  of  the  remote 
supervisory  control  system  proposed  for  d.c.  feeders, 
minor  additions  were  made,  making  the  control  appli- 
cable to  the  converter.  By  utilizing  this  method,  not 
only  is  indication  had  of  the  condition  of  the  converter 


•See  i.ssues  ot  this  paper  for  March  3,  page  359.  and  March  10, 
page  405. 


which  will  be  located  signal  lamps  for  indicating  the 
position  of  the  various  d.c.  feeder  contactors  and  certain 
master  relays,  or  controlling  devices,  at  the  substation 
end.  The  remote  control  of  equipment  in  the  substa- 
tion is  accomplished  by  the  manipulation  of  a  keyset 
located  on  the  dispatcher's  table,  consisting  of  about 
thirty-three  keys  or  buttons  similar  in  appearance  to 
those  used  on  adding  machines.  Through  codes  set  up 
by  the  keyset,  certain  combinations  are  transmitted  that 
cause  control  devices  at  the  substation  end  to  be  oper- 
ated. As  these  devices  are  operated,  indication  is  had 
by  the  change  of  signals  in  the  lamp  monitor  at  the 
dispatcher's  office.  Further,  the  automatic  functioning 
of  any  device  at  the  substation  end,  that  is,  any  opera- 
tion independent  of  the  action  of  the  dispatcher,  will 
also  set  up  corresponding  signals  at  the  dispatcher's 
board.  To  aid  in  comprehensive  load  dispatching,  pro- 
visions are  made  for  duplicating,  in  the  dispatching 
center,  the  loading  of  each  station  upon  a  graphic  chart. 


478 


Electric    Railway    Journal 


Vol.  61,  No.  IL 


The  pairs  of  telephone  conductors  are  also  used  for 
telephone  communication  between  the  dispatcher  and 
the  substation  inspector.  It  must  be  understood  that 
the  remote  control  system  does  not  supersede  the  auto- 
matic substation  control  in  any  sense,  all  the  various 
benefits  derived  from  full  automatic  control  still  re- 
maining. In  the  event  of  the  remote  control  system 
becoming  inoperative  for  any  reason  whatsoever,  it  is 
automatically  disconnected  from  the  substation  control, 
leaving  the  station  under  full  automatic  control. 

The  dispatcher's  desk  is  at  present  arranged  to  ac- 
commodate fifteen  automatic  stations.  In  laying  out 
the  control  system  an  ultimate  capacity  of  thirty  sub- 
stations has  been  contemplated.  With  thirty  automatic 
substations  in  operation,  which  would  mean  that  the 
entire  power  facilities  of  the  system  would  in  all  prob- 
ability be  automatized,  through  the  use  of  thirty  or 
forty  buttons  in  the  one  keyset  the  dispatcher  would 
have  absolute  control  of  every  converter  and  d.c.  feeder 
on  the  entire  system. 

Operating  Experience  With  the  Existing 
Three  Substations 

Prior  to  the  starting  of  the  first  plant,  there  was 
doubt  expressed  in  some  quarters  as  to  whether  a  con- 
verter automatically  controlled  could  be  successfully  ap- 


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Vnlt  Type  In  SoUd  LineH.  ExteiiHion  to  Accommodate 

Two  Units  In  Broken  Lines 

plied  to  a  system  where  the  requirements  were  such  as 
they  are  in  Cleveland.  This  feeling  probably  was  fos- 
tered by  lack  of  precedent,  in  addition  to  the  fact  that 
many  new  phases  of  operation  were  presented  in  the 
adoption  of  this  type  of  control  that  had  not  been 
encountered  in  automatic  substation  applications  then 
in  operation.  Among  the  most  important  of  these  prob- 
lems are :  The  matter  of  control  of  the  larger  capacity 
converters;  complications  arising  affecting  not  only 
feeder  control,  but  also  involving  the  converters,  due 
to  the  presence  of  tie  copper  and  feeder  network ;  relia- 
bility of  operation  under  emergency  conditions,  etc. 

After  observation  of  the  performance  of  the  first 
automatic  plant  put  into  operation  on  this  system,  the 
question  of  the  feasibility  of  automatically  controlled 
substations  for  urban  service  was  definitely  answered. 
Regardless  of  difficulties  encountered  in  the  initial  in- 


stallation, there  remained  no  doubt  but  that  the  prin- 
ciple was  fundamentally  correct.  Such  difficulties  as 
were  experienced  were  not  inherent  defects  in  this  type 
of  station,  but  rather  a  matter  of  control  details. 

The  existence  of  the  first  installation  in  operation 
made  it  possible,  by  the  process  of  elimination  in  some 
cases,  to  rectify  defects  in  the  scheme  that  were  appar- 
ent, and,  through  special  tests  and  experiments,  to- 
uncover  other  hidden  deficiencies  in  the  control.  Thus, 
by  intensive  study  of  the  problem,  together  with  obser- 
vation and  verification  of  results  obtained  in  actual' 
service  operation,  the  plants  were  finally  brought  to  a 
point  where  the  operating  record  was  perfect.  This- 
refers,  of  course,  to  the  converter  control. 

The  d.c.  feeder  control,  as  previously  pointed  out, 
while  being  satisfactory  in  its  operation  when  applied 
to  most  systems,  it  is  not  so  in  this  instance,  by  reason 
of  the  rather  unusual  requirements  on  this  property 
regarding  power  supply.  With  the  completion  of  the 
installation  of  remote  supervisory  control  and  feeder- 
transfer  system,  the  complete  control  of  the  d.c.  feeders 
in  automatic  plants  will  also  be  assured. 

It  has  been  found  that  automatized  substations  in 
urban  work,  as  has  been  proved  to  be  the  case  in  inter- 
urban  work,  are  conducive  to  a  higher  degree  of  relia- 
bility of  service  than  manually  operated  plants.  Not 
only  are  the  mistakes  in  operation  (generally  resulting 
in  interrupted  service)  eliminated,  but  service  is  re- 
stored with  the  greatest  possible  expedition  in  the  event 
of  a  contingency  involving  possibly  the  entire  system, 
such  as  a.c.  power  failure. 

By  check  upon  present  manual  plants  on  this  system' 
it  has  been  found  that  it  requires  an  average  of  one  and' 
one-half  minutes  for  an  operator  to  place  a  1,500-kw. 
converter  in  operation  from  a  standstill,  under  normal 
conditions.  In  the  event  of  trouble,  where  switching  i.s 
required  on  feeder  sections,  and  where  it  is  necessary, 
in  preparing  to  restart,  to  clear  buses,  switch  control, 
converters,  etc.,  after  an  outage,  an  average  of  five  and 
one-half  minutes  elapses  from  the  time  of  origination 
of  the  trouble  until  the  plant  is  again  in  full  operation 
with  all  feeders  on  the  converter  bus.  In  automatic 
operation  the  same  type  of  1,500  kw.  converter  is  started 
from  a  standstill  and  connected  with  the  load  in  thirty- 
three  seconds,  provided  there  is  no  time  consumed  in- 
field reversals.  This  takes  approximately  five  seconds' 
per  reversal.  With  this  speed  of  operation  in  mind,  it 
may  be  assumed,  provided  a.c.  power  is  available,  that 
approximately  thirty-five  seconds  will  represent  the 
limit  of  time  of  d.c.  power  interruption  with  this  type 
of  station  in  service.  This  point  has  been  demonstrated 
on  the  property  upon  several  occasions,  in  all  of  which 
the  d.c.  power  supply  was  again  established  before  the 
operators  of  the  manual  plants  had  the  opportunity  to 
clear  their  boards  ready  for  restarting.  With  the  auto- 
matic converter  capacity  at  present  installed,  represent- 
ing but  11.8  per  cent  of  the  total  system  capacity,  it  is 
realized,  of  course,  that,  in  the  event  of  a.c.  power  fail- 
ure under  peak-load  conditions,  the  voltage  from  exist- 
ing automatic  plants  will  be  so  reduced  by  introduction 
of  current-limiting  resistance  and  feeder  drop  that  the 
effect  will  not  be  felt  appreciably  over  the  entire  system. 
However,  during  off-peak  periods  this  is  not  the  case. 

With  automatic  control,  the  item  of  maintenance  wilT 
be  lower  than  that  incident  to  manual  operation,  es- 
pecially where  the  plants  are  subjected  to  an  appreciable 
amount  of  trouble  due  to  system  disturbances.  The 
possibility   of  an  operator  anticipating  trouble   is   re- 


March  17,  1923 


Electric    Railway    Journal 


479 


mote,  for  abnormal  conditions  develop  so  quickly  and 
■&re  frequently  so  obscure,  that,  before  he  has  the  oppor- 
tunity to  realize  what  is  occurring,  damage  to  equipment 
•often  results.  Mistakes  in  operation  are  also  conducive 
to  further  damage. 

Because  the  method  of  control  includes  protective  de- 
vices peculiar  to  automatic  operation  the  equipment  is 
protected  as  the  trouble  occurs.  The  effects  of  short 
•circuits,  of  sufficient  value  to  cause  the  converter  to 
"flash  over,"  are  so  minimized  that  no  damage  to  the 
control'results,  and  that  to  the  converter  is  so  slight  as 
to  be  practically  negligible.  In  the  several  cases  of 
"flash-over"  observed  during  the  operation  of  the  plants 
under  discussion,  there  has  been  but  one  which  inter- 
fered with  service.  In  this  instance  the  converter  was 
removed  from  service  due  to  operation  of  a.c.  overload 
jelays,  and  was  back  in  operation  again  in  forty  seconds 
(the  time  required  for  automatic  starting),  no  damage 
being  done  to  any  of  the  equipment.  In  other  cases  the 
•converters  were  not  disconnected  from  the  d.c.  bus. 

In  regard  to  the  cost  of  maintenance,  unsettled  oper- 
ating conditions  due  to  the  many  tests  and  experiments 
•conducted,  and  the  work  of  making  various  changes 
necessary  in  the  stations,  have  made  it  impossible  to 
•obtain  dependable  figures  on  maintenance  cost.  How- 
■ever,  the  amount  of  data  so  far  collected  indicates  an 
approximate  25  per  cent  decrease  as  compared  with 
manual  cost,  figured  upon  a  unit,  or  converter,  basis. 

When  the  installation  of  automatic  control  was  first 
contemplated  it  was  realized  that  the  success  or  failure 
■of  the  installation  would  depend  primarily  upon  proper 
inspection  and  maintenance.  With  this  in  mind,  par- 
ticular attention  was  given  to  the  training  of  inspectors. 
A  school  was  organized  and  to  this  were  invited  certain 
men  in  the  organization  who  possessed  the  required 
qualifications  for  this  training.  They  were  engaged  at 
that  time  in  maintenance  work  and  had  had  experience 
in  operating  substations.  Intensive  study  was  made, 
utilizing  specially  prepared  wiring  diagrams  and 
charts;  questions  were  asked;  and  all  tha  possible 
•contingencies  that  could  be  foreseen  were  discussed, 
until  finally,  everyone  attending  these  classes  became 
perfectly  familiar  with  the  scheme  of  operation. 

Incidental  to  the  training  of  inspectors,  the  discus- 
sions were,  in  a  number  of  instances,  responsible  for 
the  uncovering  of  weaknesses  or  deficiencies  in  the  pro- 
posed control  scheme.  These  were  corrected  in  most 
cases  before  the  control  was  assembled.  The  fact  that 
the  equipment  for  these  automatic  plants  was  installed 
by  the  railway  company  made  it  possible  to  have  the 
trained  men  conduct  all  circuit  check  tests  necessary 
during  the  construction  periods.  When  the  plants  were 
ready  for  operation  they  assisted  the  company's  engi- 
neers in  all  tests  incidental  to  placing  the  equipment 
in  full  operation.  The  experience  gained  during  this 
period  was,  without  doubt,  equivalent  to  at  least  three 
•or  four  years  of  normal  automatic  inspection  work. 
Since  the  plants  have  been  in  operation  many  valuable 
suggestions  have  been  received  from  the  inspectors 
regarding  matters  of  control,  etc. 

In  addition  to  a  main  wiring  diagram  of  the  entire 
plant,  a  loose-leaf  book  of  individual  devices  is  main- 
tained at  each  substation.  A  separate  page  is  devoted 
to  each  relay,  contactor,  etc.,  on  which  are  indicated  all 
of  the  circuits  involved;  the  control  of  the  operating 
•coil,  and  circuits  functioning  through  the  contacts  and 
interlocks  of  this  device.  This  data  book,  which  has 
helped  wonderfully  as  a  time  saver  in  locating  control 


troubles,  and  the  sequence  chart,  shown  in  connection 
with  the  March  10  article,  are  most  important  in  suc- 
cessful inspection  work. 

A  casual  inspection  is  made  of  each  plant  once  a  day 
at  present,  the  time  consumed  in  looking  over  graphic 
charts  and  condition  of  equipment  requiring  approxi- 
mately twenty  minutes.  Every  two  weeks  a  thorough 
detail  inspection  is  made,  at  which  time  all  routine 
maintenance  work  is  done  and  all  equipment  blown  out 
and  thoroughly  cleaned.  The  cost  of  inspection  alone, 
not  including  time  consumed  between  plants,  now  aver- 
ages $8  per  unit  per  month. 

Considerable  thought  has  been  given  to  the  matter 
of  inspection  records  or  forms.  At  present  a  small 
blank  for  daily  inspections  is  in  successful  use,  but  is 
not  applicable  for  detail  inspection.  The  usual  form  of 
record  in  which  each  device  is  tabulated,  together  with 
all  component  parts  requiring  inspection,  would  require 
a  large,  unwieldly  report  sheet,  the  use  of  which  would 
not  only  slow  up  the  process  of  inspection  but  would 
also  be  of  questionable  value.  The  value  of  inspection 
reports  depends  upon  the  ease  of  compiling  operating 
data  from  them  and  of  checking  back  in  event  of  fail- 
ures. The  responsibility  for  the  report  and  the  thor- 
oughness of  the  inspection  must  rest  with  the  inspector. 
The  form  illustrated  in  Fig.  8  will,  it  is  believed,  prove 
not  only  conducive  to  good  inspection,  but  it  is  simple 
also,  yet  contains  sufficient  information  for  compiling 


Kiff.  lO^I^ongittidlnal  Section  of  Proposed  Automatic  Sobstatlon 

performance  data,  etc.  The  inspection  chart,  measur- 
ing 11  X  28  in.,  has  every  piece  of  equipment  represented 
in  outline  or  in  block  form,  against  which  the  inspector 
may  check  as  inspected.  On  the  reverse  side  detailed 
information  is  noted  regarding  any  difficulty  found  and 
the  condition  of  the  building  and  general  information. 

Proposed  Automatic  Substations 

The  period  which  has  elapsed  since  the  present  sta- 
tions were  erected  has  afforded  an  opportunity  to  study 
the  requirements  of  a  structure  suitable  for  automatic 
equipment  on  this  system.  Restrictions  imposed  by  the 
city  government,  together  with  those  frequently  encoun- 
tered in  individual  locations,  have  made  it  impossible 
appreciably  to  reduce  the  cost  of  the  building  by  cheap- 
ening the  exterior,  because  of  resultant  effect  upon  the 
appearance  of  the  structure.  Savings  are  possible,  how- 
ever, in  numerous  instances  by  reducing  the  size  of  the 


480 


Electric    Railway    Journal 


Vol.  61,  No.  11 


building.  In  designing  these  proposed  stations,  full 
advantage  has  been  taken  of  the  fact  that  automatic 
equipment  was  to  be  installed.  This  resulted  in  tha 
utilization  of  areas  within  the  structure  to  a  much  bet- 
ter advantage  than  had  heretofore  been  possible.  The 
locations  of  the  various  items  of  equipment,  which  in 
former  plants  were  of  necessity  arranged  with  con- 
sideration to  ease  and  expedition  of  operation,  have 
been  rearranged  in  order  to  simplify  the  connections 
and  minimize  the  size  of  the  housing  structures.  As 
a  result  of  this  redevelopment  of  substation  buildings 
a  reduction  of  approximately  30  per  cent  in  floor  area 
has  been  affected,  and  the  cubical  contents  of  the  pro- 
posed building  indicate  approximately  a  60  per  cent  re- 
duction, when  compared  with  the  existing  plants  on  a 
two-unit  basis.  Estimation  of  the  cost  of  such  a  build- 
ing upon  the  cubic  foot  unit  basis,  checked  against  a 
contractor's  bid  price,  indicates  that  the  buildings  may 
be  ei-ected  for  less  than  40  per  cent  of  the  cost  of  the 
present  structures.  The  kilowatt  installed  capacity  is 
identical  in  both  instances,  as  is  the  case  with  the  various 
items  of  control,  except  for  the  elimination  of  the  d.c. 
feeder  current  limiting  resistance. 

Results  of  the  development  of  a  standard  automatic 
substation  building  that  can  be  ereoted  either  as  a 
single  or  two-unit  plant  as  illustrated  in  Figs.  9 
and  10.  The  single-unit  building  is  shown  in  full  lines 
while  the  two-unit  plant  is  illustrated  as  an  extension 
in  dotted  lines.  With  conditions  as  they  exist  in  urban 
centers  regarding  availability  of  real  estate,  values,  re- 
strictions, etc.,  it  is  possible  that,  due  to  increase  of 
load  in  a  given  territory,  it  may  become  economically 
necessary  to  increase  an  existing  single-unit  plant  to 
one  of  two  units.  The  proposed  layout  was  designea 
with  that  contingency  in  mind,  only  the  wall  section 
marked  A  in  Fig.  9  having  to  be  removed,  and  no  equip- 
ment, circuits  or  barrier  structures  being  disturbed. 
The  resulting  two-unit  plant  would  be  identical  in  all 
details  with  that  of  a  plant  originally  built  to  contain 
two  units. 

Referring  to  the  longitudinal  section  of  the  proposed 
plant.  Fig.  10,  it  will  be  noted  that  a  rather  radical  de- 
parture has  been  made  from  the  present  standard  of 
substation  layouts.  By  meeting  the  conditions  imposed 
by  fire  underwriters'  rules,  oil-cooled  transformers  are 
permitted  to  be  used.  These  transformers,  while  in  the 
same  building,  are  entirely  sealed  off  from  the  rest  of 
the  substation  equipment.  The  converter  control,  in- 
cluding starting  panels  and  the  a.c.  incoming  line  con- 
trol, are  located  on  the  main  floor.  The  outgoing  d.c. 
feeder  panels  are  located  directly  beneath  in  the  base- 
ment, from  which  the  feeder  cables  leave  the  plant. 
Likewise,  the  negative  drainage  panels  will  be  located 
in  the  basement. 

The  segregation  of  high-tension  circuits  from  low 
tension  is  obtained  by  extending  the  structure  covering 
the  transformer  vaults  to  comprise  a  balcony  upon 
which  is  grouped  all  high-tension  equipment.  As  a 
matter  of  insurance  to  service,  all  high-tension  phases 
and  equipment  are  sepai-ated  by  the  customary  barrier 
construction,  this  being  deemed  advisable  for  a  station 
in  this  type  of  service.  To  provide  against  station  shut- 
down, due  to  failure  of  the  high-tension  line  normally 
supplying  energy  to  the  converter,  the  single-unit  plants 
will  be  provided  with  a  second  source  of  energy,  either 
from  an  a.c.  ring  system  or  from  some  emergency 
source  of  energy  readily  available,  controlled  either 
automatically  or  by  remote  control. 


^      The  Readers*  Forum       J 

Labor  Costs  in  Boston  and  Philadelphia 

Boston  Elevated  Railway 

Boston,  Mass.,  March  9,  1923. 
To  the  Editors : 

In  your  issue  of  Feb.  24,  1923,  on  page  347,  was 
printed  the  annual  report  of  the  Philadelphia  Rapid 
Transit  Company.  Quoting  from  this  report  was 
printed  the  following: 

Boston  is  operated  by  public  trustees,  with  union  work- 
ing conditions  enforced.  Its  labor  cost  is  3.61  cents  per  pas- 
senger carried. 

Philadelphia  is  operated  by  men  and  management,  co- 
operating for  economic  accomplishment.  Its  labor  cost 
is  2.23  cents  per  passenger  carried,  which  cost  includes  the 
co-operative  wage  dividend. 

Philadelphia  carried  848,883,512  passengers  during  1922. 
Its  labor  cost  of  2.23  cents  per  passenger,  compared  with 
Boston's  labor  cost  of  3.61  cents  shows  P.R.T.  savings 
from  greater  efficiency  to  be  $11,714,592. 

Subsequently,  upon  inquiry  of  the  Philadelphia  Rapid 
Transit  Company,  I  received  the  following  reply: 

Answering  your  inquiry  of  the  1st  inst.,  relative  to  labor 
cost  per  passenger  carried  in  Philadelphia  and  Boston,  I 
hand  you  herewith  the  basis  from  which  the  unit  costs 
were  derived,  viz.: 

Philadelphia  Boston 

Passengers   (total)    848,883.512  409,039.586 

Labor  cost    $18,940,760  114,772,340 

Labor   cost   per    (total)    passenger 

carried    2.23  cents  3.61  cents 

The  Philadelphia  Rapid  Transit  Company  calculates  its 
unit  costs  upon  the  basis  of  total  passengers  carried;  i.e., 
revenue  passengers  and  transfer  passengers,  on  the  g^rounds 
that  car  capacity  and  platform  time,  etc.,  have  to  be  sup- 
plied in  order  to  give  the  transfer  passenger  his  second 
ride,  and  to  all  intents  and  purposes  he,  therefore,  becomes 
another  passenger.  Calculating  the  labor  cost  on  the  basis 
of  total  passengers  changes  the  cost  per  passenger  from 
4.143  cents,  as  shown  in  your  published  report,  to  3.61  cents, 
the  corresponding  figure  for  Philadelphia  being  2.23  cents. 

On  the  basis  explained  in  this  letter  the  figures  of 
409,039,586,  according  to  our  official  figures  of  total 
revenue  and  transfer  passengers,  should  have  been 
663,529,529,  which  on  the  basis  of  comparison  used  by 
the  Philadelphia  Rapid  Transit  Company,  makes  the 
labor  cost  2.226  cents  per  total  passenger,  or  to  all 
intents  and  purposes  the  same  as  Philadelphia. 

The  following  tabulation  gives  the  official  figures  of 
revenue  passengers  and  total  passengers  (revenue  and 
transfer) ,  operating  wages  and  wage  cost  per  total  pas- 
senger on  the  Boston  Elevated  Railway  since  1917: 


Wage  Cost 

■\par 

Per  Total 

Ending 

Revenue 

Total  Passengers 

Operating 

Passenger, 

Dec.  31 

Passengers 

Revenue  and  Transfer 

Wages 

Cents 

1922 

356,593.942 

663,529.529 

$14,772,340 

2.226 

1921 

337,252.080 

634,218,245 

15,563.255 

2.454 

1920 

335,526,561 

640,010,337 

17,216,445 

2.690 

1919 

324,758.685 

616,932,089 

15,107,694 

2.449 

1918 

348,664,700 

660,537,597 

11.007,362 

1    666 

1917 

381,017,338 

697.897,989 

8,998,478 

1    289 

While  I  am  sure  that  the  Philadelphia  Rapid  Transit 
Company  did  not  intend  to  make  an  unfair  comparison, 
nevertheless  in  view  of  the  widespread  publicity  both  in 
the  newspapers  in  Philadelphia  and  in  your  journal, 
this  information  has  been  broadcasted  and  it  is  regret- 
table that  the  figures  used  in  the  comparison  were  not 
similar  and  accurate. 

I  would  thank  you,  therefore,  if  you  will  be  so  kind, 
in  view  of  the  letters  which  I  have  received  because  of 
this  information,  to  publish  this  letter  in  order  that  in 
so  far  as  possible  the  impression  created  thereby  may 
be  corrected.  Edward  Dana,  General  Manager. 


March  17,  1923 


Electric    Railway    Journal 


481 


c 


Maintenance  Notes 


) 


Making  a  Noiseless  Granite 
Block  Paving 

FOR  a  number  of  years  the  city 
of  New  Orleans,  La.,  required 
the  railway  company  to  pave  the 
track  area  with  wood  block  and  there 
now  exists  on  the  electric  railway 
lines  in  the  neighborhood  of  60,000 
sq.yd.  of  wood  block  paving  in  track 
area.  A  visual  inspection  of  this 
yardage  indicates  that  this  type  of 
paving  in  the  track  area  of  New 
Orleans  has  not  been  a  success. 

The  New  Orleans  Public  Service 
company,  therefore,  undertook  in  the 
early  part  of  1922  to  break  up  this 
practice    and    to    establish    granite 


oughly  what  methods  the  larger  cities 
in  the  United  States  had  used  in 
the  laying  of  granite  block  in  track 
area  and  if  any  street  railway  or 
city  had  been  able  to  lay  granite 
block  successfully  with  bituminous 
or  mastic  filler  and,  secondly,  to  com- 
mence experimenting  with  a  mastic 
filler  granite  block  paving  construc- 
tion at  such  points  in  the  city  as 
would  not  bring  on  great  objections 
from  the  public  and  run  into  the  pos- 
sibility of  injunction. 

After  a  trip  to  Chicago,  Detroit, 
Cleveland,  Toronto,  Buffalo,  New 
York,  Boston,  Philadelphia  and 
Portland,  together  with  the  experi- 
mental   efforts   of   the    railway,    the 


Upon  this  basis  the  company  de- 
veloped a  portable  sand  heater  based 
on  the  principle  of  a  coffee  roaster. 
The  sand  heater  consisted  of  a  rotat- 
ing drum  operated  by  a  550-volt  mo- 
tor which  gets  its  power  from  the 
trolley  wire,  and  by  means  of  belting 
and  gearing  a  speed  on  the  drum  of 
about  twenty  revolutions  a  minute 
was  obtained.  With  a  fire  box  sur- 
rounding the  drum  old  ties  and 
other  scrap  wood  obtained  from 
the  general  track  maintenance  were 
burned.  This  sand  heater,  with  the 
exception  of  the  motor,  has  an  ap- 
pearance very  similar  to  a  500-gal. 
asphalt  heater. 

The   granite   block   is  laid   in  the 


Applyiiiir  Hot   Ai-plmlt  and  Sand  to  Granite  Block  Pavement.    8and  Heater  In  the  Foreground,  Asphalt  Heater  In  the  Background 


block  as  the  standard  paving  for 
track  area.  After  starting  this  cam- 
paign the  railway  found  that  the 
city  authorities,  the  Chamber  of 
Commerce  and  the  public  generally 
objected  strenuously  to  another  type 
of  paving  in  track  area  on  the  basis 
that,  regardless  of  how  poorly  wood 
block  lasted  or  how  expensive  it 
proved,  the  company  should  stand  all 
extra  expense  due  to  the  great  ben- 
efit the  public  obtained  by  the  noise- 
lessness  and  smoothness  of  wood 
block  paving.  The  railway,  therefore, 
found  that  it  was  impossible  to  ob- 
tain its  desires  in  this  matter  if  it 
insisted  upon  granite  block  paving 
in  track  area  laid  with  sand  and 
cement  grout.  The  company  then 
concluded  that  the  best  move  to 
make  was  first  to  investigate  thor- 


conclusion  was  reached  that  an  ex- 
tremely satisfactory  result  could  be 
obtained  with  granite  block  paving 
by  the  use  of  an  asphalt  mixed  with 
hot  sand  in  the  proportions  of  about 
half  and  half.  For  the  New  Orleans 
climate  it  was  found  that  a  40-45 
penetration  at  77  deg.  F.  asphalt  met 
the  condition  best  and  that  the  real 
problem  was  to  obtain  a  portable 
sand  heater  that  would  not  only  give 
the  quantity  of  hot  sand  required 
but  would  heat  this  sand  uniformly 
from  a  temperature  of  350  deg.  F.  to 
400  deg.  F.  or  to  about  the  same  tem- 
perature to  which  it  was  necessary 
to  heat  the  40-45  penetration  asphalt. 
It  was  found  that  asphalt  would  not 
thoroughly  mix  with  sand  unless  the 
sand  was  uniformly  heated  to  at 
least  the  temperature  of  the  asphalt. 


usual  manner  with  a  hammer  on  a 
sand  and  cement  cushion,  and  after 
the  blocks  are  thoroughly  tamped 
they  are  sprinkled  with  water  to 
hydrate  the  cement  in  the  sand 
cushion.  It  is  found  that  all  signs 
of  water  disappear  in  a  few  hours 
and  then  the  hot  asphalt  and  hot 
sand  are  mixed  in  proportions  of 
about  half  and  half  in  an  iron  wheel- 
barrow by  the  use  of  a  hoe.  When 
this  is  thoroughly  mixed  it  is  applied 
to  the  granite  block  paving  and  is 
spread  over  the  blocks  with  an  or- 
dinary squegee. 

When  this  type  of  paving  is  com- 
pleted a  layman  is  not  able  to  tell 
that  it  is  a  granite  block  street  be- 
cause it  looks  exactly  like  a  sheet 
asphalt  paving,  and  it  is  just  as 
noiseless  and  smooth  as  any  wood 


482 


Electric    Railway    Journal 


Vol.  61,  No.  11 


block  paving.  As  a  result  of  this 
work  the  railway  has  been  recently 
requested  by  the  city  authorities  in 
the  future  to  consider  this  type  of 
paving  as  standard  and  use  it 
throughout  in  the  track  area  regard- 
less of  the  amount  of  vehicular 
traffic  on  the  street. 


by  means  of  two  steel  I-sections, 
which  are  imbedded  in  concrete  be- 
low and  slightly  above  the  ground 
line.     This  arrangement,  of  course, 


Rehabilitating  Control 
Switches 

AFTER  long  continued  use  the 
^Xbronze  bearings  of  control  switch 
arms  become  worn  and  because  the 
shafts  do  not  make  a  complete  turn 
the  wear  enlarges  the  bearings  to  an 
elliptical  shape.  The  San  Francisco 
Municipal  Railway  makes  a  practice 
of  overhauling  these  switches  about 
every  75,000  miles,  which  is  the 
equivalent  of  about  7,500  hours  of 
operation.  Worn  shafts  are  renewed 
most  economically  by  replacement, 
but  the  worn  bearings  which  are 
integral  parts  of  the  switch  mech- 
anism itself  must  be  restored  if 
economical  repair  is  to  be  made. 
This  is  accomplished  effectively  by 
filling  the  worn  bearings  with  brass, 
using  the  oxyacetylene  torch  to  melt 
and  place  the  metal  in  the  desired 
position,  and  then  drilling  the  holes 
to  the  desired  diameter.  Not  only 
the  main  shaft  bearings  but  also 
worn  sockets  in  all  parts  of  the 
mechanism  are  treated  in  the  same 
way. 

Usually  work  of  this  sort  is  kept 
until  enough  has  accumulated  to  keep 
the  torch  busy  for  a  full  day  or  two, 
then  the  entire  collection  is  renewed 
at  one  time.  Numerous  small  parts, 
such  as  ratchet  wheels  for  brush- 
holder  springs,  etc.,  are  reconstructed 
in  this  way  in  slack  time  and  at 
small  cost  and  are  found  to  give 
very  satisfactory  service.  Holes  ad- 
jacent to  the  worn  bearings  are  filled 
with  putty  to  avoid  the  danger  of 
the  hot  metal  spilling  into  them. 


Reclaiming  Wood  Poles 

APROPOS  of  the  discussion  on  rec- 
/xlamation  of  wood  poles  rotted 
at  the  ground  line  at  the  1922  con- 
vention of  the  American  Electric 
Railway  Engineering  Association,  a 
description  of  the  Forclum  system, 
given  in  a  recent  issue  of  Le  Genie 
Civil,  is  of  interest.  This  is  pro- 
posed for  new  poles  so  as  to  avoid 
destruction  in  the  ground,  but  is 
applicable  to  old  poles  as  well. 

In  the  Forclum  system  the  pole  is 
supported  above  the  ground  surface 


l..Mm 


Cross  Section  A-B 


Cross  Section  C-D 
1 


Forclum  SyBt«m  for  Snpportintr  Wood  Polv» 
Free  of  the  Ground 

gives  a  practically  perfect  aeration 
of  the  wood.  The  mechanical  sup- 
port can  be  made  as  substantial  as 
desired  by  enlargement  of  the  con- 
crete foundations. 

The  process  of  setting  a  pole  con- 
sists in  placing  the  concrete  founda- 
tions at  the  proper  distance  apart,  the 
pole  being  supported  by  means  of  a 
bar  and  blocking  at  the  proper  dis- 
tance above  the  ground.  The  pole  is 
then  bolted  in  place,  two  holes  hav- 
ing been  bored  through  it  to  register 
with  the  holes  in  the  1-section.  The 
earth  is  then  tamped  into  place  and 
the  supporting  bar  and  blocking  are 
removed. 


Lamp  Filament  Breakage 
Serious  Factor 

THE  maintenance  of  car  lighting 
consists  chiefly  of  lamp  replace- 
ment and  inspection  of  switches  and 
sockets.  The  greatest  trouble  expe- 
rienced consists  of  the  breakage  of 
lamp  filaments,  which  sometimes 
short-circuit  and  cause  burning  out 
of  the  lamps.  In  car  service,  where 
the  lamps  are  subjected  to  severe 
vibrations,  tests  indicate  that  the 
life  of  the  lamp  is  greatest  when 
kept  burning  continuously.  Tungsten 
metal  which  is  used  for  the  filament 
can  be  subjected  to  severe  vibration 
when  hot  without  breaking,  but 
when  the  metal  is  cold  it  is  very 
brittle.  In  this  connection  some  re- 
sults obtained  from  a  test  of  two 
cars  in  service  are  interesting.  One 
of  these  cars  had  the  lights  burning 


continuously  while  it  was  in  service 
and  the  other  had  the  lamps  burning 
only  when  necessary,  due  to  dark- 
ness. Each  car  was  equipped  with 
thirty  -  five  new  lamps  and  after 
twenty-four  hours  service  the  car 
that  had  the  lamps  burning  con- 
tinuously still  had  all  filaments  in 
perfect  condition.  The  car  with  the 
lamps  burning  intermittently  devel- 
oped five  cases  of  lamps  with  broken 
filaments,  which  resulted  in  two  lamp 
circuits  being  inoperative.  Three  of 
the  lamps  with  broken  filaments  had 
become  welded,  so  that  a  portion  of 
the  remaining  sections  of  the  fila- 
ments were  short-circuited.  Lamps 
burning  in  this  condition  cause  a 
higher  current  through  the  circuits, 
which  decreases  the  life  of  the  other 
lamps.  The  cost  of  the  power  used 
to  burn  the  lamps  continuously  was 
31  per  cent  less  than  the  cost  of  re- 
placing the  five  lamps  with  the 
broken  filaments.  The  cost  of  the 
extra  power  used  due  to  the  short- 
circuiting  of  the  welded  filaments 
was  not  recorded. 


Should  Trolley  Poles 
Be  Raked? 

By  G.  H.  McKelway. 

Engineer  of  Distribution,  Broolclyn   (N.  Y.) 
Rapid  Transit  Company 

WHY  are  trolley  poles  set  with 
a  rake  away  from  the  track 
while  the  poles  of  lighting  or  tele- 
phone companies  are  set  perpendic- 
ularly? 

This  question  is  often  asked, 
but  unsatisfactory  answers  are  very 
often  made.  While  most  street  rail- 
way men  agree  that  the  poles  should 
be  inclined  away  from  the  track,  yet 
the  opinion  is  by  no  means  unani- 
mous, and  some  of  those  who  think 
that  the  poles  should  be  raked  can 
give  no  better  reason  for  so  doing 
than  that  it  is  the  custom  to  do  so,  or 
that  the  practice  is  called  for  in  the 
Engineering  Manual  of  the  Ameri- 
can Electric  Railway  Engineering 
Association. 

Some  of  the  reasons  advanced 
against  the  practice  are  that  the  ap- 
pearance of  a  line  of  raked  poles  is 
not  as  good  as  that  of  a  line  of 
straight  ones,  and  that  the  railway 
companies  are  the  only  public  util- 
ities to  set  their  poles  in  that  man- 
ner. Where  railway  poles  are  set 
raked  back,  in  line  with  and  between 
other  poles  of  the  same  size  set  per- 
pendicularly, the  resulting  appear- 
ance of  the  line  of  poles  of  both 
types   is  not  good.     Moreover,   the 


March  17,  1923 


Electric    Railway    Journal 


483 


lighting  or  telephone  poles  would  ap- 
pear to  be  falling  over  if  they  were 
set  with  the  same  rake  that  is  given 
to  the  railway  poles,  and  such  a 
method  of  setting  would  not  give 
as  strong  a  line  as  if  the  poles  were 
set  straight. 

In  many  cases  the  diameter  of  the 
railway  poles  is  much  smaller  than 
that  of  the  other  poles  and  therefore 
they  can  be  given  at  least  a  slight 
rake  without  their  projecting  so  far 
behind  the  other  poles  as  to  be  very 
noticeable.  When  the  railway  poles 
are  the  only  ones  on  the  street  many 
people  prefer  the  appearance  of  them 
when  raked  to  that  obtained  by  set- 
ting them  perpendicularly. 

Arguments  in  Favor  op  Raking 

When  it  comes  to  utility  the  argu- 
ments are  all  in  favor  of  raking  the 
poles.  The  weight  of  the  bracket 
arm  or  the  pull  of  the  span  wire 
exerts  quite  a  force  upon  the  pole, 
vyhich  tends  to  draw  its  top  in  the 
direction  of  the  trolley  wire.  While 
the  tendency  of  the  raked  pole  to 
fall  away  from  the  trolley  helps  in 
some  slight  manner  to  balance  this 
pull  of  the  span  or  arm,  a  still 
greater  reason  for  raking  is  that 
this  pull  of  the  bracket  or  span  tends 
to  bend  the  pole,  and  that  therefore 
while  the  pole  may  have  been  set 
with  a  rake  before  anything  was 
attached  to  it,  yet  after  such  attach- 
ments were  made  the  bending  of 
the  pole  will  be  great  enough  to 
straighten  it  appreciably  and  make 
it  look  as  if  it  had  been  set  nearly 
straight  up  and  down. 

Another  reason  is  that  this  pull 
toward  the  street  is  continuous  as 
long  as  the  pole  is  in  use  and,  how- 
ever well  the  pole  may  have  been 


set  in  the  first  place,  even  if  set  in 
concrete  or  well  keyed,  in  the  long 
run  the  pull  will  have  an  effect  and 
the  pole  will  be  drawn  slowly  toward 
the  street.  When  the  pole  has  been 
pulled  so  far  over  that  it  is  leaning 
toward  the  track  it  will  have  to  be 
reset,  but  if  it  has  been  given  a  rake 
in  the  first  place,  it  will  have  to  be 
pulled  over  much  farther  from  its 
original  position  before  this  reset- 
ting is  necessary,  and  the  precaution 
will  add  several  years  to  the  length 
of  time  intervening  between  the  time 
that  the  pole  was  first  set  and  the 
time  that  it  has  to  be  reset. 

Still  another  reason  for  raking  the 
poles,  and  one  that  applies  only  in 
cities  or  towns,  is  that  the  poles  have 
to  be  set  close  to  the  curb  line  and 
that  therefore  they  are  very  close 
to  vehicles  dravsTi  up  agaiqst  the 
curb. 

The  overhang  of  these  vehi- 
cles is  generally  greatest  at  a  point 
several  feet  above  the  surface  of  the 
street,  so  that  a  pole  that  is  per- 
pendicular or  that  leans  toward  the 
street  is  much  more  apt  to  be  struck 
by  a  vehicle  than  is  one  that  leans 
away  from  the  curb. 

It  would  seem  therefore  that,  ex- 
cept where  the  railway  poles  are  set 
in  line  with  others,  the  better  prac- 
tice is  that  recommended  by  the  En- 
gineering Association — to  set  them 
with  a  slight  but  not  too  great  rake. 


A  master  mechanic  has  had  neatly 
lettered  and  mounted  for  the  benefit 
of  his  men  the  following  definition  of 
efficiency  which  he  picked  up  some- 
where :  Effkiency  is  the  power  to  do, 
in  the  safest,  shortest  and  simplest 
way,  the  most  and  best. 


Handling  and  Salvaging 
of  Cement  Bags 

Loss   of   Bags  on   Montreal  Tramways 

Property     Reduced    to    Negligible 

Amount  by  Use  of  Systematic 

Follo*-Up  Plan 

By  R.  B.  Genest 

Chief  Clerk  Engineering  Department 
Montreal  Tramways 

AT  THE  CLOSE  of  1918  the  stores 
L  department  of  the  Montreal 
Tramways  reported  to  the  engineer- 
ing department  a  shortage  of  17  per 
cent  in  the  return  of  empty  cement 
bags.  An  investigation  was  made 
immediately  to  determine  the  causes 
of  the  shortage,  and  it  was  found 
that  a  number  of  these  were  outside 
engineering  department  control. 

For  example,  return  shipments 
were  not  made  frequently  enough  to 
the  cement  company;  bags  were  al- 
lowed to  remain  in  storage  for  long 
periods  without  sorting  and  classi- 
fication; there  was  no  stated  time 
arranged  for  the  collection  of  empty 
bags,  etc.  The  matter  was  consid- 
ered important  enough  to  have  spe- 
cial attention  and  the  following  plan 
was  worked  out: 

The  special  form  reproduced  here- 
with was  devised  and  a  special  time- 
keeper was  appointed  to  supervise 
the  collection  and  return  of  empty 
bags  twice  weekly.  He  also  follows 
return  shipments  through  to  the 
stores  department  and  to  the  cement 
company,  and  checks  quantities  and 
classification  in  co-operation  with 
their  representatives. 

The  duties  of  the  checker  were 
further  increased  as  shown  by  the 
instructions  quoted  below: 

1.  Supervise  return  of  empty  bags  to 
the  Canada  Cement  Company. 

2.  Make   two   trips   each    week   with 


JJO            jog                   E« 

MONTREAL   TRAMWAYS   COMPANY                              ' 

,/   ,   ,     yf       \       /        11.            /                ,-//             ENOINEERINO       DEPARTMENT                                                                              // , .  „       4/8''             .„„« 

Location     ^/ (o?  \JcJ/ltf  fo/r     S^              CEMENT  REPORT                                           OkUi^-AfUf    ;>/  — -    192^. 

DATE 

NO.  BAGS  RECEI\'ED 
FROIK  STORE.S 

NO.  BAGS  RECEIVED 
FROM  TRANSFERS 

TOTAL 

NO.  BAGS  DELIVERED 
ON  TRANSFERS 

NO.  BAGS  RETURNED 
TO  STORES 

TOTAL 

BALANCE 
ON  HAND 

Refermcc 
to  Stores 
Report 

REMARKS 

R«l.  No. 

No.  Bat! 

CrrfilNo. 

No.  Ras, 

Credit  No. 

No.  Bao 

Credir  No. 

No.  B*n 

A<?/^ 

/i'/Hfic 

h^OO 

¥82 

')n 

V>?^ 

^oo 

'  /fi 

^'/SSj 

i/ao 

*^96 

¥^ 

"ifi^ 

f)0O 

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S'^19R 

'^OO 

^O/ 

flo 

^fV 

4oo 

to 

j?^ 

^ao 

1 

1 1 

L J 

L— — 1 

^— "- '" — 

L^--::=rr- ^^ 

TOTAL 

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/¥o^^ 

^o 

6nt«r  in  flemarka  column  where  Transfer  Is  Received  Frorn,  or  Delivered  to.                                       i  t  y^                 //                                                                               ^      /  ^.-O  '4/        '// 
This  Report  to  be  made  out  monthly  and  aent  to  chief  clertt.  Engineering                                       A/   ^/^  ^  r/                                                                               Checker  /i    C/ /rsSf //y 

Department.                                                                                                                      Foreman  ...1  f -.  ~^.^. -*r.  f-.e. 

Cement  Report  Form   Voed  by   Montreal  TramwsyH 


484 


Electric    Railway    Journal 


Vol  61,  No.  ll 


the  construction  car,  covering  all  work 
orders  and  division  headquarters  to 
pick  up  empty  bags. 

3.  Make  monthly  check  of  cement  on 
hand  to  balance  with  timekeeper's 
record. 

4.  Supervise  the  movement  of  stone, 
sand  and  cement.  M*ake  daily  trips  to 
the  stone  quarries,  sand  company  and 
storekeeper  in  following  up  orders. 

5.  Supervise  the  return  of  scrap 
copper  cable  to  the  storekeeper. 

6.  Supervise  the  distribution,  trans- 
fer and  handling  of  tools.  Consult 
daily  with  tool  clerk  and  storekeeper. 

The  results  of  this  systematic  work 
are  shown  in  the  following  tabulation: 

Percentage 
Year  of  Shortage 

1918  17.0 

1919  0.0 

1920  3.2 

1921  1.7 

1922  1.04 


Heat-Treated  Bolts 

By  Harry  L.  Signor 

Renewal    Parts    Engineering,    Westinghouse 

Electric  &  Manufacturing  Company, 

Pittsburgh.  Pa. 

THERE  are  a  number  of  bolt 
applications  on  electric  railway 
car  equipment  where  if  the  bolts  fail 
for  any  reason  or  work  loose 
the  riding  qualities  of  the  car  are 
affected,  operation  becomes  danger- 
ous and  the  cost  of  maintenance 
increases  rapidly.     A   great  deal  of 


temper  drawn  to  give  toughness  and 
strength.  The  heads  of  these  bolts 
are  machine  forged,  which  insures 
uniform  size  and  a  good  wrench  fit, 
and  they  are  also  carefully  machined 
and  threaded.  In  order  to  distinguish 
these  special  heat-treated  bolts  from 
standard  hardware  bolts,  it  is  con- 
sidered good  practice  to  have  some 
distinguishing  mark  on  the  head  of 
every  special  heat-treated  bolt,  as, 
for  instance,  the  letter  "0,"  as  shown 
in  the  accompanying  illustration. 
This  is  of  great  advantage  to  the 
workman,  as  it  enables  him  at  a 
glance  to  determine  the  grade  of 
bolt  being  used. 

Heat  treatment  will  produce  values 
of  elastic  limit  considerably  in  excess 
of  standard  hardware  bolts  as  shown 
in  the  table  of  comparative  tests. 
This  .process,  however,  involves 
quenching  and  drawing  operations, 
which  requires  great  care  in  han- 
dling. When  handled  in  bulk,  special 
apparatus  is  required  for  these  opera- 
tions to  maintain  constant  condi- 
tions, which  is  essential  to  produce 
a  uniform  product. 

It  is  considered  good  practice  and 
the  best  manufacturers  require  a 
test  of  one  bolt  representing  each 
annealing  charge  where  these  con- 
tain small  quantities.  If  the  charge 
contains  more  than  500  bolts,  test.s 
are  made  of  one  bolt  from  each  addi- 
tional 500  or  fraction  thereof. 

Relative  costs,  depending  upon 
size,  shape  and  quantities  required, 
show  that  special  heat-treated  bolts 
cost  approximately  two  to  three 
times  as  much  as  standard  hardware 
bolts ;  this,  however,  is  offset  by  more 
than  100  per  cent  increase  in  elastic 
limit  and  ultimate  strength  of  a  heat- 
treated  bolt  over  one  of  standard 
hardware. 


Examples  of  Worn  and  Broken  Bolt8 

trouble  has  resulted  from  motor 
frame,  axle  cap  and  housing  bolts 
working  loose  in  service,  thus  allow- 
ing these  parts  to  wear  badly  before 
the  trouble  is  found  and  corrected. 
Causes,  such  as  bolts  not  drawn  up 
tight,  no  lock  washers  and  the  pres- 
ence of  dirt  under  the  bolt  head  and 
the  nut,  can  be  overcome  by  more 
care  during  the  inspection  and  over- 
hauling of  the  motors. 

The  stretching  of  the  bolts  due  to 
an  inferior  grade  of  material,  aggra- 
vated by  shocks  and  blows  received  in 
service,  seems  to  be  one  of  the  chief 
difficulties  tending  to  cause  bolts  to 
work  loose.  This  has  been  overcome 
by  the  use  of  special  high-grade  heat- 
treated  bolts  of  axle  steel,  which  are 

COMPARATIVE  TEST  OF  BOLTS 

c,=„?i^5   K     J  Tensile  Strength  Characteristics 

Standard    hardware 25,noO  lb.  average  yield  point     Brittle  and  variable 

Axle  steel    (heat  treated)    60.000  lb.  average  yield  point      Tough  and  strong 


Shop-Constructed 
Hydraulic  Press 

By  Clifford  A.  Elliott 

Cost  Engineer  Pacific  Electric  Railway, 
Los  Angeles,  Calif. 

THE  accompanying  illustration 
shows  a  shop-made  hydraulic 
press  which  was  recently  built  in  the 
shops  of  the  Pacific  Electric  Railway, 
Los  Angeles,  Calif.  This  is  used  for 
emergency  signal  repair  work  and 
takes  care  of  the  maintenance  neces- 
sary for  the  engineering  depart- 
ment's motor  trucks,  gasoline  motor 
section  and  inspection  cars,  as  well  as 


the  repairs  to  all  track,  bonding, 
bridges,  paving  and  signal  tools. 

This  press  has  been  installed  out 
in  the  open  at  a  convenient  location 
for  its  use.  The  machine  as  con- 
structed consists  of  a  top  beam 
operated  by  a  brake  cylinder  and 
having  a  fulcrum  support  at  one  end. 
The  upper  beam  consists  of  a  piece 
of  60-lb.  scrap  rail  8  ft.  3  in.  long 
from  bolt  center  to  bolt  center.  An 
obsolete  Westinghouse  8-in.  x  8-in. 
brake  cylinder  is  used  for  operating 
this  lever  and  is  installed  at  one  end, 
as  shown  in  the  illustration.  The 
base  is  made  of  two  pieces  of  60-lb. 
rail  turned  base  side  upward,  each 
rail  being  8  ft.  6  in.  long.  The  ful- 
crum extends  upward  from  the  base 
so  as  to  support  the  upper  beam  at 
one  end.  This  fulcrum  is  36  in.  high 
and  is  constructed  of  scrap  bar  steel. 
It  consists  of  two  strips  2J  in.  wide 
by  i  in.  thick. 

The  post  which  supports  the  brake 
cylinder  and  end  of  the  base  is  made 
from  a  scrap  piece  of  10-in.  x  lO-in. 
redwood.  This  post  extends  7  ft. 
above  the  surface  of  the  ground,  this 


Sliop-AIade  HydrauUo  Prest* 

height  being  necessary  in  order  to 
obtain  the  proper  leverage.  This 
main  post  is  further  supported  by  a 
section  of  12-in.  x  18-in.  bridge  tim- 
ber placed  beneath  the  surface  of 
the  ground  and  extending  above  to  a 
sufficient  height  to  support  the  end 
of  the  lower  beam.  This  post  is 
slotted  to  receive  the  rails  which 
serve  as  a  base.  Another  redwood 
post  10  in.  x  10  in.  forms  the  support 
at  the  fulcrum  end. 

The  cylinder  pressure  is  obtained 
from  the  water  service  which  has 
two  connections  with  a  two-way 
valve.  The  pressure  line  is  of  J-in. 
iron  pipe  and  the  di.scharge  line  is 
1-in.  pipe.  A  wooden  lever  arm 
extends  from  the  cylinder  to  the  rear 
of  the  device  for  regulating  the  water 
pressure.  The  end  of  this  lever  rests 
on  a  lateral  arm  extending  from  the 


March  17,  1923 


Electric    Railway    Journal 


485 


fulcrum.  This  lever  permits  the 
operator  to  work  in  any  position 
about  the  press  and  still  be  able  to 
regulate  the  water  pressure. 

In  constructing  the  base  each  end 
of  the  rails  used  was  sheared  back 
8  in.  with  an  acetylene  torch.  The 
bulky  portions  of  the  tread  and  base 
of  the  rail  were  thus  removed.  The 
main  web  section  of  the  rail  was  used 
for  connecting  up  to  the  rear  ful- 
crum. The  die  used  with  the  machine 
was  constructed  of  scrap  material 
and  the  adjustable  screw  for  the  die 
was  made  from  a  screw  removed  from 
a  scrap  rail  bender. 


Copper  VS.  Phosphor  Bronze 
for  Brushholder  Con- 
tact Tips 

By  John  S.  Dean 

Renewal    Parts    Engineerings,    Westingliouse 

Electric    &   Manufacturing   Company, 

Pittsburgh,   Pa. 

CONTACT  tips  on  brushholder 
pressure  fingers  have  been  made 
of  brass  or  copper  and  of  various 
shapes.  More  recent  practice  in  con- 
nection with  the  brushholders  on 
modern  motors  is  the  use  of  a  flat 
.contact  tip  made  from  copper.  In 
some  cases  these  tips  are  riveted  to 
the  shunt  and  pressure  finger  spring, 
while  in  others  they  are  brazed  to 
these  parts. 

In  some  recent  designs  of  the 
riveted  type  countersunk  head  rivets 
are  used,  while  others  are  held  by 
round-head  rivets.  With  the  use  of 
the  countersunk  head  rivets  it  be- 
comes necessary  to  use  a  thicker 
tip  to  provide  for  the  required 
countersinking,  which  makes  the  tip 
heavier  and  gives  it  a  greater  in- 
ertia. 

With  the  use  of  the  roundhead 
rivets  the  tip  can  be  made  lighter, 
but  must  be  somewhat  longer  so  that 
the  round  head  of  the  rivets  will  clear 
the  top  of  the  carbon.  However, 
with  this  type  of  construction  a  bet- 
ter mechanical  job  of  riveting  is  ob- 
tained and  the  tips  are  less  likely  to 
become  loose  in  service. 

It  has  been  intimated  that  better 
results  might  be  obtained  from 
these  flat  contact  tips  if  they  were 
made  of  a  harder  material,  the  idea 
being  that  by  the  use  of  this  mate- 
rial it  would  tend  to  reduce  or  en- 
tirely eleminate  the  wear  which  has 
sometimes  been  noticed  on  tips  oper- 
ating under  certain  severe  service 
conditions.  To  check  this  point  a 
number  of  experimental  flat  tips  of 


Above.  PhOKphor  Bronze  Tip  Worn  Througli 

by  Ar<-lnK.     Below.  Copper  Tip  in 

Same  Service 

the  riveted  type  were  made  up  of  cop- 
per and  a  similar  number  from  phos- 
phor bronze,  and  these  were  placed 
in  brushholders  that  were  mounted 
on  motors  operating  under  similar 
conditions. 

After  about  22,000  miles  of 
service  these  special  test  tips  v/ere 
inspected  and  it  was  found,  without 
any  exceptions,  that  in  all  cases  the 
phosphor  bronze  tips  showed  exces- 
sive wear,  while  the  copper  tips  had 


worn  relatively  a  small  amount,  as 
compared  with  the  wear  on  the  phos- 
phor bronze,  as  can  be  seen  in  the 
attached   photograph. 

It  has  been  suggested  as  a  possible 
explanation  for  this  excessive  wear 
that  the  phosphor  bronze  tip  with  its 
relatively  high  specific  resistance  of- 
fers a  greater  contact  resistance  to 
the  working  current  passing  from 
the  carbon  to  contact  tip  or  vice 
versa.  This,  in  turn,  produces  heat- 
ing and  arcing,  setting  up  a  burning 
action  which  rapidly  reduces  the  sec- 
tion of  the  tip  at  its  point  of  contact 
with  the  carbon  brush,  this  action 
being  more  pronounced  in  the  case 
of  the  phosphor  bronze,  as  the  latter 
metal  is  a  copper  base  alloy  contain- 
ing varying  percentages  of  tin  and 
lead  which  volatilize  at  a  compara- 
tively low  temperature  and  result  in 
the  burning  action  at  the  point  of 
contact. 


Stop  the  Leaks 


'TPHE  employees  of  the  Jinxville  Elec- 
tric Railway  were  meeting  in  one  of 
their  social  rallies  the  other  evening, 
story  telling,  songs,  smokes  and  all  that. 
The  general  manager,  William  Redfield, 
was  called  on  as  usual  for  some  remarks. 
He  responded  something  like  this: 

"I'm  tickled  to  death  the  way  you 
boys  are  co-operating  with  the  heads  of 
departments  in  helping  me  bring  the 
property  up  to  a  condition  of  which  we 
can  all  be  proud.  You're  doing  fine. 
Take,  for  example,  the  machine  shop. 
Have  you  noticed  how  that's  improved 
lately  because  the  fellows  are  pulling 
together  to  keep  the  place  looking  neat? 
And  a  neat  shop  means  good  work." 

"Now  that  I'm  on  my  feet,"  continued 
the  G.  M.,  "there's  a  little  matter  I 
want  to  get  off  my  chest,  a  matter  in 
which  you  can  all  help.  I  notice  as  I  go 
about  the  property  a  lot  of  little  items 
of  waste  that  in  the  aggregate  represent 
a  lot  of  money.  A  stray  track  bolt  here, 
a  dripping  faucet  there,  a  bit  of  line  wire 
somewhere  else;  each  rather  insignificant 
in  itself,  but  indicating  a  lack  of  appre- 
ciation of  what  waste  means.  If  these 
items,  summed  up,  could  be  visualized 
in  cash,  the  amount  would  be  great. 

"Now  you  fellows  know  I  hate  to 
preach,  but  I  was  thinking  maybe  we 
could  get  up  some  kind  of  a  scheme  for 
cutting  down  these  wastes.  The  only 
way  I  see  to  do  it  is  for  everybody  to  be 
on  the  watch  to  do  two  things — first, 
get  the  pick-up  habit;  and,  second,  send 
in  suggestions  9S  to  how  things  can  be 
done  better  with  the  idea  of  saving 
money.    Put  your  comments  in  writing 


and  hand  them  to  your  foremen.  They'll 
take  your  suggestions  up  with  me  if 
necessary,  and  you'll  be  told  what  is 
done  with  them.  Our  property  isn't 
large  enough  to  need  any  elaborate 
machinery  for  handling  these  sugges- 
tions. Let's  have  a  little  discussion  on 
this  matter." 

"Boss,"  said  Jones,  the  machine  shop 
foreman,  "thanks  for  your  compliments 
about  the  shop.  It  sure  does  look  better 
since  we  began  to  get  the  men  interested 
in  keeping  the  machines  neat.  We're 
trying  every  known  scheme  to  keep  up 
this  interest.  Now,  as  to  your  idea 
about  cutting  out  waste,  we  can  all  help 
out  on  that.  We'll  get  right  out  after 
suggestions,  and  we'll  get  'em  all  right. 
It  strikes  me  that  if  everybody  will 
think  about  this  matter  for  a  while,  we'll 
get  into  the  habit  after  a  time." 

"How  about  the  line  department, 
John?"  said  the  G.  M.,  turning  to 
O'Neill,  the  overhead  superintendent, 
"where  do  you  come  in  on  this?" 

"We're  with  you,  boss,"  O'Neill  re- 
plied, "this  idea  of  stopping  the  leeks 
appeals  to  me.  We're  pretty  careful  in 
our  department,  but  there  are  many 
places,  doubtless,  where  we  lose  things. 
I'll  see  what  the  boys  have  to  say." 

"I  hope  this  discussion  hasn't  been 
too  serious  for  a  social  evening,"  said  the 
G.  M.,  taking  his  seat.  "You  fellows 
know  how  anxious  I  am  to  keep  up  the 
service  on  this  railway.  With  your 
help,  even  with  the  low  fare  we  get,  I 
believe  we  can  have  a  crackerjack  prop- 
erty, when  we  all  pull  together." 

"Aye,  aye,  chief,  we're  with  youl" 


486 


Electric    Railway    Journal 


Vol.  61,  No.  11 


Maintenance  of  Automatic 
Slack  Adjusters 

By  W.  H.  Sauvage 

Designing  Engineer,  Gould  Coupler 
Company,  New  York,  N.  Y. 

THE  taking  up  of  slack  in  the 
brake  rigging  of  electric  cars  by 
the  old  method  required  either  chang- 
ing the  pins  in  the  upper  end  ful- 
crum of  the  truck  dead  lever  or  the 
disconnecting  of  the  bottom  rod 
truck  lever.  Accurate  adjustment  at 
these  points  was  hard  to  obtain,  since 
the  distance  between  the  holes  was 
usually  from  li  in.  to  2i  in.  apart. 
This  often  resulted  in  either  a  too 
close  or  a  too  loose  adjustment,  so 
that  the  piston  travel  would  vary 
from  2  to  3  in.  of  that  desired. 

Another  and  more  familiar  method 
consists  of  the  use  of  a  turnbuckle. 
This  type  requires  almost  daily  ad- 
justment, and  effective  lubrication 
on  the  turnbuckles  is  hard  to  main- 


full  release  position.  The  function 
of  the  adjusters  is  automatically  to 
take  up  all  brake  shoe  and  wheel 
wear  as  fast  as  it  occurs.  When  the 
push  rods  of  the  adjusters  become 
indented,  they  should  not  be  filed  off, 
but  hammered  smooth.  Filing  is 
liable  to  get  the  rods  out  of  round 
and  make  them  undersized,  while  the 
hammering  will  not  do  this.  The 
type  of  adjusters  using  four  dogs 
with  spring  steel  untempered  rods  do 
not  nick  or  roughen  up  the  rods  by 
severe  usage. 


Universal  Brake  Slack  Adjuster,  Type  B 

tain,  as  dust,  dirt,  water,  snow  and 
ice  quickly  destroy  the  best  lubrica- 
tion, and  the  location  of  turnbuckles 
underneath  the  truck  subjects  them 
to  all  sorts  of  dirt.  This  grit  and 
dirt  also  cause  rapid  wear  and  short 
life  of  the  turnbuckles. 

Automatic  slack  adjusters  thus 
came  into  use  to  overcome  the  diffi- 
culties of  manual  adjustment.  Among 
the  various  types  brought  out  were 
the  Gould  types  A,  B  and  C  automatic 
slack  adjusters,  and  the  following 
applies  to  desirable  methods  of  main- 
taining these.  The  maintenance  of 
the  Gould  tjrpe  A  adjuster  requires 
that  the  friction  and  adjusting  rod 
be  kept  clear  of  grease  and  the  fric- 
tion be  kept  constant.  Grease  does 
not  affect  the  friction  of  the  B  and  C 
types.  Barrels  and  dogs  should  be 
washed  out  once  a  year  at  least,  and 
oftener  if  found  necessary.  The  life 
of  the  grip  dogs  varies  according  to 
the  service  and  load  placed  upon 
them.  After  two  or  three  years'  serv- 
ice, the  dogs  should  be  turned  over 
so  as  to  give  them  an  additional  two 
or  three  years'  life.  The  successful 
operation  of  these  two  types  of  ad- 
justers depends  largely  on  keeping 
the  usual  release  springs  furnished 
at  the  upper  end  of  the  live  lever  in 
proper  condition.  These  in  every 
case  must  bring  the  levers  back  into 


The  type  C  adjuster  was  originally 
brought  out  for  the  Birney  light- 
weight car,  and  this  adjuster  is  now 
more  generally  used  where  six  grip 
dogs  were  previously  employed.  This 
type  does  not  rely  for  its  successful 
operation  on  the  foundation  brake 
rigging  release  springs,  but  pro- 
vides for  release  within  its  own 
mechanism.  There  are  no  hidden 
parts  to  the  Gould  automatic  slack  ad- 
justers, so  inspection  can  be  quickly 
made  and  knowledge  of  any  injured 
or  worn  parts  obtained  readily. 


c 


New  Equipment  Available 


) 


Casting  Concrete  Poles 
in  Place 

THE  Helderberg  Cement  Company 
has  just  completed  a  new  power 
transmission  line  at  its  Howes  Cave 
works  using  concrete  poles  cast  in 
place.  W.  J.  Fullerton,  superintend- 
ent of  the  company,  who  designed 
the  poles  and  supervised  the  con- 
struction of  the  transmission  line, 
claims  three  important  advantages 
for  this  method:  (1)  Ease  of  erec- 
tion, eliminating  the  necessity  of 
handling  heavy  equipment.  (2)  The 
poles,  being  cast  integral  with  their 
foundations,  are  more  solidly  bedded 
in  the  earth.  (3)  The  cross-arms 
are  cast  monolithic  with  the  pole,  a 
feature  which  is  not  so  easily  accom- 
plished where  the  poles  are  cast  on 
the  ground,  and  in  handling  the 
cross-arms  are  more  apt  to  break. 


The  poles  shown  in  the  accompany- 
ing illustration  vary  in  height  from 
27  ft.  to  34  ft.  from  the  ground  line 
to  the  lower  cross-arm,  depending 
upon  their  location.  The  poles  are 
square,  8  in.  at  the  top,  tapering  at 
the  rate  of  i  in.  to  the  foot. 

After  concreting  the  footings, 
forms  for  the  poles  were  erected 
complete  except  for  one  side.  After 
positioning  reinforcing  steel,  con- 
crete for  the  foundation  of  the  pole 
was  placed.  Above  the  foundation 
the  forms  were  fitted  into  the  open 
side  in  short  sections  and  followed 
with  concrete.  This  permitted  easy 
handling  of  the  concrete  and  made 
it  possible  to  spade  it  thoroughly 
against  the  forms.  After  removing 
the  forms  the  poles  were  in  perfect 
condition  and  of  good  appearance. 
The  poles  were  erected  at  a  cost  of 
about  $60  each. 


Transmiiisioii  Poles  of  Concrete  Cast  In  Place 


March  17,  1923 


Electric    Railway    Journal 


487 


Qosed-Front  Type  Brush- 
holders  for  Motors 

IN  ORDER  to  increase  the  life  of 
the  carbon  brushes  used  on  venti- 
lated railway  motors  and  thus  re- 
duce the  cost  of  maintenance  of  these 
parts  the  closed-front  type  of  brush- 
holder  has  been  developed.  One  of 
the  brushholders  shown  in  the  ac- 
companying illustrations  is  for  the 
Westinghouse  No.  306  railway  motor. 
It  has  a  pressure  finger  of  the  har- 


Brushholder  tor   Westinghoase    No.    306 
Railway  Motor 

ness  type,  fitted  with  a  fifteen-tooth 
steel  ratchet,  and  a  pawl  for  adjust- 
ing the  spring  pressure.  The  other 
brushholder  shown  is  of  this  type 
developed  for  the  Westinghouse  No. 
508  railway  motor,  which  does  not 
use  any  harness  in  connection  with 
the  pressure  finger.  The  adjust- 
ment of  this  type  of  mechanism  is 
made  by  shifting  the  relative  loca- 
tion of  the  holes  drilled  in  the 
spindle  or  shaft  and  the  holes  drilled 
in  the  brushholder  casting  through 
which  a  cotter  pin  is  forced  to  lock  it. 

Experimental  tests  conducted  by 
the  engineering  department  of  the 
Westinghouse  Company  on  this  de- 
sign of  brushholder  for  various  types 
of  motors  and  on  a  number  of  dif- 
ferent properties  indicate  that  by 
thus  closing  up  the  front  of  the  car- 
bon box  the  life  of  the  brushes  is 
greatly  increased,  due  to  a  reduction 
in  the  side  wear  on  the  carbons. 
These  comparative  tests  were  made 
with  the  standard  holders  and  the 
closed-front  type  of  holders  operat- 
ing under  the  same  service  condi- 
tions, using  the  same  grades  of  car- 
bon, and  with  brushholder  spring 
tension,  adjusted  to  the  same  pres- 
sure. 

The  advantages  of  this  type  of 
brushholder  construction  are  as  fol- 
lows: (1)  Dust  and  dirt  are  kept 
from  working  in  between  the  carbon 
and  the  carbon  box,  thus   reducing 


the  side  wear  of  the  carbon;  (2) 
the  contact  area  between  the  carbon 
and  the  sides  of  the  carbon  box  is 
increased;  (3)  the  life  of  the  carbon 
is  increased. 

Several  suggested  disadvantages 
that  should  be  given  some  considera- 
tion are  as  follows: 

1.  It  is  more  difficult  to  remove 
the  carbon  from  this  type  of  box. 
This  is,  no  doubt,  true,  especially 
after  carbons  wear  down  endwise. 
Experience  to  date  has  shown  that 
operators  over-rule  this  objection  on 
account  of  the  longer  life  obtained 
from  the  carbons. 

2.  The  top  of  the  carbons  is  more 
likely  to  be  damaged  by  the  use  of 
the  short,  flat  contact  tip.  So  far 
this  construction  has  not  given  any 
serious  trouble  in  this  way. 

3.  There  is  a  possibility  of  the  con- 
tact tip  getting  out  of  alignment  and 
either  striking  the  front  sides  of 
the  carbon  box  or  slipping  off  of  the 
carbon,  thus  reducing  or  entirely  re- 
leasing the  pressure  on  the  top  of 
the  carbon.  This  is  a  condition  that 
may  cause  trouble  if  the  adjustment 
is  not  properly  maintained,  but  has 
not  yet  developed  in  service  tests. 

With  due  consideration  to  the 
above  advantages  and  the  suggested 
disadvantages,  it  is  the  general  feel- 
ing among  operators  that  the  advan- 
tages more  than  offset  the  disadvan- 
tages. 

In  developing  improvements  of 
this  character,  experience  has  shown 
that  wholesale  changes  should  not  be 
made,  but  that  it  is  better  to  try 
out  a  reasonable  number  in  different 
parts  of  the  country  before  adopt- 
ing them  as  standard. 


New  Roller  Bearings  to  Be 
Marketed 

THE  Norma  Company  of  America, 
Long  Island  City,  N.  Y.,  is  plac- 
ing the  Hoffman  roller  bearings  on 
the  market  in  this  country.  The 
outer  race  or  ring  of  the  Hoffman 
roller  bearing  is  of  plain  cylindrical 
form  with  rectangular  cross-section 
and  has  a  "flat-line"  raceway  on 
which  the  rollers  run.  The  inner 
race  or  ring  has  a  channel  cross-sec- 
tion, with  narrow  rims  on  either  side 
of  the  "flat-line"  raceway  to  retain 
the  rollers  endwise.  The  rollers  are 
cylindrical,  with  a  length  equal  to 
their  diameter,  and  they  are  held  in 


|HIB 

s 

!■■■ 

1 

■■ 

_J 

HarneiiH  Type  Pressare  Finger  for  West- 
inghouge  No.  306  Railway  Motor 


New   Type  of   Roller   Bearloga 

exact  parallelism  with  the  shaft  and 
with  one  another  by  these  rims  or 
shoulders,  which  are  of  hardened 
steel  and  allow  only  a  very  slight 
clearance  for  the  rollers.  The  roller 
cage  or  retainer  is  of  strong,  bal- 
anced construction. 

The  Hoffman  short  roller  and  re- 
tainer is  designed  to  eliminate  the 
troubles  experienced  with  other  types 
of  roller  bearings  using  taper  rollers 
or  long  rollers  of  small  diameter.  It 
is  impossible,  particularly  at  high 
speeds,  to  keep  such  long  rollers  ro- 
tating in  parallelism  with  the  shaft, 
with  the  result  that  the  rollers  wear 
concave  and  the  retainer  or  cage  is 
subject  to  undue  and  destructive 
wear,  resulting  in  unsatisfactory 
bearing  performance. 

The  Hoffman  roller  bearing  has  no 
end-thrust  capacity.  Where  thrust 
is  encountered  it  is  necessary  to  hold 
the  inner  race  and  rollers  in  correct 
relation  to  the  outer  race  by  means 
of  some  locating  device.  Where  the 
end  thrust  is  small,  it  may  be  taken 
care  of  by  thrust  buttons  at  either 


488 


Electric    Railway    Journal 


Vol.  61,  No.  11 


"""^jmj 

SBJOI 

|k:|                  |fl 

Ig^r 

^s 

^^^^^               .^a^^^^^^ 

'"'--"'         j^SP^ 

^ 

^M 

At  Lrft,  Plaoinir  the  RaU  FlUer  in  Position.     At  RiKht.  Fonrlns  the   Ccncrete  Foundation  After  the  Rail  Filler  Ib  in  Position 


end  of  the  shaft.  Where  the  end 
thrust  is  large,  it  is  carried  either 
by  auxiliary  thrust  bearings  or  by 
"location  bearings"  of  standard  ball 
type  and  slightly  reduced  outside 
diameter,  mounted  between  two  rol- 
ler bearings. 

In  addition  to  the  bearing  just 
described  (a  rigidly  mounted  type), 
the  same  general  construction  is 
followed  in  the  self -aligning  roller 
bearing  shown  in  section  in  the 
accompanying  illustration.  Here  the 
periphery  of  the  outer  race  and  its 
two  dust-and-dirt-excluding  covers 
are  ground  to  form  one  continuous 
spherical  surface,  fitting  a  similarly 
shaped  inner  surface  on  the  shell  or 
housing.  The  bearing  is  thus  free  to 
align  itself  with  its  opposite  mem- 
bers, the  dust  covers  following  move- 
ment. This  feature  permits  these 
covers  to  be  bored  with  a  very  small 
running  clearance  on  the  clamping 
sleeve,  so  that  lubricant  cannot  work 
out  or  dust  get  into  the  highly  fin- 
ished bearing  surfaces.  In  the  type 
illustrated  the  clamping  sleeve  ex- 
tends clear  through  these  dust  covers 
so  that  the  bearing  may  be  properly 
mounted  without  exposing  its  work- 
ing parts. 

The  following  advantages  are 
claimed  for  the  Hoffman  precision 
roller  bearing:  (a)  A  running  fric- 
tion about  iV  that  of  a  well-fitted 
plain  bearing  and  a  starting  friction 
about  1/800  that  of  a  plain  bearing ; 
this  latter  feature  is  of  special  value 
in  electric  motors  and  with  belt 
drives;  (b)  steady  load  capacity; 
(c)  large  temporary  overload  capac- 
ity; (d)  ability  to  stand  up  under 
shocks  and  vibrations;  (e)  speed 
qualities  equal  to  those  of  a  ball 
bearing;  (f)  no  heating  and  no  risk 
of  seizing;  (g)  no  lubrication 
troubles,  the  bearing  being  grease - 
packed  and  needing  replenishing  of 
lubricant  only  at  intervals  of  three 
to  twelve  months,  depending  upon  the 
running  conditions. 


An  Elastic  Rail  Filler 

IN  ORDER  to  provide  a  bituminous 
cushion  between  the  rigid  pave- 
ment and  the  vibrating  rail  of  elec- 
tric railway  tracks,  the  Philip  Carey 
Company,  Cincinnati,  Ohio,  is  mar- 
keting its  "Elastite"  rail  filler.  This 
asphaltic  compound  is  furnished  in 
strips  of  from  3  to  5  ft.,  and  can  be 
fitted  against  the  web  of  the  rail  by 
light  driving.  In  thickness  the  rail 
filler  extends  slightly  beyond  the  head 
of  the  rail  so  as  to  serve  as  an  ex- 
pansion joint  for  the  pavement.  The 
material  is  factory  made,  of  uniform 
dimensions,  and  is  ready  for  use 
when  delivered.  When  there  are  pro- 
jections, such  as  at  special  work,  tie 
rods  or  braces,  the  filler  can  be  readily 
cut  to  provide  for  its  installation. 


New  Type  Truck 

THE  J.  G.  Brill  Company,  Phila- 
delphia, Pa.,  has  developed  a  new 
single  truck  designated  as  No.  79-EX 
for  service  under  the  heavier  types 
of  single-truck  cars.  The  outstand- 
ing feature  of  this  new  truck  is  its 
long  effective  spring  base,  which  in- 
sures a  steady  riding  car  and  a  flex- 


ible support  under  each  car  body 
corner.  The  Brill  79-EX  truck  sup- 
ports 90  per  cent  of  the  weight  of  the 
car  body  on  its  four  corners  and  only 
10  per  cent  on  its  center  coil  springs. 
These  latter  therefore  do  not  act  as 
a  fulcrum  to  the  overhanging  ends  of 
the  carbody,  so  as  to  cause  an  oscil- 
lating or  galloping  motion. 

Each  corner  of  the  car  body  is  sup- 
ported on  a  flexible  arrangement 
consisting  of  an  easy-acting  coil 
spring  suspended  by  a  swing  link 
from  the  quarter-elliptic  plate  spring 
anchored  to  the  end  of  the  solid- 
forged  side  frame  and  extending 
into  a  notch  in  the  truck  pedestal. 
This  combination  of  springs  prevents 
any  disturbing  truck  action  set  up  by 
track  irregularities  from  passing  up 
into  the  car  body. 

Mounted  on  each  side  bar  at  one 
end  of  this  truck  is  a  trunnion  de- 
vice for  connecting  to  the  car  body. 
This  imparts  firmness  to  the  longi- 
tudinal direction  of  the  car,  elimi- 
nates lost  motion,  and  enables  the 
truck  to  take  advantage  of  the  rigid 
body  construction  and  vice  versa. 
This  permits  the  elimination  of  un- 
necessary reinforcement. 


The  Long  Kif-ctiv,-  Spring  liase  Insures  .Steadier  Kiding 


March  17,   1923 


Electric    Railwai    Journal 


489 


r The  News  of  the  Industry  J 


Detroit's  Future  Dips 

$10,000,000  Proposed  to  Be  Spent  on  3.1  Mile  Underground  System  Down- 
town— Immediate  Relief  from  Congestion  Necessary — Construction 
of  Comprehensive  High-Speed  Lines  Will  Follow 


THE  tentative  plans  for  a  system  of 
dips  to  carry  street  cars  below  the 
surface  of  the  heart  of  Detroit,  as  sub- 
mitted by  the  engineers  of  the  Street 
Railway  Commission,  are  being  studied 
by  Daniel  L.  Turner,  advisory  engineer 
for  the  Detroit  Rapid  Transit  Commis- 
sion. Chairman  Sidney  D.  Waldon  of 
the  Rapid  Transit  Commission  has  an- 
nounced that  the  commission  will  soon 
report  on  the  feasibility  of  the  project. 
Under  the  plans  submitted,  four 
radial  lines  of  underground  railways 
would  branch  out  on  Woodward  Avenue, 
Michigan  Avenue,  Fort  Street  and 
Gratiot  Avenue,  and  sixteen  to  twenty 
of  the  car  lines  now  entering  the  down- 
town district  would  utilize  these  sub- 
way tracks.  Only  a  few  of  the  present 
feeder  line  cars  would  run  on  the  sur- 
face. The  plans,  according  to  an 
announcement  by  Ross  Schram,  assist- 
ant general  manager  of  the  Depart- 
ment of  Street  Railways,  were  sub- 
mitted at  this  time  with  a  view  to  their 
being  developed  during  the  summer 
months  in  detailed  studies  and  made 
available  for  submission  to  the  voters 
for  decisive  action  at  the  November 
election. 

For  nearly  eight  months  the  engi- 
neers of  the  Department  of  Street  Rail- 
ways have  been  studying  ways  and 
means  for  speeding  up  the  handling  of 
street  car  passengers.  Twenty  of  the 
twenty-eight  different  routes  compris- 
ing the  street  railway  system  enter  the 
half-mile  circle.  Conditions  have  reached 
the  stage  where  it  is  considered  im- 
practicable to  reroute  cars  or  loop  back 
cars  short  of  the  downtown  area. 

The  first  step  as  outlined  by  the  de- 
partment provides  for  four  sets  of 
underground  tracks  on  Michigan  Ave- 
nue between  First  Street  and  Campus 
Martius  swinging  northeast  through 
the  central  loading  station  to  Monroe 
Avenue,  Randolph  and  Gratiot  Avenue, 
emerging  on  Gratiot  Avenue  near  Mul- 
lett  Street.  The  total  length  would  be 
1.4  miles  with  an  estimated  cost  of 
$4,000,000. 

The  second  step  proposed  is  an  under- 
ground tube  beginning  at  Fort  Street 
west  of  Fourth  Avenue,  running  to 
Griswold  Street  with  an  underground 
loop  south  on  Griswold  Street  to  Con- 
gress Street  again.  The  total  length 
would  be  approximately  0.7  miles  and 
the  cost  is  estimated  at  $1,750,000. 

The  third  step  proposed  is  an  under- 
ground tube  beginning  at  Woodward 
Avenue  in  the  vicinitv  of  Winder  Street, 
continuing  south  on  Woodward  Avenue. 


going  under  the  Michigan-Gratiot  sub- 
way at  Campus  Martius  and  coming  to 
the  surface  on  Woodward  south  of 
Jefferson  to  the  surface  loop  on,  Wood- 
bridge  and  Atwater  Streets.  This  line 
would  be  about  1  mile  long  and  cost 
about  $4,250,000. 

The  total  mileage  in  the  three  steps 
would  be  3.1  miles.    The  estimated  con- 


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Map    of    Central    .4rea    at    Detroit    Showing 
Subway    Routes 

struction  cost  would  be  $10,000,000. 
These  estimated  costs  include  the  grand 
central  loading  station  on  Cadillac 
Square  and  tentatively  suggested  load- 
ing stations  on  Michigan  at  Washington 
Boulevard,  on  Woodward  Avenue,  on 
Grand  Circus  Park  and  on  Randolph  at 
Broadway.  Further  development  of  the 
plan  may  indicate  that  these  loading 
stations  are  not  all  most  advantageously 
placed.  It  may  also  prove  advisable  to 
move  the  position  of  the  .  portals 
slightly,  but  it  is  the  opinion  that  in 
principal  the  plan  is  the  best  which 
can  be  developed  at  a  minimum  cost 
to  take  care  of  the  situation  in  the 
central  district. 

With  the  addition  of  two-car  and 
three-car  train  equipment  to  the  system 
it  is  the  belief  of  the  Street  Railway 
Department  that  the  plan  now  advanced 
will  do  more  than  anything  else  to  care 
for  the  traffic  increases  in  Detroit  pend- 
ing the  time  the  city  is  justified  and 
willing  to  go  ahead  with  a  comprehen- 
sive rapid  transit  system. 


With  the  portals  as  suggested  it  will 
be  possible  to  bring  into  the  under- 
ground terminals  practically  every  car 
entering  the  half-mile  circle.  It  is  the 
tentative  plan,  however,  not  to  operate 
the  Fourteenth,  Sherman,  Brush,  Har- 
per, Jefferson,  Fort  East,  Myrtle  and 
Springwells  lines  into  the  tubes  down- 
town. With  the  other  cars  removed 
from  the  surface  in  the  central  district 
it  will  be  possible  to  speed  up  the  oper- 
ation of  cars  of  the  lines  mentioned 
from  the  downtown  section  by  a  surface 
loop. 

A  plan  for  financing  future  rapid 
transit  construction  is  now  before  the 
Michigan  Legislature  in  the  Wilcox- 
Culver  bill.  This  measure,  if  passed, 
would  permit  bonding  a  municipality 
for  rapid  transit  construction  to  the 
limit  of  4  per  cent  of  the  assessed 
valuation.  Under  such  arrangement  the 
sum  of  $80,000,000  would  be  avail- 
able under  Detroit's  present  assessed 
valuation. 


Samuel  Insull  Urges 
Chicago  Subway 

Transportation  as  the  first  essential 
prerequisite  to  a  metropolitan  district 
of  Chicago  was  the  keynote  voiced  by 
Samuel  Insull  at  the  City  Club  of  Chi- 
cago on  the  occasion  of  a  meeting  for 
metropolitan  planning.  The  meeting 
was  called  in  order  to  "Plan  our  growth 
and  grow  to  our  Plan,"  as  the  slogan 
says.     Mr.  Insull  said  in  part: 

No  great  plans  for  a  metropolitan  dis- 
trict of  Chicago  and  its  environs  can  bo 
a  success  witliout  adequate  and  sufficient 
transportation  facilities  in  order  to  carry 
the  workers  from  the  working  or  manufac- 
turing districts  into  the  suburbs  or  home. 
A  building  program  of  transportation  facili- 
ties must  be  launched  with  a  view  to  the 
larger  growth  of  the  city  which  will  pro- 
vide for  a  population  of  6.000,000  people  In 
1960. 

Speaking  as  a  director  of  two  of  the 
largest  utilities  in  Chicago,  he  stated 
that  the  Commonwealth  Edison  Com- 
pany will  spend  $25,000,000,  the  Peoples 
Gas  Light  &  Coke  Company  $3,000,000 
and  the  Illinois  Bell  Telephone  Com- 
pany $12,000,000  in  the  coming  year  in 
and  around  Chicago. 

The  transportation  system  in  Chicago 
must  spend  a  like  amount  in  the  com- 
ing years  in  order  to  relieve  traffic  con- 
gestion and  provide  adequate  transpor- 
tation. According  to  "Mr.  Insull,  the 
first  step  in  providing  this  transporta- 
tion is  an  underground  system  start- 
ing from  Eighteenth  Street  on  the 
south  and  ending  at  North  Avenue  on 
the  north.  The  latest  figures  indicated 
that  on  this  plan  a  four-track  subway 
would  cost  about  $30,000,000  and  would 
bo  the  first  step  in  the  transportation 
solution.  This  amount  of  money  could 
readily  be  made  available  for  the  pro- 
ject from  the  transportation  funds  of 
the  city. 


490 


Electric    Railway    Journal 


Vol.  61,  No.  11 


Thompson  Is  Through 

Mayor  Thompson  of  Chicago  ap- 
parently is  through  as  a  factor  in  public 
life  in  Chicago.  At  the  election  in  Chi- 
cago last  fall  there  was  no  direct  issue 
affecting  the  public  utilities,  but  the 
candidates  having  his  backing  were 
defeated  at  the  polls.  As  if  that  were 
not  enough,  Arthur  C.  Leuder,  the 
Brundage-Crowe-Deneen  coalition  can- 
didate, won  the  nomination  for  Mayor 
easily  in  the  primaries  on  Feb.  27.  He 
defeated  Edward  R.  Litsinger,  who  is 
described  as  leading  the  forlorn  rem- 
nant of  the  Thompson  forces.  Leuder 
resigned  as  postmaster  to  give  battle  to 
Thompson.  His  victory  was  bigger 
than  his  managers  expected.  His  two 
running  mates  had  no  opposition. 

On  the  Democratic  side  there  was 
only  one  ticket.  The  choice  of  the 
Democrats  for  Mayor  was  William  E. 
Dever.  The  Republicans  are  loudly  pro- 
claiming unification  of  their  party  in 
Chicago,  but  the  Democrats  are  more 
than  ever  confident  of  their  ability  to 
elect  their  candidate  for  Mayor.  They 
may  be  counted  upon  to  take  full  ad- 
vantage of  the  schism  that  has  pre- 
vailed in  the  Republican  ranks,  the 
scandals  of  the  present  City  Hall  ad- 
ministration and  the  crushing  burden  of 
taxation  that  has  been  placed  upon  the 
citizens  since  the  election  of  Mayor 
Thompson  eight  years  ago. 


New  Franchise  Proposed 

A.  C.  Blinn,  general  manager  of  the 
Northern  Ohio  Traction  &  Light  Com- 
pany, proposed  to  Akron  city  officials 
recently  a  new  twenty-five-year  railway 
franchise,  effective  Feb.  1,  1924,  pro- 
viding for  a  6-cent  fare  with  free  trans- 
fers, elimination  of  competition  along 
the  company's  lines,  relief  from  the 
initial  cost  of  street  paving  between  the 
company's  tracks  and  $1,000,000  in  pro- 
posed additions,  extensions  and  im- 
provements to  the  company  property  in 
the  first  five  years  under  the  new  grant. 

By  an  agreement  entered  into  with 
the  City  Council  the  Northern  Ohio 
Traction  &  Light  Company  has  been 
charging  a  flat  5-cent  rate  for  several 
years.  The  existing  franchise  provides 
for  the  sale  of  twenty-five  tickets  for 
$1.  The  new  offer  includes  nine  tickets 
for  50  cents. 


$4,500,000  Transit  Plan  Urged 
at  Boston 

At  the  conclusion  of  a  public  hearing 
held  recently  on  the  plan  to  run  Dor- 
chester tunnel  trains  over  the  tracks 
of  the  New  England  Railroad  to  Fields 
Comer  and  Mattapan,  the  consensus  of 
opinion  among  the  committeemen  was 
in  favor  of  putting  the  scheme  into 
operation  to  Fields  Comer  as  soon  as 
possible.  No  formal  vote  of  the  joint 
committees  was  taken,  but  it  is  ex- 
pected that  the  extension  to  Fields 
Comer  will  be  recommended  to;  the 
Legislature  at  the  present  session. 

Appearing  at  the  hearing  and  giving 
their   hearty    approval    to    the    Fields 


Comer  plan  were  representatives  of  the 
Boston  Elevated,  the  New  Haven  Rail- 
road and  the  city  of  Boston.  No  one 
appeared  in  opposition.  The  cost  of  the 
project  is  estimated  at  $4,500,000. 

H.  Ware  Barnum,  counsel  for  the 
Elevated  trustees,  said  that  congestion 
at  Andrew  Square  has  become  so  great 
that  steps  must  be  taken  to  distribute 
the  traffic  during  rush  hours. 

Transit  Hearings  Begun 

Committee  Appointed  Recently  by 

Mayor  Opens  Sessions  to  Which 

Public  Is  Invited 

The  committee,  consisting  of  Milo  R. 
Maltbie,  Morris  Llewellyn  Cooke  and 
Francis  Lee  Stuart,  appointed  by  Mayor 
Moore  of  Philadelphia  to  study  the 
various  rapid  transit  plans  that  have 
been  proposed  for  the  city  of  Philadel- 
phia and  report  to  him  on  routes,  held 
its  first  session  on  March  9. 

After  the  meeting  had  been  turned 
over  to  him  by  Mayor  Moore,  Mr.  Malt- 
bie said  that  every  one  desiring  to  speak 
would  be  heard.  Col.  W.  B.  Barber, 
chairman  of  the  public  utilities  com- 
mittee of  the  Chamber  of  Commerce, 
read  a  typewritten  statement  embody- 
ing the  views  of  the  Chamber  of  Com- 
merce. He  took  no  sides  as  to  any 
particular  route,  but  indicated  that  the 
need  for  constmction  of  high-speed  lines 
was  imperative  and  that  the  Chamber 
of  Commerce  would  be  behind  whatever 
plan  might  finally  be  adopted. 

Edward  E.  Ziegler,  representing  the 
United  Business  Men's  Association, 
North  Philadelphia  Business  Men's  A.s- 
sociation  and  the  joint  transit  commit- 
tee of  the  Central  Labor  Union,  said 
that  he  favored  the  original  Taylor  plan 
with  only  "such  modifications  as  you 
engineers  decide  are  necessary."  C. 
Oscar  Beasley  pleaded  with  the  com- 
missioners "to  give  Philadelphia  a  push 
up  the  transit  hill."  He  said  he  favored 
construction  of  elevated  lines  where 
possible  as  opposed  to  the  more  costly 
subway  construction. 

Ralph  T.  Senter,  operating  vice-presi- 
dent of  the  Philadelphia  Rapid  Transit 
Company,  promised  that  that  company 
would  enter  negotiations  looking  to  an 
operating  agreement  for  the  city-built 
lines  when  the  commission  submitted 
its  report.  He  said  that  Mr.  Mitten's 
letter  of  Jan.  8  had  been  misconstrued. 
It  was  at  this  point  that  Mr.  Senter 
gave  assurance  that  Mr.  Mitten  would 
study  the  plans  and  take  up  with  the 
committee  an  operating  agreement  when 
the  plans  were  completed. 

It  will  be  recalled  that  the  commission 
is  under  instructions  from  the  Mayor 
to  proceed  immediately  to  an  examina- 
tion and  survey  of  the  plans  of  the 
Broad  Street  subway,  delivery  loop  and 
other  authorized  high-speed  lines  pre- 
pared by  the  Department  of  City  Transit 
and  to  report  back  to  the  Mayor  on  or 
before  April  15  if  possible,  so  that  the 
recommendations  may  be  submitted  to 
the  Council  and  a  report  made  to  the 
people  with  respect  to  a  comprehensive 
high-speed  system  adequate  to  the  pres- 
ent, and  future  needs  of  the  city. 


Fare  and  Valuation  Matters 
Up  in  Denver 

Henry  A.  Dabbs,  Denver  attorney, 
was  appointed  master  in  chancery  on 
March  2  by  Federal  Judge  Robert  E. 
Lewis  to  take  the  testimony  in  the  fare 
controversy  of  the  Denver  (Colo.) 
Tramway  which  is  pending  in  the 
United  States  District  Court.  March 
12  was  fixed  by  the  court  for  the  com- 
mencement of  the  taking  of  evidence  on 
the  value  of  the  property.  Separate 
valuations  will  be  filed  by  the  city  and 
the  receiver  of  the  company. 

Upon  petition  made  shortly  after  his 
appointment,  E.  Stenger,  receiver  of  the 
company,  secured  an  injunction  from 
the  Federal  District  Court  restraining 
the  city  from  enforcing  a  6-cent  maxi- 
mum fare  ordinance  upon  the  ground 
that  it  was  confiscatory.  The  conten- 
tion of  the  city  that  the  company  was 
bound  to  carry  passengers  for  5  cents 
under  a  provision  of  its  franchise,  uj  c 
the  theory  that  this  constituted  a  con- 
tiact,  was  over-ruled  by  the  court  and 
permission  was  granted  Receiver  Sten- 
ger to  increase  the  fare  to  8  cents  cash 
or  two  tickets  for  15  cents.  The  ruling 
of  the  lower  court  was  sustainei 
the  Circuit  Court  of  Appeals  and  appli- 
cation by  the  city  for  rehearing  was 
denied. 

The  present  proceedings  are  in  the 
same  case,  but  on  an  application  by  the 
receiver  to  make  permanent  the  tempo- 
rary injunction  granted  at  the  prelim- 
inary hearing  in  March,  1921. 

The  city  of  Denver  has  taken  an  ap- 
peal to  the  Circuit  Court  of  Appeals 
from  the  decision  of  the  lower  court  in 
its  franchise  tax  case  against  the  re- 
ceiver of  the  Denver  Tramway.  The 
franchise  granted  the  company  in  1906 
imposed  a  tax  of  $5,000  a  month. 
This  payment  had  not  been  made  for 
some  time  prior  to  the  appointment  of 
the  receiver  on  Dec.  24,  1920,  and  has 
not  been  paid  since  then. 

Early  in  the  year  1922  the  city  filed 
a  petition  with  the  Federal  District 
Court  asking  that  the  city  be  given  a 
preferred  claim  on  the  franchise  tax 
debt  in  order  that  the  city  might  be 
taken  care  of  before  other  debts  of  the 
company  were  paid.  Judge  Lewis  in  a 
written  opinion  handed  down  April  25, 
1922,  ruled  that  the  city  was  not  en- 
titled to  a  preferred  claim,  but  the  court 
did  not  rule  on  the  question  whether 
the  city  was  entitled  to  the  franchise 
tax  money. 


Employees  Seek  Wage  Increase 

Trainmen  of  the  Municipal  Railway, 
San  Francisco,  Calif.,  have  presented 
demands  to  T.  A  Reardon,  president 
of  the  Board  of  Works,  through  Presi- 
dent Curry  and  Secretary  Rowe  of  the 
carmen's  union  for  a  wage  increase  of 
$1  a  day.  At  present  conductors  and 
motormen  are  receiving  $5  a  day. 

Mr.  Reardon  said  that  the  advance, 
if  allowed,  would  mean  an  additional 
outlay  of  $400,000,  which  it  would  be 
impossible  for  the  city  to  meet. 


March  17,  1923 


Electric    Railway    Journal 


491 


Hearing  on  New  York  Transit  Bill 

Local  New  York  City  Measure  Only  One  of  Five  Bills  Considered  at 

Session  on  March  14 — Slight  Chance  Ahead  for  Passage  of 

Bill,  Which  Provides  for  Municipal  Ownership 

A  JOINT  legislative  committee  hear-  ample,  that  the  Mayor  seeks  power  to 
ing  was  held  on  March  14  before  establish  municipal  bus  lines,  when  un- 
the  public  service  commiltees  of  the  der  the  present  law  such  lines  can  now 
Senate  and  Assembly.  While  it  had  be  established  by  the  granting  of  cer- 
originally  been  intended  to  consider  five  tificates  of  authority  and  then  obtain- 
measures  affecting  the  regulation  of  ing  of  certificates  of  convenience  and 
public  utilities,  only  the  Walker-Dono-  necessity  from  the  public  service  corn- 
hue  bill  was  considered.  This  measure  mission.  He  charged  that  the  Mer- 
would  grant  to  the  city  of  New  York  chants  Association  had  employed  an 
the  power  to  construct,  acquire,  own,  op-  expert  committee  to  study  and  report 
erat*  and  regulate  its  transit  facilities,  upon  the  plans  of  the  Transit  Commis- 
The  other  bills  went  over  until  March  20.  sion  and  those  of  the  Mayor  and  that 

The  hearing  lacked  much  of  the  snap  this  report  shows  that  the  plan  sug- 
of  similar  hearings  of  previous  years,  gested  by  the  Mayor  would  be  not  only 
Such  shining  legal  lights  as  Job  Hedges  expensive  and  extravagant  but  would 
and  William  H.  Guthrie  were  conspic-  result  in  worse  crowding  in  the  subways 
uous  by  their  absence  while  the  opposi-  than  is  experienced  at  the  present  time, 
tion  developed  the  unique  idea  of  He  attacked  the  Mayor  for  not  co- 
having  their  sentiments  voiced  almost  operating  with  the  present  transit  corn- 
entirely  by  so-called  "reformers."  mission  in  putting  into  effect  the  plan 

The  opposition  was  heard  first  and  it  has  prepared.  He  concluded  his  re- 
was  lead  by  William  McCarroll,  presi-  marks  with  the  statement  that  some 
dent  of  the  New  York  State  Chamber  of  people  say:  "Go  ahead  and  give  Mr. 
Commerce  and  former  public  service  Hylan  all  the  rope  he  wants  and  he  will 
commissioner.  Mr.  McCarroll  attacked  hang  himself"  This  would  be  a  very 
the  delegation  of  power  by  the  Legisla-  dangerous  thing  to  do  because  that 
ture  to  an  official  body  elected  by  the  rope  might  cost  the  people  $150,000,000 
people  of  the  city  of  New  York  for  an  to  $200,000,000 


entirely  different  purpose  than   trans 
portation   regulation,  which   in   turn  is 


Perhaps  the  star  speaker  of  the  op- 
position was  Bernard  M.  Wallstein,  of 


given  authority  to  delegate  its  power  so    the  Citizens  Union,  who  agreed  that  a 

number  of  provisions  of  the  bill  are 
good  ones,  but  attacked  the  measure 
from  the  standpoint  of  the  city  being 
called  to  regulate  utilities  of  which  it 
would  itself  be  a  party  to  the  action. 


conferred  to  other  bodies  of  such  city 
•  government. 

Former  Commissioner 
Opposes  Mb:asuke 

Mr.  McCarroll  also  raised  the  ques- 
tion   of    the    constitutionality    of    the 
measure  in  the  delegation  of  powers  of 
regulation   to   a   body   that   is    itself  a 
party  in  interest  to  proceedings  which 
it  may  be  called  upon  to  adjudicate.  The 
speaker    also    drew    attention    to    the 
statement  of  Governor  Smith  in  1920 
that  the  state  should  not  delegate  the 
power  of  regulation  of  utilities  to  any 
body  that  is  not  directly  responsible  to 
the   Legislature.     Mr.    McCarroll   said 
the  present  measure  meant  a  return  to 
the  old  system  of  thirty  years  ago  and 
declared  that  in  thirty-six  states  state 
regulation  has  proved  successful,  that 
in  each  of  these  states  the  welfare  of 
the    people    has    been    promoted    and 
against  none  of  these  commissions  has 
at  any  time  a  word  of  suspicion  been 
had    as    to    their    operation.      He    at- 
tacked municipal  ownership  and  opera- 
tion    as     fundamentally     wrong     and 
stated  it  was  inherent  that  such  regrula- 
tion  should  be  or  would  become  politi- 
cally   affected    and    voiced    a    protect 
against  the  state  giving  to  any  locality 
the  right  of  local  regulation. 

Dr.  William  J.  Sheflin,  president  of 
the  Citizens'  Union  of  the  city  of  New 
York,  stated  the  measure  might  pro- 
perly be  entitled  "A  bill  to  give  more 
power  to  the  Mayor  in  transit  matters 
who  has  obstinately  refused  to  use  the 
power  he  already  has."  The  administra- 
tion of  buses  at  the  present  time  in  the 
city  of  New  York  was  cited  as  an  ex- 


Points  Made  by  Opposition 

to  New  York  City  Bill 

Opponents  of  the  measure  ar- 
gued that: 

1.  It  would  be  unconstitutional  to 
delegate  legislative  power  to  the 
Board  of  Estimate,  as  the  city 
would  be  a  principal  in  all  matters 
in  dispute. 

2.  Legislative  authority  should 
not  be  delegated  to  a  body  not 
responsive  or  responsible  to  the 
Legislature. 

3.  The  entire  transit  problem 
would  be  speedily  solved  if  the 
Hylan  administration  would  co- 
operate instead  of  playing  politics. 

4.  It  would  create  a  commission 
of  puppets  or  rubber  stamps  for 
the  Hylan  administration. 

5.  All  other  public  improvements 
would  be  blocked  because  of  the 
tremendous  cost  of  municipal 
operation. 

Claims  Made  for  New  York 

City  Bill 

Supporters  contended  that  if 
enacted  into  law,  the  bill's  results 
would  be: 

1.  Partial  solution  of  the  New 
York  transportation  problem  in 
sixty  days. 

2.  An  end  to  the  agitation  over 
transit  and  adequate  transit  facil- 
ities for  New  York. 


He  also  attacked  the  probable  person- 
nel of  the  commission  or  body  which 
might  be  appointed  by  the  Mayor.  He 
laid  much  emphasis  on  the  fact  that 
Governor  Smith  in  1920  vetoed  a  similar 
measure  which  would  have  given  to  the 
city  of  Buffalo  regulation  of  certain  of 
its  own  utilities  because  it  delegated 
state  sovereignty,  which  is  inviolate 
and  which  should  not  be  delegated  by 
the  Legislature  to  any  municipality. 

Alfred  T.  Davidson,  representing  the 
owners  of  the  property  of  the  Third 
Avenue  Railroad  System,  attacked  the 
bill  as  anarchistic  and  unrivalled  by 
anything  produced  in  Socialistic  Russia. 
He  brought  out  the  point  that  the  sur- 
face railways  carry  43  per  cent  of  all 
trafiRc  in  the  city  of  New  York;  that  it 
is  the  intent  of  the  bill  to  confer  au- 
thority upon  the  city  of  New  York  to 
scrap  all  of  these  lines. 

Mr.  Davidson  brought  out  that  there 
is  a  legal  way  to  operate  buses  in  New 
York  city  when  they  are  really  needed, 
but  that  the  city  has  continued  by 
illegal  means  to  attempt  to  operate 
bus  lines  where  such  lines  are  not 
needed;  that  the  Third  Avenue  system 
has  applied  and  waited  for  two  and  one- 
half  years  for  permission  to  operate 
buses  on  the  Concourse  in  the  Bronx 
without  success.  He  also  attacked  the 
bill  as  confiscatory  to  the  surface  lines 
particularly  the  provision  which  allows 
the  commission  the  power  of  removal 
and  relocation  of  tracks  and  expressed 
the  fear  that  the  city  would  exercise  its 
powers  in  such  a  way  as  to  first  ruin  the 
property  of  the  companies  and  then  buy 
it  in  at  the  depreciated  figpire. 

Mayor  and  Comptroller  Speak 
Raymond   B.    IngersoU    of   the    City 
Club  went  on  record  as  being  absolutely 
against  city  control  of  its  public  utili- 
ties as  being  unsafe  and  dangerous.    He 
objected  to  the  organization  plan,  the 
uncertainty  of  the  personnel  and  of  the 
powers  and  duties  intended  to  be  con- 
ferred under  the  bill  and  expressed  hone 
that  the  present  Transit  Commission  be 
continued.    He  criticised  the  drafters  of 
the  bill  for  failure  to  make  any  provi- 
sion for  public  hearings  and  discussion 
before    important   steps   involving   the 
expenditure  of  millions  of  dollars  might 
be  taken  under  it  and  called  attention  to 
the  apparent  conflict  between  many  of 
the   provisions    of   the   bill.      He   also 
brought  out  a  joker  in  section  86  of  the 
bill  which  states  the  rate  of  fare  to  be 
charged  shall  not  exceed  6  cents  per 
person   for   one  continuous   ride,   "ex- 
cept  by    special    authorization    of   the 
Board  of  Estimate  and  Apportionment," 
and  charged   that  the   latter   wording 
would  permit  of  a  10-cent  fare  if  such 
body  was  disposed  to  exact  it. 

Mayor  John  F.  Hylan  was  the  first 
speaker  for  the  bill.  He  said  that  if 
the  Walker-Donohue  bill  is  passed  the 
city  will  give  to  the  people  a  transit 
program  that  will  serve  the  people  and 
not  the  interests  of  those  who  want  to 
get  the  profit  out  of  the  nickle.  Mr. 
McCarroll  is  very  much  in  fear  of  the 
bondholders  and  property  owners  not 
being  properly  treated,  said  the  Mayor, 
The  city  has  invested  about  $300,000,- 


492 


Electric    Railway    Journal 


Vol.  61,  No.  11 


000  in  subways  and  the  profit  has  all 
gone  to  the  traction  interests.  "What 
we  are  desirous  of  getting,"  said  the 
Mayor,  "is  a  little  of  that  profit  and 
if  possible  manage  some  of  the  prop- 
erty which  the  city  owns." 

The  Mayor  said  the  present  Transit 
Commission  has  cost  the  city  of  New 
York  more  than  $4,000,000  and  had 
done  nothing.  According  to  him  the 
enactment  of  the  Walker-Donohue  bill 
would  mean  that  the  city  of  New  York 
could  start  construction  at  once  and 
new  municipal  buses  operating  over 
fifty  routes  at  a  5-cent  fare  could  be 
on  the  streets  before  next  summer. 
The  Mayor  charged  that  the  time  of  the 
Transit  Commission  had  been  devoted 
to  the  concoction  of  a  scheme  to  unload 
millions  of  dollars  of  worthless  trac- 
tion lines  on  the  city  of  New  York. 

The  Mayor  scouted  the  idea  that  the 
city  is  financially  unable  to  proceed 
with  the  building  of  its  own  subways 
and  transit  faciiides,  stating  ti.at 
$40,000,000  a  year  of  construction  is  all 
that  it  is  physically  possible  to  do. 
This  amount  is  entirely  within  the  finan- 
cial ability  of  the  city.  The  Mayor 
argued  at  length  that  if  bridges,  water 
supply  and  other  public  works  could  be 
administered  by  the  city  with  economy, 
the  city  could  operate  its  own  transit 
facilities  to  advantage. 

Charles  L.  Craig,  Comptroller  of  the 
city  of  New  York,  went  quite  thor- 
oughly into  the  history  of  interference 
by  the  Legislature  with  the  street 
car  interests  of  the  city  of  New  York, 
going  back  to  the  year  1860  when  the 
Legislature  took  away  from  the  city  of 
New  York  the  right  to  grant  franchises 
for  the  use  of  its  streets  and  issued  by 
legislative  enactment  a  number  of  per- 
petual franchises  which  it  had  the 
timerity  to  pass  over  the  then  Gov- 
ernor's veto.  He  stated  that  the  legis- 
lation now  asked  was  only  a  restora 
tion  of  power  formerly  vested  in  the 
city. 

Other  speakers  for  the  measure  were: 
Murray  Hulburt,  President  of  the  Board 
of  Aldermen;  Edward  Riegelman, 
Borough  President  of  Brooklyn;  F.  L. 
La  Guardia,  former  President  of  the 
Board  of  Alderman;  Maurice  Connolly, 
Borough  President  of  Queens;  George 
Nicholson,  Corporation  Counsel  of  the 
city  of  New  York,  and  Edward  Flynn, 
Sheriff  of  Bronx  County. 

It  is  expected  the  bill  will  be  passed 
in  the  Senate  some  time  next  week.  Its 
fate  in  the  Assembly  will  depend  upon 
how  many  up-State  Republican  votes 
can  be  mustered  in  its  favor.  It  would 
appear  to  have  much  more  of  a  chance 
of  passage  than  any  other  of  the  so- 
called  administration  measures. 


Bond  Issue  for  Improvements 
Fails  for  Second  Time 

The  proposed  bond  issue  of  $5,000,000 
for  making  extensions  to  the  Detroit 
municipal  street  railways  and  buying 
new  equipment  failed  for  the  second 
time  to  receive  the  necessary  60  per 
cent  of  the  votes  when  placed  on  the 
March  7  primary  election  ballot.  Ac- 
cording to  a  count  of  the  ballots,  the 


number  of  favorable  votes  was  49,877, 
with  36  230  negative  votes,  giving  a 
majority  of  approximately  58  per  cent 
in  favor  of  the  project.  The  City 
Council  has  voted  unanimously  to  put 
the  bonding  proposition  on  the  ballot 
again  for  the  April  2  election.  The 
placing  on  the  ballot  of  the  proposition 
to  bond  for  $12,000,000  for  the  city's 
new  municipal  lighting  plant  has  also 
been  voted  by  the  Council.  These  steps 
have  been  taken  in  spite  of  the  action 
by  the  State  Legislature  delaying  the 
Culver  bill  providing  for  raising  De- 
troit's bonding  limit.  It  is  pointed  out 
that  if  the  bill  fails  to  pass  the  Legis- 
lature, the  city's  increased  valuation 
this  year  will  provide  for  additional 
bonds  to  the  amount  of  $3,000,000  to 
?4,000,000.  The  municipal  lighting 
plant  would  be  used  as  a  source  of 
additional  power  for  the  street  cars. 


Bill  to  Abolish   Commission  Fails. — 

The  bill  proposed  in  the  Utah  Legisla- 
ture abolishing  the  State  Utilities 
Commission  and  others  proposing  vari- 
ous changes  in  the  commission  failed 
of  enactment.  The  Legislature  ad- 
joined on  March  8. 


Trackless  Trolley  Requested 

The  Philadelphia  (Pa.)  Rapid  Transit 
Company  on  March  8  asked  the  city  for 
authority  to  operate  a  trackless  trol- 
ley line  on  Oregon  Avenue,  between 
Eighteenth  Street  and  Delaware  Ave- 
nue. Councilman  Gaffney  introduced  the 
ordinance  in  Council  at  the  request  of 
the  company.  It  was  referred  to  the 
Councilmanic  committee  on  transporta- 
tion and  public  utilities. 

The  present  fare  would  prevail  on  the 
proposed  route,  with  free  transfers  to 
intersecting  lines.  Recently  Thomas  E. 
Mitten  said  the  company  planned  such 
a  line.  As  explained  previously  in  the 
Electric  Railway  Journal,  the  Penn- 
sylvania Rapid  Transit  Company  has 
been  organized  as  an  underlying  com- 
pany to  operate  the  new  line. 

The  ordinance  also  gives  the  company 
the  right  to  build  on  Sixteenth,  Seven- 
teenth, Wolf  and  Jackson  Streets,  in 
order  to  reach  the  carhouse  at  Sixteenth 
and  Jackson  Streets.  It  provides  the 
lines  shall  be  in  operation  within  a 
year  after  the  issuance  of  a  certificate 
of  public  convenience  from  the  Public 
Service  Commission. 


c 


Foreign  News 


3 


$500,e00  for  Power 
Improvement 

In  anticipation  of  the  opening  of  the 
extensions  of  the  London  Undersround 
Railways  now  under  construction,  a 
contract  has  been  placed  for  a  15,000- 
kw.  turbo-alternator  for  the  power 
station  at  Chelsea.  The  turbine  will 
be  constructed  by  C.  Parsons  &  Com- 
pany and  the  alternator  by  the  Metro- 
politan-Vickers  Electrical  Company. 
The  cost  will  be  £53.000,  exclusive  of 
condensing  plant,  the  contract  for 
which  has  yet  to  be  placed.  Other  im- 
provements at  Chelsea  will  cost  £47,600, 
so  that  more  than  £100.000  is  about  to 
be  spent  on  the  Chelsea  equipment.  The 
total  capacity  of  the  station  will  then 
be  93,000  kw. 

To  accelerate  the  speed  at  which 
tickets  are  issued  at  London  Under- 
ground Railway  booking  offices,  the 
company  has  been  experimenting  with 
"Roltio"  ticket-issuing  machines  for 
some  time  at  a  number  of  busy  sta- 
tions. These  machines  are  prepared  to 
a  design  of  the  underground  railways 
and  they  almost  instantaneously  space, 
date  and  issue  the  ticket  to  the  passen- 
ger. In  tests  as  to  the  speed  of  book- 
ing passengers,  the  best  result  ob- 
tained so  far  was  1,174  tickets  issued 
in  an  hour.  In  that  hour,  change  had 
to  be  given  to  492  passengers.  Roll 
tickets  are  used  at  a  cost  of  only  half 
the  price  of  card  tickets.  Further, 
when  1,000  tickets  have  been  issued, 
the  roll  is  replaced,  whereas  card  ticket 
cases  have  to  be  refilled  after  the  issue 
of  250  tickets.  Another  successful  ex- 
periment has  been  a  IJ  d.  slot  ticket 


machine  electrically  connected  to  the 
passimeter.  When  a  passenger  inserts 
his  money  in  this  machine  he  obtains 
as  usual  a  dated  and  canceled  ticket 
and  the  passimeter  unlocks  automati- 
cally so  that  he  may  pass  through. 

Lord  Ashfield,  chairman  of  the  Lon- 
don Underground  Electric  Railways  and 
the  London  General  Omnibus  Com- 
pany, has  been  holding  forth  to  rep- 
resentatives of  the  London  daily  press 
on  the  iniquity  of  allowing  small  com- 
panies to  run  buses  in  competition 
with  the  general  company's  services. 
He  professes  not  to  object  to  genuine 
competition,  but  to  the  fact  that  these 
small  concerns  i-un  only  on  the  most 
congested  and  remunerative  routes, 
while  his  company,  in  the  public  inter- 
est, provides  services  on  unremunera- 
tive  routes.  The  sponsor  of  one  of  the 
small  companies  has  replied  hotly. 
Among  other  things  he  points  out  that 
a  few  days  after  he  instituted  a  service 
on  a  crosstown  route  where  there  were 
practically  no  facilities  the  London 
General  swamped  the  business  by  put- 
ting on  a  great  number  of  buses  in 
competition. 

It  has  also  been  pointed  out  by 
the  tramway  interests  that  the  Lon- 
don General  carries  on  absolutely  un- 
regulated competition  with  the  various 
metropolitan  tramway  undertakings. 
On  some  routes  duriner  the  rush  hours 
the  tramways  can  carry  all  the  traffic 
so  that  the  buses  are  quite  unneces- 
sary. The  latter  would  probably  not 
be  run  on  tramway  routes  were  it  not 
for  the  gold  mine  which  the  buses  find 
in  the  city  and  the  West  End  where  no 
tramways   are    allowed. 


March  17,  1923 


Electric    Railway    Journal 


493 


c 


Financial  and  Corporate 


1 


Traffic  and  Earning  Figures 
Compared 

Loss  in  New  York  City  Only  $2,043,760 

in  Year  1922  Compared  with 

$16,914,256  in  1921 

The  gross  traffic  of  the  street  railroad 
companies  under  the  jurisdiction,  of  the 
New  Yorlc  Transit  Commission  as  pre- 
sented in  the  report  of  that  body  to  the 
Legislature  for  1922  shows  an  increase 
for  the  year  of  98,404,521,  to  which 
there  may  be  added  the  increase  upon 
the  routes  operated  by  the  Fifth  Avenue 
Coach  Company,  making  a  total  in- 
crease of  more  than  100,000,000.  This 
does  not  include  any  traffic  upon  steam 
railroad  lines,  nor  upon  the  electrically- 
operated  divisions  of  such  roads. 

Numerically  the  greatest  increase 
shown  was  upon  the  surface  lines  of 
Brooklyn,  the  figures  of  the  Brooklyn 
City  Railroad  and  of  two  small  and 
relatively  unimportant  lines,  being 
combined  with  those  of  the  B.  R.  T. 
system.  This  Brooklyn  increase  was 
54,431,425.  While  indicating  very  great 
traffic  increments,  this  high  figure  is  in 
part  accounted  for  by  the  fact  that  on 
the  Brooklyn  lines,  during  the  preced- 
ing fiscal  year  there  was  a  disastrous 
■  strike,  resulting  in  the  continued  cessa- 
tion of  operation  of  several  lines  and 
a  reduction  of  the  totals  upon  prac- 
tically all  below  the  normal  figure 
■which  might  have  been  expected.  For 
the  same  reason,  as  they  were  also 
affected  by  the  strike,  the  B.  R.  T.  rapid 
transit  lines  showed  a  traffic  gain  for 
1922  of  39,776,589. 

A  marked  change  was  reported  in  re- 
spect to  the  figures  of  the  Interborough 
Rapid  Transit  Company.  In  recent 
years,  with  each  annual  report,  the  sub- 
way and  elevated  lines  of  this  system 
have  shown  substantial  and  in  some  in- 
stances, remarkable  gains  in  traffic.  The 
past  fiscal  year,  however,  revealed  a  re- 
markable reduction  in  the  rate  of  in- 
crease upon  the  subway  lines  of  this 
company,  with  a  total  traffic  of 
644,975,474,  which  -was  an  increase  of 
only  5,589,694  over  the  previous  year, 
in  which  year  the  increase  over  1920 


■was  more  than  53,000,000.  Some  sub- 
way routes  of  the  Interborough  showed 
an  actual  traffic  loss.  Still  more  re- 
markable was  the  decrease  upon  the 
Interborough  elevated  lines,  where  the 
traffic  fell  25,775,835  below  the  1921 
figure.  The  year  previous  had  shown  a 
slight  gain.  The  Interborough's  ele- 
vated loss  is  difficult  to  explain,  save  in 
one  instance,  ■where  the  Sixth  Avenue 
line,  closely  paralleled  by  the  Broad- 
way subway  of  the  B.  R.  T.,  lost  nearly 
11,000,000,  while  the  Brooklyn  com- 
pany's subway  line  gained  more  than 
15,000,000  passengers.  It  is  also  be- 
lieved that  a  part  of  the  loss  is  repre- 
sented by  a  diversion,  through  prefer- 


trolley  lines  were  in  operation  only  a 
portion  of  the  year  during  1921.  The 
gain  upon  all  rapid  transit  lines,  a  little 
more  than  23,000,000  passengers,  was  at 
the  rate  of  1.52  per  cent.  Upon  surface 
lines  the  gain  was  7.70  per  cent.  The 
combined  gain,  for  all  lines,  was  3.95 
per  cent. 

Financial  Resuls  of  Operation 
The  accompanying  tables  show  (1) 
the  number  of  revenue  passengers  re- 
ported by  the  several  systems,  the  esti- 
mated population  of  the  city  of  New 
York  and  the  average  number  of  ride? 
per  capita  for  the  fiscal  years  1920, 
,1921  and  1922;  (2)  the  street  railway 
traffic  for  1860,  1870,  1880,  1890,  1900, 
and  for  every  year  from  1910  to  1921, 
inclusive;  (3)  the  results  of  operation, 
from  the  financial  standpoint,  from 
the  year  1908  to  the  year  1922,  inclu- 
sive. 


STREET  RAILWAY  TRAFFIC  IN  NEW  YORK  CITY,  1920-1922 
Number  of  Revenue  Paasengers  (Cash  Fares) 


Subway  and  elevated  lines: 
Interborough — 

Subway 

Elevated 

B,  R.  T.  elevated  and  subway. . . 
Hudson  and  Manhattan  tubes. . 

Total 

Street  surface  lines  in; 

Borough  of  Manhattan 

Borough  of  the  Bronx 

Borough  of  Brooklyn 

Borough  of  Queens  (a) 

Borough  of  Richmond 

Total 941,420,788 

Grand  total 2,365,587,369 

Population  (b) 5,620,048 

Fares  per  capita 421 


ear  Ending  Jun 
1921 

639,385  780 

374,293,051 

404,970,640 

95,607,645 

1,514.257.116 

384.128.024 

107.675.507 

418.106.603 

51.944.034 

15.797,894 

I 

ncreasB*  of    19 
1921 
Number    1 

5,589,694 

D25. 775,835 

39.776.589 

3.497.244 

23.087.692 

4.229.743 
7.004.013 
54.431.425 
6.882.417 
2.769.231 

22  over 

1920 

586,098,633 

369,034,477 

376,782,635 

92,250,836 

1922 

644,975,474 

348,517,216 

444,747,229 

99,104,889 

1,537,344.808 

388.357.767 

114.679.520 

472,538.028 

58.826.451 

18.567.125 

•er  Cent 

0  87 

D6.89 

9.82 

3  66 

1.424.166.581 

1    52 

349.772.761 
94,141,991 

432,936,227 
49,562,574 
15,007,235 

1.10 
6  50 
13  02 
13  25 
17.53 

977.652.062      1.052.968.891  75.316.829         7  70 


2,491.909.178      2.590.313.699         98.404.521  3.95 


5,705.364 
437 


5.790.680 
447 


■*  The  prefix  D  indicates  decrease,  (o)  Exclusive  of  Brooklyn  Rapid  Transit.  (M  Estimated  for  1921  and 
1 922  on  basis  of  one-tenth  of  decennial  increase,  853, 165. 


ence  for  travel  by  subway,  of  many  for- 
mer elevated  passengers  to  the  Inter- 
borough's underground  lines. 

The  Hudson  and  Manhattan  tubes, 
with  a  gain  of  3,497,244,  maintained  the 
approximate  rate  of  growth  which  has 
prevailed  upon  its  lines  for  several 
years. 

Surface  line  traffic  in  all  boroughs 
showed  gains,  that  in  Manhattan  being 
the  least,  with  1.10  per  cent,  while  the 
Borough  of  Richmond,  semi-suburban 
community,  had  the  highest,  with  17.53 
per  cent.  This  is  to  be  explained  by 
the  fact  that  the  Staten  Island  Midland 


As  the  commission  views  it,  the  com- 
bined financial  situation  of  the  street 
railroad  companies  showed  a  healthy 
improvement,  leading  to  the  hope  that 
the  current  fiscal  year,  unless  unfore- 
seen conditions  arise,  will  end  with  a 
balance  on  the  right  side  of  the  trac- 
tion ledger.  While  net  corporate  income 
for  the  fiscal  year  1922  shows  a  deficit 
of  $2,043,760,  the  measure  of  improve- 
ment is  indicated  by  the  deficit  of  1921 
which  was  $16,914,256.  In  the  year 
previous  the  deficit  was  about  $10,700,- 
000,  and  1919,  more  than  $8,500,000,  a 
combined  deficit  for  the  three  previous 


RESULTS  OF  OPERATION  OF  STREET  RAILWAY  CO.MPANIES  NEW  YORK  CITY 
Years  ended  June  30,  1908-1922 


Fiscal  Year 

1908 

1909 

1910... 

1911 

1912 

1913 

1914 

1915 

1916 

19l> 

1918 

1919 

1920 

1921 

1922(c) 


Street 

Railway 

Operating 

Revenue 

$69,026,613 

72.432.714 

79.593.910 

83,751.415 

88.242.144 

92.141.605 

94,155.521 

93,644.428 

98.628.185 

100,185.796 

103,499,463 

110,198,575 

127,880,161 

136,805,038 

141,236,944 


Expenses  of 

Maintenance 

and 

Operation 

$41,305,058 
41.461.172 
43.586.932 
45.993.964 
47.667.562 
48,675.647 
50.117,712 
50,324,095 
52,038.312 
55.960.722 
60.699.402 
75.985.007 
96.059.603 

107.232.966 
96.320.951 


Taxes, 
Tolls,  etc. 
$4,330,228 
5.007.159 
5.148,324 
5.495,881 
5,803,790 
6,095.520 
5,895,935 
5,811,290 
6,238,461 
7,185,113 
8,232,851 
7,907,358 
7,353.757 
7.505.676 
8.544.895 


Operating 
Income  (a) 
$23,391,327 
25,813,683 
30.858,654 
32,261.570 
34.770.792 
37.370.438 
38.141,874 
37.509.043 
40.351.412 
37,039.961 
34,567,210 
26.306,210 
24,466,801 
22,066,396 
36,371,098 


Net 

Corporate 

Income  (6) 

$2,665,765 

6,385,998 

9,559,816 

10.171,074 

11.893,641 

11.797,771 

11.849.985 

11.501.157 

12.352.438 

9.457.886 

5.266.496 

Loss    8.556.408 

Loss  10.725,522 

Loss  16,914,256 

Loss     2,043,760 


STREET  R.ULW.4Y  TRAFFIC  (INDICATED  BY  NU.MBEU 
OF  C.\SH  F.\RES)  IN  NEW  YORK  CITY.  1860-1922 


Year 
I860.... 
1870.... 
1880.... 
1890. ... 
1900. ... 
1910... 
1911... 
1912... 
1913... 
1914... 
1915... 
1916... 
1917.  .. 
1918... 
1919... 
1920... 
1921.... 
1922... 


Surface 
Railways 
50.830,173 
152.463.920 
229.585.272 
331.243,531 
603,788.366 
763,140,739 
805,619,547 
843,539,783 
901,443,411 
916,205,060 
918,752.149 
944.591.698 
860.165.633 
869.997.143 
875.678.033 
941.420.788 
977.652.062 
1.052.968.891 


Rapid 
Transit 


60.831.757 

237.906.029 

242.564.692 

768.122.175 

798.281.850 

837.374.152 

868.433.097 

896.999,296 

888.880.577 

954.143.917 

1.058.646.596 

1.105.514.646 

1.204.266.264 

1.424.166.581 

1,514.257,116 

1.537,344,808 


Grand 

Total 

50.830.173 

152.463.920 

290.417.029 

569.149,560 

846.353.058 

1.531.262,914 

1,603,901,397 

1.680,913,935 

1,769,876,508 

1,813,204,356 

1,807,632,726 

1,898,735,615 

1,918,812,229 

1.975,511,789 

2.079.944.297 

2.365.587.369 

2.491,909,178 

2.590.313,699 


Per 
Capita 

iS^ 

152 
218 
246 
321 
331 
340 
352 
355 
348 
360 
358 
362 
376 
421 
437 
447 


(o)  Excess  of  revenue  over  expenses  and  taxes.     (6)  Balance  aftei  interest,  rents  and  other  fixed  charges     (c)  Provisional. 


494 


Electric    Railway    Journal 


Vol.  61,  No.  11 


years  of  more  than  $36,000,000.  These 
deficits,  preceded  by  several  years  of 
decreasing  income,  serve  to  indicate  the 
serious  financial  situation  under  which 
the  operating  companies  have  been 
laboring  and  the  difficulty  which  has 
faced  them  in  the  attempt  to  justify 
new  capital  issues,  from  which  to  obtain 
funds  for  greatly  needed  expenditures 
for  new  rolling  stock  and  other  equip- 
ment to  meet  the  demands  of  a  growing 
traffic. 

They  have  also  served  to  make 
more  difficult  a  favorable  response  to 
the  commission's  persistent  demands 
for  improved  service,  as  more  cars  and 
more  trains  generally  indicate  increased 
operating  expenses.  Strict  economy, 
however,  has  enabled  the  companies  to 
reduce  their  operating  expenses  during 
the  year,  in  which  eflfort  they  have  had 
the  assistance  and  co-operation  of  the 
.commission  as  far  as  was  consistent 
vdth  the  just  demands  of  the  traveling 
public  for  adequate  service.  Operating 
revenue  increased  during  the  year  about 
$4,431,000,  operating  expenses  decreased 
$10,912,000,  and  thus,  while  taxes  in- 
creased about  $1,000,000,  street  rail- 
way operating  income  increased  ap- 
proximately $14,307,000. 


ager  S.  W.  Greenland  of  the  Indiana 
Service  Corporation.  The  number  of 
passengers  carried  on  the  interurban 
lines  of  the  company  decreased  more 
than  63,000,  it  was  shown.  Dur- 
ing 1922  the  total  number  of  fare- 
paying  passengers  carried  on  the  Fort 
Wayne  city  lines  amounted  to  18,747,- 
084.  In  1921  the  total  number  was 
17,199,663.  The  total  number  of 
revenue  passengers  carried  on  the  inter- 
urban lines  in  1922  was  1,140,888,  while 
in  1921  the  total  was  1,204,143. 

The  car  mileage  in  Fort  Wayne  was 
considerably  greater  in  1922  than  in 
1921.  The  car  mileage  covered  in  1922 
was  3,504,248,  while  the  car  mileage 
covered  in  1921  was  3,288,691.  The  in- 
terurban mileage  also  showed  an  in- 
crease, the  mileage  for  1922  being 
1,164,979,  while  for  the  previous  year 
it  was  1,127,286. 


Ohio  Road  Abandons  Service 

The  Newark  &  Granville  Electric 
Railroad,  a  branch  of  the  Columbus, 
Newark  &  Zanesville  Traction  Com- 
pany, ceased  giving  service  at  midnight 
on  March  10  on  authority  of  the  Ohio 
Public  Utilities  Commission  after  the 
company  had  presented  evidence  show- 
ing the  branch  to  be  operating  at  a  loss, 
due  mainly  to  motor  bus  and  automobile 
competition. 

On  Dec.  21,  1889,  the  first  car  was 
run  over  the  line  but  only  as  far  as  the 
city  limits  in  Newark.  A  year  later 
service  was  carried  through  to  Gran- 
ville. 

Improvement  in  1922  Earnings 

The  report  of  the  Rochester  &  Syra- 
cuse Railroad,  Inc.,  Syracuse,  N.  Y., 
showed  a  substantial  gain  in  earnings 
last  year.  The  company  earned  twice 
its  bond  interest  and,  after  the  payment 
of  4  per  cent  on  preferred  shares,  had 
a  surplus  of  $28,300,  compared  with 
$3,619  for  the  previous  year. 

The  gross  earnings  of  the  company 
were  $1,055,272  and  operating  expenses 
$747,163.  Taxes  amounted  to  $68,096. 
Non-operating  revenue  was  $11,782  and 
the  gross  income  $251,796.  Bond  inter- 
est amounted  to  $125,555,  with  $126,241 
to  be  applied  to  dividends.  Preferred 
stock  dividends  took  $97,940,  leaving  a 
surplus  of  $28,301. 


Revenue  Passengers  on  City  Lines 
in  Fort  Wayne  Increase 

Fare-paying  passengers  on  the  Fort 
Wayne,  Ind.,  car  lines  increased  more 
than  a  million  and  a  half  during  1922 
from  the  figure  for  1921,  according 
to  a  report  released  by  General  Man- 


$481,688  Net   Earned   Since 
Receiver  Was  Appointed 

The  net  income  of  the  Denver  (Colo.) 
Tramway  from  Dec.  24,  1920,  the  date 
of  the  appointment  of  the  receiver,  to 
Jan.  31, 1923,  was  $481,688.  No  annual 
or  monthly  reports  covering  the  opera- 
tion of  the  property  have  been  pre- 
pared or  printed  for  distribution  since 
the  receiver  was  appointed.  The  fig- 
ures covering  the  period  mentioned, 
shown  in  detail  in  the  accompanying 
table,  were  transcribed  from  the  rec- 
ords filed  by  the  company  in  the  office 
of  the  Federal  District  Court. 


Preferred  Shares  Participate 

At  a  meeting  of  the  board  of  directors 
of  United  Light  &  Railways  Company, 
Grand  Rapids,  Mich.,  held  on  March  8, 
the  following  dividends  were  declared: 

A  regular  quarterly  dividend  of  li 
per  cent  on  the  6  per  cent  first  pre- 
ferred stock  of  the  company,  payable 
April  2. 

A  regular  quarterly  dividend  of  11 
per  cent  on  the  participating  preferred 
stock  of  the  company,  payable  April  2. 

An  extra  dividend  of  1  per  cent  on 
the  participating  preferred  stock,  pay- 
able in  quarterly  installments  on  April 
2,  July  2,  Oct.  1,  1923,  and  Jan.  2,  1924. 

A  special  dividend  of  5  per  cent  on 
the  common  stock  of  the  company,  pay- 
able in  common  stock,  on  April  2,  1923. 

A  regular  quarterly  dividend  of  li 
per  cent  and  an  extra  dividend  of  one- 
half  of  1  per  cent  on  the  common  stock 
of  the  company,  payable  in  cash  May  1. 

The  board  announces  that  it  is  its 
intention  from  time  to  time  to  make 
disbursements  of  special  dividends  on 
the  common  stock  of  the  company  in 
the  form  of  stock  whenever  the  surplus 
of  the  company  warrants  it. 

The  board  further  announces  that  all 
stockholders  of  the  company  will  be 
offered  an  opportunity  in  the  near 
future  to  acquire  additional  holdings  of 
common  stock  and  participating  pre- 
ferred stock  at  attractive  prices,  as  it 
will  be  the  policy  of  the  company  to 
raise  a  portion  of  its  financial  require- 
ments for  development  purposes  by  the 
sale  of  its  capital  stock  to  its  stock- 
holders and  to  its  employees. 


CONDENSED  STATEMENT  OF  NET  INCOME  OF  THE  DENVER  TRAMWAY  COMPANY   FOR 


THE  PERIOD  FROM  DEC.  24.   1920,  TO  JAN.  31,   1923 


Accumulative 
12-24-20 

Classification  to  12-31-22 

Passenger $9,483,992 

Parlor,  chair  and  special  car 5,44 1 

MaU - 3,324 

Express , 4,724 

Switching 18,449 

Totalrevenue  from  transportation $9,515,930 

Revenue  from  operations  other  than  transportation  ^ 

Station  and  car  pri\'ilegea $41,903 

Rents  of  tracks  and  terminals 70,653 

Rents  of  equipment 45,489 

Rents  of  buildings  and  other  property 83,584 

Power 70,317 

Miscellaneous 490 

Total  revenue  from  operations  other  than  transportation.. .  $3 )  2,436 

Total  operating  revenue $9,828,367^  !] 

Operating  expenses : 

Way  and  structures $1,362,032 

Eqvupment 920,855 

Power 724,400 

Conducting  transportation 2,863,784 

Traffic 4,547 

General  and  miscellaneous 689,818 

/  

Total  operating  expenses ,.' $6,565,436 

Netoperatingrevenue $3,262,931 

Miscellaneous  income: 

From  securities  and  accounts $23,679 

Total  miscellaneous  income $23,679 

Gross  income  leas  operating  expense $3,286,609 

Deductions  from  income: 

Taxes »757. 1 66 

Franchise  payments 121,210 

Interest  on  funded  debt 1,942,743 

Interest  on  floating  debt 17,461 

Total  deductions  from  income $2,838,580 

Netincome $448,029 


Accumulative 
January         12-24-20 


1923 
$400,683 
168 
144 
148 
880 

$402,023 


$1,791 
2,500 
1,947 
3,571 
2,898 
33 

12,740 


to  I-3I-2J 
$9,884,676 
5,609 
3,466 
4.873 
19,329 

$9,917,953 


$43,697 
73,152 
47,437 
87,155 
73,215 
521 

325.177 


$414,763    $10,243,131 


$45,798 

$1,407,831 

37,923 

958,779 

35,365 

759,768 

118,463 

2,982,248 

-  J9  - 

4,630 

2;,>70 

717,589 

$265,408 
$149,355 

$1,095 

$1,095 

$150,450 


$32,117 

5,000 

79,674 


$116,791 
$33,658 


$6,830,845 
$3,412,286 

$24,774 

$24,774 

$3,437,060 


$789,283 

126,210 

2,022,418 

17,461 

$2,955,372 

$481,688 


March  17,  1923 


Electric    Railway    Journal 


495 


Net  Up  41.51  per  Cent 

Milwaukee    Company    Another    Utility 

that  Made  Excellent  Showing  in 

Year  1922 

The  net  income  of  the  Milwaukee 
Electric  Railway  &  Light  Ck)mpany, 
Milwaukee,  Wis.,  for  the  year  1922 
was  $1,418,671.  This  is  an  increase  of 
41.51  per  cent  over  that  for  the  year 
1921.  Operating  revenues  of  the  rail- 
way department  amounted  to  $9,721,- 
909,  an  increase  of  1.55  per  cent  over 
1921.  Operating  revenues  of  the  elec- 
tric and  heating  departments  amounted 
to  $9,648,516,  an  increase  of  11.28  per 
cent  over  1921. 

Capital  expenditures  during  the  year 
amounted  to  $5,459,081.  The  principal 
items  were  as  follows: 

RaUway $3,457,491 

Electric 859,763 

Heating 1 1,024 

Street  lighting 1 1,902 

Power 659, 179 

Miscellaneous 483,525 

More  than  $93,000  of  property  was 
withdraw  from  service  during  the  year. 

Expenditures  in  the  railway  utility 
include  the  acquisition  by  purchase  of 
ninety-nine  city  cars  and  forty  one- 
man  safety  cars  heretofore  leased  from 
the  Wisconsin  General  Railway  under 
agreement  dated  Oct.  1,  1920,  the 
purchase  of  a  small  railway  line  from 
the  Milwaukee  Northern  Railway  and 
the  purchase  and  acquisition  of  a  fleet 
of  buses  operated  in  interurban  service. 


INCOME  ACCOUNT  OF  MILWAUKEE 

ELECTRIC    RAILWAY   A    LIGHT   COMPANY 

FOR    1922 

Operating  revenues $19,370,424 

Operating  expenses : 

Ordinary    operating    ex- 
penses   $12,478,062 

Depreciation       (Reserve 

credit) 1,558,918 

Taxes 1,326,869 

Total  operating  exx>enses $15,363,849 

Net  operating  revenues $4,006,575 

Non-operating  revenues 122,587 

Gross  income $4,129,162 

Interest  charges: 

Interest   on   funded   and 

unfunded  debt $2,330, 159 

Interest   on   depreciation 

reserve  balances 334,095 

Interest  on  other  reserve 

balances 46,237 

Total  interest  charges $2.7 1 0.49 1 

Net  income $1,418,671 

John  I.  Beggs,  president,  explains 
that  in  view  of  the  lower  interest  rates 
prevailing,  the  company  called  for 
redemption  $4,950,000  refunding  and 
first  mortgage  7J  per  cent  bonds,  series 
A,  dated  June  1,  1921,  due  June  1, 
1941;  $2,000,000  three-year  7  per  cent 
secured  gold  notes,  dated  May  1,  1920, 
due  May  1,  1923,  and  $872,000  ten-year 
8  per  cent  sinking  fund  equipment  trust 
gold  certificates,  dated  Oct.  1,  1920, 
due  Oct.  1,  1930.  In  order  to  refund 
these  securities  and  provide  funds  for 
the  retirement  of  floating  debt  incurred 
for  construction  expenditures  and  for 
further  construction  requirements,  the 
directors  authorized  an  issue  of  $12,- 
500,000  refunding  and  first  mortgage 
5  per  cent  bonds,  series  B,  which  bonds 


were  sold  under  favorable  market  con- 
ditions. This  will  result  in  a  sub- 
stantial interest  saving.  On  July  1, 
1922,  $150,000  of  5  per  cent  serial  notes 
matured  and  were  paid. 

During  the  early  part  of  the  year 
the  company  sold  the  balance  of 
$1,338,100  preferred  capital  stock,  issue 
of  1921,  8  per  cent  series,  which  brings 
the  total  amount  of  this  series  up  to 
$3,000,000,  the   authorized  amount. 

On  April  17,  1922,  the  directors 
authorized   the   issue    and   sale   of   an 


Facts  for  the  Legislature 
and  for  Milwaukee  Elec- 
tric Railway  &  Light 
Co.  Shareholders 

The  state  assembly  a  few  days  ago  asked 

Che  RaOroMl  CoiamiMion  to  mpplr  the  Bpeaker  with  the  foliowinf 
uifonnttion:  Total  outstandinr  boad  snd  itock  mun  of  Wbcon- 
dn  pufaUc  utilitjet.  tnd  apfvozuiMte  uiniul  Interest  uid  dividendi 
pw  OB  Boch  iasucfl. 

Speaking    for    itself   only,    Milwaukee 

EkcMc  Railwsy  &  Ufht  Co.,  WbeonnR's  lu-geat  pubHc  VWtf, 
dTM  bdow  the  uuwen  to  thoae  qnestions,  for  the  inf onnatiaa  « 
the  lagkUtnre,  and  of  oar  mrtanera  and  our  invntor*  throogh- 
ootthaatate. 

VALUE    OF   THE    COMPANTS 
PUBUC  SERVICE   PROPERTY 
njalai  propcrtr  (StaU  mniatl  of  1914). 

w4th  additloM  l«  Dte.  31.  1922 S«U>17443 

WotUni  cBstlal,  malcrUk  and  npplk*^ 
HM4rti  3.TS«,T«« 

TM*I M3.7TMU 

SECURFFIES  OtTTSTANDING 

(A<  (t  Oh.  II,  ntL) 

FInM  ooonlkUlnl •  fcSOOJMM 

RcfoBditic  and  axtcndon <,T2U)00 

GMMn)  tnd  ntxinSlns SjlMWO 

EtfimdliicuidnrU t2.50(U0') 

Bl.  I^  iL  A  T.  Co.  lint S.OO(UIOO 

•TM>1  bondi tasMlMO    WJtttjm 

MTVNW  at  eai  trul  mtllrsu*  «■!■■ 

trjssi  iii**  "-"^  '*"  "- 

a«w'foU  tMlM I    WMMO 

8K«n9fDUaoUa UUMM 

Tvmmlm IttMJMN    I  4.150.004 

•^Am tUOOiMO 

TS*wi unjoi 

•)t*«« xm;m 

TMal  vntend  dMk  I  SJOUN   I  WHM* 

CMMMdMfc |tl,flUH 

Dm.  U.  IKS fOMSlJM 

■tew  oT  prapvu  OTW  captUHnUM. . .  .1  3414A1 

INTEREST  AND  DIVIDENDS,  1922. 

Average  rate  required  for  interest  and 

dbcouRt  on  the  SIO.697.000  of  bonds  and  notes  was  a  shade  over 
five  and  one-half  per  cent — the  euct  figure  bein(  6.523  per  cenL 

Dividends  on  preferred  shares  were  paid 

tk  ntcs  Indicated  aborc 

Dividend  on  common  stock  amounted  to 

«921,500— at  the  rate  of  8.19%  on  $11,250,000  outitan«iw. 

Actual  net  income  earned  during  1922  for 

interat  and  dividends  was  a  trifle  over  six  and  one-haU  per  cent 
—the  exact  flfure  beinf  fi.569%.  This  was  much  leas  than  the  7t4 
to  ST"  *Veasonable  return"  saitctioned  by  state  policy. 

RELATION  OF  CAPrTAUZATlON 
TO   ELECTRIC   SERVICE  RATES 

The  gentlemen  who  offered  the  assembly 

resolution  staled  their  belief  that  the  lar^e  yearly  increase  in  pub- 
tic  utility  capitalization  lays  a  slrodily  inrrcasinE  burden  upon 
public  utility  customers  in  city  and  country-.  As  resards  the  cu^ 
tomen  of  Milwaukee  Electric  Railway  &  Uicht  Co.,  the  gentlemen 
were  in  error.  Increase  of  investment,  sening:  each  y^Mr  thou- 
sands of  additional  customers,  has  resulted  in  a  steady  decline  in 
the  cost  of  eledric  «nergy  durinR  the  seventeen  years  of  Railroad 
Commimion  regulation  of  the  public  utility  busineaa.  Here  an 
the  figures: 

iTtntt  CSut*  **t 
CutoPllttil  kU*«H  hMT  Ih 

TMr  ■(•Mm  7IU    '  all  wiiii  MM 

IM»  UiJOUOS  UOBwtopvk>li 

1»0 tJ.niMt  *MotmUtmk^ 

ISIS 43.8tl3.0e0  S.44cmt«rwk«1>. 

1*20 4S.93TJ)00  S^iMUptrkwh 

1922 60,451.800  ZJl  c«nl«  p«r  k*b 

The  company's  growth  during  the  past 

two  years  was  swift  ami  lui*.  A  larga  part  of  the  fliJKAUM  tt 
new  capital  net-dcd  to  Snann  Hut  fi««th  ma  mpptU  fay  mocaa- 
ain  invntors.  who  arc  now  Aawkwnolar  iatcmt  and  drMcnda 
on  their  investment.  Dnvtaf  liZ2  the  cwipany  giiawi  over 
14,000  itew  electric  service  cnstoncn,  and  orer  11,000  new  Wb* 
consin  shareholders. 

A  SAFE  770  INVESTMENT 

The  company  is  now  selling,  with  the 

•Ute's  approval,  the  last  SSOO.OOO  of  a  S3.000.DOO  toue  of  1% 
aunolatire  preferred  shares.  The  price  is  $100  per  share.  Yoo 
can  bar  th«  either  for  cash  or  on  monthly  payments  of  $5  or 
■on  ptr  ahan.  BKher  way,  you  get  7'~c  on  every  dollar  invested 
tnn  aw  stilt    Hail  orders  for  these  sharea  are  filled  promptly  bf 


Securities  Department 

THE   mLWAtKEE    ELECTRIC    R-«UVAV    &    UOBI   Cft 

Public    ServK»    Bldf-.     Mil«.uk(*.     Wta. 


additional  $3,000,000  par  value  of  the 
new  preferred  capital  stock,  issue  of 
1921,  7  per  cent  series.  The  stock  is 
offered  for  sale  at  par  by  the  company 
direct  to  its  customers  and  the  resi- 
dents of  the  territory  served  by  it. 
Up  to  Dec.  31,  1922,  $1,267,500  of  this 
stock  had  been  sold  at  par,  for  cash, 
and  $642,600  on  installment  payment 
plan,  on  which  payments  had  not  been 
completed. 

Common  capital  stock  in  the  amount 
of  $1,400,000  -was  issued  at  par  in  pay- 
ment of  balance  due  Milwaukee  Light, 
Heat  &  Traction  Company  on  account 
of  the  acquisition  of  the  operating 
property  of  that  company. 

In  submitting  the  printed  report  to 
its  preferred  stockholders  the  company 
inclosed  with  it  a  copy  of  an  advertise- 
ment published  in  answer  to  an 
intended  legislative  inquiry.  The  docu- 
ments give  ample  proof  that  the  busi- 
ness of  the  company  is  growing  rapidly 
and  that  it  is  keeping  pace  with  a  con- 
stant increase  of  demand  for  its  serv- 
ices. For  the  benefit  of  the  stockholder 
it  is  explained  that  the  company  obtains 
its  new  capital,  so  far  as  possible,  from 
investors  at  home  by  selling,  vnth  the 
State's  approval,  its  preferred  shares. 
On  Dec.  31,  1922,  the  company  had 
7,000  paid-up  preferred  shareholders, 
with  several  thousand  more  who  are 
buying  shares  on  monthly  payments. 
The  company  then  says  to  the  share- 
holder : 

When  you  bought  our  8  per  cent  or  our 
7  per  cent  preferred  shares  you  made  sure 
of  permanent  income  from  your  money  at 
a  rate  well  above  the  interest  average  now 
and  for  many  years  to  come.  If  you  have 
surplus  funds  for  investment,  we  advise 
you  to  increase  your  holdings  of  7  per  cent 
preferred  shares,  while  the  opportunity  Is 
still  available.  We  shall  be  glad  to  have 
you,  as  a  shareholder,  recommend  these 
shares,  now  on  sale,  to  any  of  your  friends 
who  may  be  looking  for  a  safe  investment 
paying  a  good  income  rate. 


Rrprodurtion   of   Adrertigement   Sent  to 
Stockholders 


Net  Income  of  Pittsburgh  Rail- 
ways Increased  in  1922 

An  accounting  of  the  assets  and  lia- 
bilities of  the  Pittsburgh  (Pa.)  Railways 
asked  by  the  United  States  District 
Court  on  Feb.  15  as  the  first  step 
toward  the  reorganization  of  the  com- 
pany was  filed  on  March  6  in  the  court 
by  the  receivers,  C.  A.  Fagan,  W.  D. 
George  and  S.  L.  Tone. 

The  report  shows  a  falling  off  in 
total  receipts  for  the  year  1922  as 
against  1921  of  $199,965,  but  the  net 
income  for  1922  is  shown  to  be  $166,- 
339  more  than  the  net  income  of 
1921,  an  increase  which  is  attributed 
to  economies  introduced  in  the  serv- 
ice. The  coal  strike  and  business  de- 
pression in  1922  are  given  as  causes 
for  the  decrease  in  total  revenues, 
which  is  also  indicated  in  the  fact  that 
627,967  more  passengers  were  hauled 
over  the  lines  the  year  before. 

Out  of  $21,169,750  received  in  operat- 
ing revenues  last  year,  $16,669,846  was 
expended  for  operating  expenses,  a 
decrease  of  $188,570  from  1921.  Much 
of  the  decreased  cost  of  operation  is  in 
the  maintenance  bill  which  the  receivers 
account  for  in  the  betterment  of  track 
and  equipment.     The  continued  appro- 


496 


Electric    Railway    Journal 


Vol.  61,  No.  11 


priation  of  portions  of  the  revenues  for 
modern  equipment  and  better  roadbeds 
is  recommended  by  the  receivers  as  a 
means  to  further  economies. 

In  1922  the  company  paid  out  $3,482,- 
437  in  fixed  charges,  interest  on  bonds, 
mortgages  and  rentals  as  against 
$3,720,463  the  year  previous,  a  decrease 
of  $238,025. 

The  net  liabilities  of  the  company 
on  Dec.  31,  1922,  were  $8,087,000, 
according  to  the  report.  Current  and 
accrued  liabilities  totaled  $12,159,000, 
but  from  this  total  was  subtracted 
$4,072,000  included  in  current  and 
working  assets  to  give  the  net  figure. 
The  outstanding  unpaid  liabilities  are 
largely  injury  and  damage  claims,  taxes 
and  municipal  charges. 

The  comments  of  the  receivers  con- 
tained in  the  detailed  report  were  re- 
published as  a  full-page  paid  advertise- 
ment in  the  Pittsburgh  Gazette  and 
other  papers.  Prom  a  typographical 
standpoint,  the  ad,  considering  the  ex- 
tent of  the  text,  was  admirably  dis- 
played. 

Makes  Report  on  Railway 
Properties 

The  Dominion  Power  &  Transmission 
Company,  which  controls  and  operates 
the  electric  railways  in  Hamilton  and 
Dundas,  Ont.,  has  submitted  its  annual 
report  for  1922.  The  company  sees  a 
tendency  toward  improvement  out  of 
the  adverse  war  conditions,  but  its 
railway  properties  have  experienced 
little  relief  from  their  problems.  The 
report  states  that  the  Hamilton  & 
Dundas  Street  Railway  is  planning  on 
a  change  in  fare  with  a  view  toward 
keeping  in  business.  It  had  contem- 
plated the  necessity  of  going  out  of 
business. 

The  statement  refers  to  an  issuance 
of  bonds  amounting  to  $100,000  and 
bond  redemption  equaling  $224,000.  The 
total  of  the  company's  reserve  and 
profit  and  loss  account  has  been  in- 
creased by  the  sum  of  $276,381, 
bringing  that  total  to  the  sum  of 
$3,616,462.  

Reorganization  Plan  Being 
Prepared 

Plans  are  under  way  to  release  the 
New  York  (N.  Y.)  Railways  from  re- 
ceivership instituted  March  20,  1919. 
The  Chase  Securities  Company  and  two 
large  insurance  companies  are  said  to 
be  back  of  the  plan. 

The  proposed  reorganization  would 
continue  the  consolidation  of  the  lines 
now  controlled  by  the  receiver,  Job  E. 
Hedges,  but  would  leave  out  of  con- 
sidertion  the  three  lines  which  have  al- 
ready been  restored  to  independent 
operation  viz.:  The  Eight  Avenue  Com- 
pany, the  Ninth  Avenue  Company,  and 
the  Fourth  &  Madison  Avenue  Line. 

One  of  the  burdens  carried  by  the 
New  York  Railways  has  been  in  the 
form  of  rents  to  its  subsidiary  com- 
panies. Under  the  reorganization  plan 
the  rentals  probably  will  be  scaled  down 
and  the  lines  put  into  condition  to  in- 
sure efficient  operation. 


Railway  Securities  at  Auction 

Electric  railway  securities  sold  by 
Adrian  H.  Muller  &  Son  on  March  14 
at  the  Public  Auction  Room,  14  Vesey 
Street,  New  York,  were  as  follows: 

$5,000  Columbus,  Buckeye  L^ke  &  New- 
ark Traction  Company  o  per  cent  bonds, 
certlflcate  of  deposit,  2  per  cent. 

800  shares  Denver  &  Northwestern  Rail- 
way $5.75  a  share. 

$157.14  reorgranization  committee  certifi- 
cate, Series  "A,"  Chicago  Electric  Traction 
Co.,  representing  an  undivided  beneficial 
interest  in  first  mortgrage  5  per  cent  gold 
bonds  of  Chicago  &  Interurban  Traction  Co., 
interest  paid  to  Jan.  1,  1922.     $26  lot 


Will  Pay  Another  Dividend.  —  The 
Brazilian  Traction,  Light  &  Power  Com- 
pany has  declared  a  1  per  cent  dividend 
payable  on  the  common  stock  for  the 
first  quarter  of  1923.  This  is  the  third 
declaration  since  the  resumption  of 
dividends.  The  company's  monthly 
statements  have  shown  steady  increases 
m  earnings. 

Sale  Authorized. — Authority  to  sell 
the  transmission  line  of  the  Ohio 
Power  Company,  now  owned  by  the 
Fort  Wayne,  Van  Wert  &  Lima  Trac- 
tion Company  and  extending  from  Lima 
to  Wapakoneta,  Ohio,  for  $14,000,  was 
given  by  Federal  Judge  Killits,  Toledo, 
to  Henry  C.  Paul,  receiver  of  the  trac- 
tion company,  on  Feb.  26. 

Gold  Bonds  Offered. — Drexel  &  Com- 
pany, Philadelphia,  Pa.,  are  offering  at 
9V  and  interest,  to  yield  nearly  6.25  per 
cent,  $3,000,000  of  the  Georgia  Railway 

6  Power  Company,  Atlanta,  Ga., 
twenty-five  year  general  mortgage  gold 
bonds.  The  bonds,  known  as  the  6  per 
cent  series  of  1923,  are  dated  March  1, 
1923,  and  are  due  March  1,  1948. 

Mr.  Mitchell  Chairman  of  the  Board. 

— S.  Z.  Mitchell,  president  of  the  Elec- 
tric Bond  &  Share  Company,  New  York, 
N.  Y.,  has  been  elected  chairman  of 
the  board  to  fill  the  vacancy  caused  by 
the  resignation  of  Marsden  J.  Perry. 
Mr.  Mitchell  will  continue  to  serve  also 
as  president.  F.  B.  Odium  and  Frank 
Silliman,  Jr.,  have  been  elected  vice- 
presidents  of  the  company. 

St.  Louis  &  Jennings  Railroad  Sold. — 

The  St,  Louis  &  Jennings  Railroad,  an 
electric  line  operating  between  St.  Louis 
and  Jennings,  Mo.,  was  sold  on  March 

7  to  W.  J.  Stedelin,  St.  Louis.  The  road 
was  built  in  1911  to  aid  in  opening  up 
several  subdivisions  in  the  district 
through  which  it  travels  and  has  been 
in  continuous  operation  ever  since.  In 
August,  1922,  it  was  placed  in  the 
hands  of  a  receiver  due  to  its  failure 
to  meet  certain  interest  payments.  Mr 
Stedelin  says  that  the  road  will  be 
continued  in  service. 

Recommends  Change  in  Fixing  Al- 
lowances. —  Street  Railway  Commis- 
sioner Engle  of  Youngstown,  Ohio,  at 
the  first  meeting  of  the  street  rail- 
way committee  of  the  Council,  advo- 
vated  a  change  in  the  method  of  fixing 
operating  and  maintenance  allowances 
for  the  Youngstown  Municipal  Railway, 
saying  they  should  be  regarded  merely 
as  budgets  and  changed  from  time  to 
time  to  conform  with  new  conditions. 
He    said    no    large    surplus    or   deficit 


should   be   permitted  to   accumulate   in 
any   item   of  allowance. 

Preferred  Stock  Offered. — A  syndi- 
cate headed  by  the  Southern  Trust 
Company,  Houston,  Tex.,  is  offering  at 
100  and  interest  $500,000  of  the  7  per 
cent  cumulative  participating  preferred 
stock  of  the  Seaboard  Electric  Railway 
of  Texas.  The  stock  is  callable  all  or 
in  part  as  the  directors  may  determine 
at  105  and  dividends.  After  the  pay- 
ment of  7  per  cent  on  the  common  stock 
the  preferred  stock  will  participate 
equally  with  the  common  stock  in  all 
further  dividend  payments.  The  pur- 
pose of  the  issue  is  to  advance  money 
for  the  construction  of  the  interurban 
railway  to   Pasadena. 

Prior  Preference  Stock  Offered. — 
Stone  &  Webster.  Boston,  Mass.,  are 
offering  $2,000,000  of  the  7  per  cent 
cumulative  prior  preference  stock  of 
the  Puget  Sound  Power  &  Light  Com- 
pany, Seattle,  Wash.  The  price  is  103 
and  accrued  dividend  to  yield  6.80  per 
cent.  The  stock  will  be  redeemable  at 
110.  Dividends  will  be  payable  Jan.  15 
and  quarterly.  The  proceeds  from  the 
sale  of  this  issue  will  be  applied  against 
the  recent  purchase  of  the  Washington 
Coast  Utilities  and  North  Coast  Power 
Company  and  for  the  construction  of 
transmission  lines  connecting  with  these 
properties. 

Prior  Preference  Stock  Offered. — A 
syndicate  headed  by  the  National  City 
Company,  New  York,  N.  Y.,  is  offering 
$1,000,000  of  7  per  cent  cumulative  prior 
preference  stock  of  the  Portland  Rail- 
way, Light  &  Power  Company,  Port- 
land, Ore.  The  price  is  98  and  accrued 
dividends  yielding  more  than  7J  per 
cent.  The  proceeds  from  the  sale  of 
the  stock,  together  with  the  recent  bond 
financing,  will  reimburse  the  company 
for  construction  expenditures.  A  block 
of  the  stock  was  offered  by  the  com- 
pany to  residents  of  Portland.  In  offer- 
ing this  the  company  called  attention  to 
the  fact  that  "the  stock  is  an  investment 
in  a  $60,000,000  Home  Industry,  supply- 
ing 330,000  people  with  necessary  pub- 
lic service."  The  shares  are  offered  to 
local  investors  direct  on  the  partial 
payment  plan. 

Customers  Take  Preferred  Issue. — 
The  entire  50.000  shares  of  new  7  per 
cent  cumulative  preferred  stock  of  the 
Public  Service  Corporation  of  New  Jer- 
sey offered  to  stockholders  on  March 
1  at  par  and  accrued  dividends  has 
been  taken.  The  offering  was  over- 
subscribed 50  per  cent.  Subscriptions 
were  received  from  18,974  customers 
for  75,179  shares.  This  is  the  first 
of  the  $25,000,000  of  7  per  cent  cumu- 
lative preferred  to  be  offered.  On  Dec. 
18  last  shareholders  approved  a  change 
in  the  charter  to  divide  the  $50,000  000 
authorized  preferred  stock  into  two 
classes,  half  to  remain  8  per  cent  pre- 
ferred and  half  to  be  7  per  cent  pre- 
ferred. The  company  now  has  $18  414,- 
500  in  8  per  cent  preferred  stock  out- 
standing, together  with  the  $5,000  000 
of  7  per  cent  preferred  just  sold  and 
$30,000,000  in  common  of  $100  par 
value. 


March  17,  1923 


Electric    Railway    Journal 


497 


Traffic  and  Transportation         I 


One-Man  Two-Man  Cars 

The  Connecticut  Company,  New 
Haven,  Conn.,  has  in  mind  the  installa- 
tion of  a  lighter  type  of  double-truck 
car  in  cases  where  the  present  one- 
man  vehicles  are  carrying  an  excessive 
burden  This  statement  was  made  by 
Lucius  S.  Storis,  president  of  the  com- 
pany, during  a  hearing  at  Hartford  re- 
cently before  the  leg.slative  committee 
on  railroads  on  a  bill  to  abolish  one- 
man  cars.  He  said  that  the  company 
recognized  the  fact  that  there  was  ex- 
cessive crowding  on  these  smaller  cars 
at  rush  hours  and  it  planned  to  meet 
the  situation  by  bringing  into  use  a  car 
which  could  be  operated  by  one  man 
during  a  part  of  the  day  and  by  a 
n;o;orman  and  conductor  during  the 
rush  periods.  This,  it  is  hoped,  will 
solve  the  problem. 


to  the  purchasing  agent  for  the  auto- 
mobile company  that  he  ordered  all 
future  shipments  should  be  sent  via  the 
Union  Traction.  This  has  resulted  in 
a  daily  shipment  from  Pendleton  of 
about  3,000  lb.,  half  of  it  going  to  De- 
troit and  half  to  Flint. 


Charges  Discrimination  in 
Fare  Issue 

Piedmont  commuters  recently  pro- 
tested before  the  California  State  Rail- 
road Commission  charging  discrimina- 
tion by  the  San  Francisco-Oakland 
Terminal  Railways  in  the  matter  of 
fares. 

The  investigation  of  the  rates  of  the 
Key  Route  for  Piedmont  passengers 
was  demanded  by  the  city  of  Piedmont 
and  the  Civic  Association,  which  alleged 
that  the  extra  6  cents  charged  on  the 
Piedmont  street  cars  after  the  com- 
muter had  paid  18  cents  ferry  and  Key 
Route  electric  train  fare,  constituted  an 
unjust  discrimination,  a  disadvantage 
to  the  development  of  Piedmont  and  a 
prejudice  on  the  part  of  the  traction 
company  in  refusing  transfers. 

W.  R.  Alberger,  vice-president  and 
general  manager  of  the  San  Francisco- 
Oakland  Terminal  Railways  Company, 
in  answer  to  the  argument  that  trans- 
fers were  free  in  Berkelev.  testified  that 
the  free  transfers  in  Berkelev  were 
made  necessary  bv  the  competition  of 
the  Southern  Pacific.  The  commission 
will  make  a  decision  later. 


Bus  "Feeder"  Established  by 
Pacific  Electric  in  Alhambra 

The  Pacific  Electric  Railway  on  Feb. 
19  commenced  operation  of  bus  service 
in  Alhambra,  Calif.,  a  city  of  12,000. 
The  bus  routes  form  a  loop  around  the 
city.  Thirty-minute  service  is  operated. 
The  fare  charged  is  6  cents  wfith  trans- 
fer privilege  between  cars  and  buses 
within  the  present  6-cent  fare  limits  of 
Alhambra.  The  railway  does  not  oper- 
ate local  lines  in  Alhambra,  but  its 
interurban  trains  run  between  Los 
Angeles  and  Alhambra  and  carry  pas- 
sengers within  the  city  limits  of  Alham- 
bra. Three  buses  are  required  to  render 
service  over  the  routes  operated,  of 
which  one  is   available  for  emergency. 

With  the  three  new  buses  in  service 
in  Alhambra  the  Pacific  Electric  now 
has  three  buses  in  use  in  San  Ber- 
nardino, five  in  Santa  Ana,  three  in 
Glendale  and  one  at  Redlands. 


Woman  Secures  Business 
for  Railway 

Through  the  quick  thinking  and  good 
salesmanship  of  Emma  Teague,  agent 
of  the  Union  Traction  Company  at 
Pendleton,  considerable  more  shipping 
business  is  now  being  undertaken  by 
the  Indiana  company.  The  Hardy  Man- 
ufacturing ■Company,  which  manufac- 
tures metal  stampings,  parts  used  in 
automobiles,  has  shipped  its  output  for 
years  via  steam  road  to  Flint  and  De- 
troit and  practically  two  weeks'  time 
was  consumed  in  transit.  The  resulting 
dissatisfaction  caused  Mrs.  Teague  to 
ask  Mr.  Hardy,  owner  of  the  factory, 
for  a  trial  shipment.  The  service  given 
by  the  electric  railway  was  so  pleasing 


Fares  Reduced  in  Spartanburg 

Fares  in  Spartanburg  were  reduced 
on  March  12  from  7  cents  on  some  lines 
and  10  cents  on  others  to  5  cents  on  all 
lines  by  the  State  Railroad  Commission, 
which  is  operating  the  South  Carolina 
Gas  &  Electric  Company. 

The  commission  decided  to  cut  the 
fare  to  a  nickel  as  an  experiment  to  see 
if  the  plan  will  work.  The  commis- 
sioners say  that  the  arrangement,  like 
the  improved  schedules  established  some 
weeks  ago,  is  temporary. 


State  Commission  Sanctions  Use 
of  Bus  by  Railway 

One  of  the  most  sweeping  orders  ever 
issued  in  Massachusetts  has  been  pro- 
mulgated by  the  Department  of  Public 
Utilities.  It  authorizes  the  Eastern 
Massachusetts  Street  Railway  to  ac- 
quire, own  and  operate  motor  vehicles 
for  the  transportation  of  passengers  in 
seventy-one  cities  and  towns. 

This  order  covers  practically  the 
whole  territory  which  this  company 
serves,  but  it  should  be  explained  that 
the  company  must  also  obtain  a  license 
from  the  city  or  town  in  which  it  is  to 
operate.  The  company  does  not  now 
intend  to  run  motor  buses  in  all  these 
places,  but  desires  to  supplement  its 
railway  service  with  motor  vehicle 
service,  feeding  into  the  latter,  wher- 
ever it  can  be  done  to  advantage,  with- 
out competing  with  some  other  railway. 
A  measure  is  in  the  Legislature  on 
jitney  and  one-man  car  operation. 


Pacific  Electric  Plans  Completed 

for  Installing  Bus  Feeder 

in  Pasadena 

Plans  have  been  announced  for  railway 
and  motor  bus  service  in  Pasadena, 
Calif.,  by  the  Pacific  Electric  Railway. 
The  details  were  agreed  upon  by  the 
Pasadena  Board  of  City  Directors  and 
officials  of  the  railway  after  six  months 
of  negotiations. 

The  new  motor  bus  "feeder"  service 
will  probably  go  into  effect  in  April. 
At  that  time  the  first  buses  of  the 
company's  order  placed  on  Feb.  16  for 
eighty-one  Model  50  White  cars  are 
subject  to  delivery. 

The  buses  to  be  operated  in  Pasadena 
will  run  under  permits  only,  no  long 
term  franchises  being  granted  by  the 
city.  The  present  bus  lines  in  Pasadena 
are  to  be  purchased  and  the  equipment 
removed  by  the  Pacific  Electric.  Pasa- 
dena has  a  population  of  50,000  and  the 
plan  announced  will  give  the  city  a 
transportation  service  unsurpassed  by 
any  city  of  its  size  in  the  United  States, 
according  to  the  railway  directors. 

The  fare  within  the  city  will  be  5 
cents  by  purchase  of  a  block  of  ten 
tickets,  with  privilege  of  transfer.  The 
cash  fare  will  be  6  cents.  These  fares 
will  become  effective  at  the  start  of  the 
new  bus  service.  Fares  for  school 
children  will  be  reduced  to  3  cents  by 
book.  The  schedules  of  the  buses  and 
street  cars  will  be  co-ordinated. 

Schedules  to  be  put  into  effect  call 
for  the  use  of  thirty-eight  buses  in 
active  service,  with  seven  held  in  re- 
serve for  emergency  use.  The  buses 
have  a  seating  capacity  of  twenty-five 
passengers  and  cost  approximately 
$8,000  each. 

The  plans  call  for  the  continuance  of 
local  railway  service  on  some  of  the 
most  important  lines  in  the  city,  while 
in  other  cases  all  other  local  railway 
service  will  be  withdrawn  and  motor 
bus  service  substituted.  None  of  the 
railway  lines  to  be  discontinued  will 
be  abandoned  physically  until  the  pro- 
posed combination  bus  and  railway  serv- 
ice is  thoroughly  tried  out. 

The  railway  now  has  approximately 
40  miles  of  single  track  serving  as  local 
lines  in  the  city  of  Pasadena. 

Owl  service  will  be  given  on  the.  buses 
to  all  sections  of  the  city. 


Scientists  to  Have  Benefit 
of  Buses 

The  Capital  Traction  Company,  Wash- 
ington. D.  C,  began  in  February  of  this 
year  the  operation  of  a  bus  owl  service 
to  and  from  Rock  Creek  Bridge  loop. 
Twentieth  and  Calvert  Streets  to  Chevy 
Chase  Circle.  The  bus  owl  service  will 
be  continued  for  two  or  three  months 
until  the  experiments,  in  the  labora- 
tories of  the  Carnegie  Institution,  which 
are  of  great  importance,  have  been 
completed.  The  change  was  made  from 
electric  owl  cars  to  buses,  because  the 
current  from  the  Chevy  Chase  line, 
leaking  ever  so  slightly,  interfered  with 
the  delicate  instruments  a  half  mile 
away. 


498 


Electric    Railway    Journal 


Vol.  61,  No.  11 


they  are  still  forced  to  pay  8i  cent 
fare  on  the  railway  lines,  while  Seattle 
Municipal  riders  now  pay  only  5  cents. 
As  a  protest  against  the  higher  fare, 
the  residents  are  endeavoring  to  organ 


Prnteet   T  aiinched  Against  cents.     The    commission   has   reserved  ning  to  the  salt  and  fresh  water  beaches, 

Protest  LauncneaAgauisi  _^^  decision.  to  the  various  parks  and  other  points  of 

t  are  Uiarge  Agreement.-As  the  re-  interest  in  the  city  will  bear  large  signs. 

Resident  of  the  Ramier  Valley  dis-  conference    at   which    were  descriptive    of    the    various    places    to 

trict,  served  by  the  Seattle  &  Rainier    -It   »    ^^^^^^^'j'^^^^^l  Ohio,  which. they  travel.     It  is  believed  that 

Valley  Railway,  are  indignant  because     P^^senj  "  ^  ^  Pennsylva-  this   will   not   only   furnish   convenient 

. .    ..   ...   «.   ..nt    ^f;.J,y.,XX;„'°c:mpa;:J  f/p^^^  and   desirable   information   to   tourists 

tives  the  present  fare  of  10  cents  wUl  «nd  strangers  in  the  city,  but  will  also 

be  continued  for  three  years  between  suggest  trips^  which  will  mean  increased 

Warren  and  Leavittsburg.  "-^^^n^e  f«^  the  Municipal  Railway. 

„,./,■  Rerouting  Deferred. — General  rerout- 
ize  a  system  of  transporting  people  to  Cheaper  Fare  Wanted.— A  campaign  .^^  ^^  ^j^  ^^^  j.^^^^  ^^  Indianapolis  along 
the  city  by  privately  owned  automobiles,  has  been  started  in  the  Tonawandas  ^  ^^^  j^^.^^  prepared  by  officials  of  the 
but  the  railway  company  threatens  to  looking  toward  cheaper  fares  between  j^dianapolis  Street  Railway  and  city 
ask  immediately  for  a  temporary  in-  Buffalo  and  the  twin  cities.  Althougn  ^jg-gj^jg^  together  with  the  rehabilitation 
junction  restraining  jitney  drivers  from  the  Public  Service  Commission  some  ^^  ^^^  system  when  the  Terre  Haute, 
operating  on  streets  where  the  company  months  ago  ordered  a  discontinuance  j^dianapolis  &  Eastern  Traction  Com- 
maintains  its  lines.  In  the  meantime,  of  the  zone  system  and  that  one  fare  ^^^^  installs  its  new  plant,  makes  it 
the  railway  officials  report  a  slight  drop-  be  charged  in  the  two  cities,  tour  j^pj-ggticai  to  change  more  lines  at  this 
ping  off  in  receipts,  and  only  occa-  different  fares  at  the  present  time  are  ^^^^^  j^.  ^^^  ^^^^  announced.  The  chair- 
sional  refusal  of  patrons  to  pay  the  being  charged  between  Buffalo  and  ^^^  ^^  ^j^^  ^^^^^  ^f  Works  in  answer- 
fare  charged.  The  Department  of  Pub-  points  in  the  Tonawandas.  ^^^  ^  petition  for  changes  divulged 
lie  Works  is  conducting  an  investiga-  p^g  j^  Peekskill.  —  The  Peekskill  the  fact  that  a  number  of  changes  in 
tion  of  the  investment,  expenses  and  Light  &  Railroad  Company,  Peekskill,  car  service  and  routing  will  be  made 
revenues  of  the  Seattle  &  Rainier  Val-     j^  y_^  has  joined  the  ranks  of  the  pass-  later. 

ley  Railway,  to  obtain  evidence  for  a  sellers.  The  company  on  March  12,  put  p^^^  Lowered. — The  North  Carolina 
public  hearing  on  the  question  of  trans-  i^to  effect  the  $1  unlimited  transferable  public  Service  Company,  owners  of  the 
portation  rates  to  be  charged  by  the  weekly  pass  good  in  the  central  zone  railway  system  in  Concord,  N.  C,  re- 
road.     The   investigation   was   ordered    of  the  village.    Without  a  pass  a  ride  (.gntly  announced   a   fare  reduction  in 

in  this  zone  costs  10  cents.  Another  concord.  The  new  rate  is  7  cents  in- 
form of  weekly  pass  sells  for  $1.90,  is  ^tgad  of  the  former  rate  of  10  cents, 
good  in  the  village  limits  and  also  to  rp^e  electric  railway  in  Concord  has  been 
the  neighboring  village  of  Verplanck.  i^  ^ad  shape  financially  for  some  time 
The  cash  fare  between  the  two  villages  ^^^  ^.^e  fare  reduction  is  made  with  the 
is  20  cents.  hope  that  it  will  increase  traffic  on  the 
Fare  Increased.— The  El  Paso  (Tex.)  system.     This   is  the   opinion  of  R.  J. 


following  the  filing  of  a  petition  signed 
by  residents  of  the  Rainier  Valley. 


While  Baby  Sleeps  Ride  the  Street 
Car  on  Your  Unlimited  Pass 


advantage  which  up  to  now  has  not 
been  emphasized.  Here's  what  the  edi- 
tor of  a  San  Diego  paper  thinks  of  the 
pass: 

A  $1  city  line  unlimited  pass  and  a  smooth 
riding  street   car   a   few    days   ago   accom 


The  weekly  pass  plan  has  still  another     Electric  Railway  announces  that  it  will  -  Hole,  vice-president  and  general  man- 

i..-_x.—   _.!.;. t.    .._   ^.              V.           i.     .^^^g^g^    ^.jjg    f^j.g     charged     between  ager,  who  made  known  the  reduction 

Juarez  and  El  Paso  from  5  cents  to  6  in  a  letter  to  City  Attorney  Caldwell, 

cents,  effective  on  March  15.    The  fare  Experimental  Fare  Period  Has  Ex- 

from    El    Paso   to   Juarez    has   been    6  pjred. — On  March  1  the  one-year  period 

r,amg  s.ree.  car  a  lew  aays  ago  accom-     cents   for  several   years,  but  the  fare  expired  during  which  a  6-cent  fare  was 

piished  for  a  little  2-vear-oid  urchin  what     from  Juarez  to  El  Paso  has  remained  authorized  by  the  California  btate  Kaii- 

the'°[ifghT°prlvU.i^''°*in"^the""hroe/*of*'^cut"-     5  cents  pending  sanction  of  the  increase  ^oad  Commission  to  apply  on  the  local 

ting  first  jeeth,  the  baby  had  been  unable     to  6  cents  by  the  government  of  the  ji^es  of  the  Fresno  Traction  Company. 

State  of  Chihuahua,  Mex.    The  govern-  xhe  company  is  obliged  to  file  with  the 

ment  of  Chihuahua  has  now  approved  commission  a  statement  of  its  earnings 

the  increase.  and  expenses  in  order  to  determine  the 

Hearing  Date  Announced.- A  hearing  future  fare.    On  a  basis  of  the  reports 

will  be  held  on  March  19  by  the  Public  of  the  commission  as  to  the  Physical 

lission  of  the  District  of  valuation    of    the    railway  s    holdmgs 

Columbia    on    the    application    of    the  '^on'Piny  °<^,<:'^l^«*'^^t 'f^       i^l  Xt/i 

Washington     Interurban     Railroad     to  probability  the  6-cent  fare  will  obtain 

abandon  service  on  Bladensburg  Road,  for  the  "ft  twelve  months^  It  is  the 

The  company  wants   to   substitute  bus  opmion  of  city  "^^/l^- Jl^^^^^^^'  *^J 

The   commission   stated   that  the    results   portend    a    return    to   the 


to  get  sufficient  sleep,  and  the  mother  was 
taking  young  "Bill"  down  to  the  dentist  in 
search  of  relief. 

Boarding  a  car  shortly  after  noon  In  the 
arms  of  his  parent,  "Bill"  calmly  took  it 
into  his  head  to  enjoy  a  much  needed  nap. 
Delighted   over   the   idea   and   the   excellent 

Judgment     of     her     offspring,     the     mother.       wui  uc  uciu  ui.  j..i»i^..   ...«    .^j    ....- ,  -,  ,       u    u- 

armed   with   her  city   line   pass,   rode   back      TT,.;iiHo„  rnrviTnwsinn  of  the  District  of     valuation     of     the     railway  S     holdings, 

and  forth  from  one  end  of  the  line  to  toe     Utilities  Commission  ot  the  District  01     ^^^^  „ffi,;,i«  y,avp  stated  that  in  all 

other   for    about    three    hours,    until      Bill 
decided   to   open   his   sleepy   eyes   and  take 
notice  of  the  surroundings. 

Conductor  Buchanan,  realizing  that  any 
one  could  ride  as  long  as  he  desired  while 
holding  one  of  the  weekly  passes,  was 
puzzled  over  only  one  feature  of  the  expe- 
rience and  sent  in  the  following  report  to 
headquarters:  "How  many  times  should 
one  pass  be  rung  up  when  a  passeiiger 
rides  all  afternoon,  boarding  car  at  12:42 
and  riding  until  3:40?  Making  three  round 
trips,  this  lady  had  a  little  baby  about 
2  years  old  and  said  as  long  as  it  was 
asleep  and  her  pass  good,  she  would  ride 
until   it   woke    up,   and   she  did.      When   we 

would   g< 

turn  her 

trip.  The  little  kid  had  not  slept  much 
the  night  before,  because  of  trouble  with 
his   teeth." 


service. 

the  company's  request  was  made  as  the 
result  of  its  stated  inability  to  meet 
certain  improvement  costs  incident  to 
the  paving  of  the  roadway. 


former  fare  of  5  cents,  on  the  basis  of 
the  8  per  cent  of  property  valuation 
allowed  the  company  for  profit. 

Seeks  Higher  Fare  and  Abandon- 
ments.— The  State  Corporation  Com- 
mission in  Richmond  was  petitioned  by 


May  Try  Flat  Ten-Cent  Rate.— At  a 

get  to  the'  turning  point  she  would     special  meeting  of  the  Pittsfield  Board     ^he  Virginia  Railway  &  Power  Company 
M:.seat  and  be  all  set  for  the  return     ^^  Aldermen  on  March  2  the  members     recently  for  an  increase  in  fares  to  -7 

discussed  a  proposal  to  join  with  the 


Report  Safety  Record. — The  Spokane 
&  Eastern  Railway  &  Power  Company 
and  the  Inland  Empire  Railroad  Com- 
pany, Spokane,  Wash.,  report  that  they 
transported  930,000  passengers  in  1922  complaints  against  the  zone  system  on 
without  a  single  fatal  accident.  the  part  of  residents  in  certain  sections. 


Berkshire  (Mass.)  Street  Railway  in 
petitioning  the  Public  Utilities  Commis- 
sion for  a  ninety  days  trial  of  a  flat 
10-cent  fare  rate,  with  transfer  privi- 
lege, in  place  of  the  present  6-cent  fare 
zone   system.     This  followed  repeated 


cents  in  the  city  of  Norfolk  and  the 
abandonment  of  four  lines,  the  Mason's 
Creek,  Lambert  Point,  Compostella  and 
Edgewater.  The  commission  heard 
argument  made  by  the  company  and 
the  citizens  concerning  the  proposed 
abandonment  and  took  the  case  under 
advisement.  In  its  petition  to  the  com- 
mission  the   company   stated   that  bus 


Fare     Hearings     Concluded.  —  The     Action    was    deferred    until    the    next     competition  was  directly  responsible  for 


Louisiana  Public  Service  Commission 
has  concluded  hearings  on  the  applica- 
tion of  the  Shreveport  (La.)  Traction 
Company  for  permission  to  increase 
fares  in  Shreveport  from  5  cents  to  7 


meeting. 

Signs  to  Inform  Tourists. — George  F. 
Russell,  superintendent  of  public  util- 
ities at  Seattle,  Wash.,  announces  that 
during  the  summer  months  cars  run- 


the  proposed  increase  and  that  unless 
some  action  was  taken  by  the  Norfolk 
City  Council  to  assist  the  company 
"some  strenuous  means"  to  avoid  dis- 
astrous losses  would  have  to  be  taken. 


March  17,   1923 


Electric    Railway    Journal 


499 


c 


Personal  Items 


1 


New  Assistant  Manager  Has 
Filled  Many  Positions 

H.  U.  Wallace  has  been  appointed 
assistant  general  manager  of  the  Little 
Rock  Railway  &  Electric  Company, 
Little  Rock,  Ark.  Mr.  Wallace  is  an 
up-and-doing  individual,  having  worked 
at  various  times  for  utility  companies, 
for  Uncle  Sam  and  for  himself.  He  was 
born  in  Rock  Island,  111.,  in  1872. 
Doubtless  many  things  happened  to 
Mr.  Wallace  from  that  time  until  he 
was  twenty-two  years  old,  but  Mr. 
Wallace,  to  whom  publicity  is  anathema, 
has  guarded  well  the  secrets  of  his 
youth.  In  1894  he  became  identified 
with  the  Illinois  Central  Railroad  and 
until  1905  he  served  with  that  company 
in  the  above-mentioned  role,  as  superin- 
tendent and  chief  engineer.  Private 
consulting  engineering  work  was  his 
next  hobby,  which  was  followed  later 
by  his  becoming  general  manager  of 
the  Chicago,  Lake  Shore  &  South  Bend 
Interurban.  He  had  charge  for  the 
receiver  of  the  Fort  Dodge  &  Southern 
Railway,  and  among  his  achievements 
in  this  capacity  was  the  supervision  of 
the  completion  of  the  electrification  of 
this  line,  which  was  part  electric  and 
part  steam,  and  also  the  changing  for 
.  operation  at  somewhat  higher  voltage. 
At  that  time  this  line  was  doing  a  com- 
bined  passenger   and   freight  business. 

In  1912  we  find  Mr.  Wallace  vice- 
president  and  general  manager  of  the 
Western  Light  &  Power  Company, 
where  he  remained  until  February,  1918, 
when  the  ambition  to  do  something 
bigger  and  better  got  the  upper  hand 
and  as  a  result  he  entered  the  Army 
as  Major  of  Engineers  and  attached  to 
construction  division  where  he  super- 
vised constructing  offices  in  the  building 
of  various  plants  for  manufacturing 
shells,  construction  of  proving  plants 
and  the  erection  of  the  Edgewood  Gas 
Arsenal.  He  left  the  Army  April  1, 
1919.  From  that  time  until  his  recent 
appointment  he  was  engaged  in  private 
practice. 

Appointment  Waits  on  Acts 
of  Legislature 

Governor  Smith  will  not  appoint  a 
successor  to  Charles  M.  Blakeslee  of 
Binghamton,  N.  Y.,  Public  Service  Com- 
(^issioner,  until  he  finds  out  what  the 
Legislature -will  do  with  bills  to  be  in- 
troduced reorganizing  the  State  Public 
Service  Commission.  Mr.  Blakeslee's 
term  expired  at  midnight  Jan.  31,  and 
under  the  terms  of  the  public  service 
commission  law  Commissioner  Blakeslee 
will  hold  over  until  his  successor  is 
named.  There  are  five  members  of  the 
present  commission.  Governor  Smith 
favors  a  three-headed  commission  with 
less  power  than  vested  in  the  present 
commission.  He  would  give  localities 
control  over  all  public  utilities  oper- 
ating within  their  respective  corporate 


limits.  It  is  expected  an  agreement  will 
be  reached  within  the  next  few  days  as 
to  just  how  far  the  Republican  major- 
ity in  the  Assembly  will  go  in  meeting 
the  program  of  the  Governor  on  utility 
legislation. 


New  Manager  of  Washington 
Coast  Utilities 

R.  U.  Muffley,  formerly  superin- 
tendent of  light  and  power  of  the  Puget 
Sound  Light  &  Power  Company,  Bel- 
lingham,  Wash.,  was  recently  named 
manager  of  the  Washington  Coast  Utili- 
ties.   Headquarters  for  this  corporation. 


K.    U.   .>Iufflc.v 


the  common  stock  of  which  was  recently 
purchased  by  the  Puget  Sound  Light  & 
Power  Company,  Seattle,  are  main- 
tained in  the  New  York  block,  and  from 
this  location  the  affairs  of  this  concern 
are  managed. 

Mr.  Muffley  was  born  in  Fairmont, 
Minn.,  in  1883.  He  was  educated  in  the 
public  schools  of  Fairmont  and  was 
graduated  from  Tolands  Business  Col- 
lege at  La  Crosse,  Wis.  After  finishing 
school,  he  returned  to  Fairmont,  where 
he  was  employed  for  four  years  as 
fireman  in  the  plant  of  the  Fairmont 
Electric  Light  Company. 

He  migrated  West  in  1903,  stopping 
en  route  to  the  coast  at  Spokane.  In 
the  latter  part  of  1903  he  entered  the 
employ  of  the  Globe  Electric  Company 
in  Seattle,  engaging  in  miscellaneous 
construction  operations. 

Early  in  1904  he  removed  to  Belling- 
ham  and  became  affiliated  with  the 
organization  of  the  Whatcom  County 
Railway  &  Light  Company,  first  as  a 
motor  repairman  and  wireman.  In  1906 
he  was  promoted  to  foreman  of  inside 
construction  and  motor  repairs.  During 
this  year,  the  Whatcom  County  Rail- 
way &  Light  Company  absorbed  the 
electric  properties  of  the  Bellingham 
Bay  Improvement  Company,  these  prop- 
erties including  a  power  plant  at  Nook- 
sack  Falls  under  construction.    In  1908 


Mr.  Muffley  was  named  superintendent 
of  distribution,  succeeding  W,  S. 
Quimby,  and  in  1911  was  again  pro- 
moted, this  time  to  superintendent  ot 
light  and  power,  in  charge  of  all  light 
and  power  plants,  electric  railway  lines 
and  a  gas  plant  owned  by  the  corpora- 
tion. This  position  he  held  until  his 
promotion  and  transfer  to  his  present 
post,  that  of  manager  of  the  Washing- 
ton Coast  Utilities. 

The  holdings  of  the  Washington 
Coast  Utilities  include  the  properties  in 
the  following  places  operating  these 
services:  Wenatchee,  gas,  light  and 
power;  Arlington,  light,  power  an^ 
water;  Vashon,  light,  power  and  tele- 
phone system;  Port  Townsend,  light, 
power,  gas  and  an  ice  plant;  Elma, 
light  and  water;  South  Bend,  water; 
Tenino,  water;  Edmonds  and  Richmond 
Beach,   light  and  water. 

The  gross  revenues  of  the  Washing- 
ton Coast  Utilities  are  about  $700,000 
a  year. 

Major-General  O'Ryan  Will  Inves- 
tigate Veterans'  Bureau 

Mars  may  or  may  not  be  at  perihelion, 
but  O'Ryan  is  always  in  the  public 
eye.  As  if  it  were  not  enough  to  be 
constantly  under  fire  as  a  member  of 
the  New  York  Transit  Commission 
Major-General  John  F.  O'Ryan  has  been 
retained  as  counsel  by  the  special  Sen- 
ate committee  which  will  inve.stigate 
affairs  of  the  Veterans'  Bureau.  The 
Senate  committee  will  meet  during  the 
summer  and  General  O'Ryan  expects 
to  be  able  to  carry  on  his  part  of  the 
job  without  interrupting  his  work  with 
the  commission. 

Because  this  member  of  the  Transit 
Commission  is  in  the  midst  of  Mayor 
Hylan's  steely  shots  of  "Home  Rule" 
and  "A  5-Cent  Fare"  and  equally 
steely  protests  from  an  indignant  8:30 
a.m.  commuter  he  does  not  lose  his 
perspective.  Einstein's  theory  of  rela- 
tivity he  seems  to  have  mastered  as  it 
relates  to  this  particular  problem  of 
an  infinitesimal  section  of  the  cosmos. 
For  Major  General  O'Ryan  realizes 
that  he  cannot  push  out  the  traction 
companies  and  overnight  sweep  the 
city  clean  of  troubles. 

While  sitting  through  weeks  and 
weeks  of  testimony,  while  plotting 
ways  to  relieve  the  congestion  instantly, 
keep  a  5-cent  fare  forever  and  ever, 
provide  a  seat  for  every  passenger, 
abolish  straps  and  straphangers  by 
miraculous  power.  Major  General 
O'Ryan  has  kept  his  head,  when  all 
about  have  been  losing  theirs  and  some- 
what blaming  it  on  him. 

In  the  New  York  Times  a  short  time 
ago  the  Major  explained  this  plan  over 
which  he  has  spent  so  much  time  since 
early  in  1921.  To  the  general  public 
that  explanation  must  have  been  like 
the  flash  of  the  revolving  light  from 
the  tower  of  a  lighthouse,  for  it  proves 
in  unmistakable  terms  that  there  is 
stability  and  solid  foundation  amidst 
what  to  most  people  must  up  to  the 
present  time  been  utter  blackness. 
There  have  been,  of  course  a  few  all 


soo 


Electric    Railway    Journal 


Vol.  61,  No.  11 


along  who  have  understood,  just  as  the 
ship's  captain  who  has  his  charts  to 
guide  him  knows  all  about  the  light- 
house without  seeing  the  red  flash,  but 
it  is  to  the  crying  multitude  that  this 
flash  ct  clarity  in  the  whole  doings 
gives  assurance. 

One  might  never  guess  that  this 
member  of  the  Transit  Commission, 
with  the  title  of  Major-General,  is  a 
lawyer  by  profession.  That  is,  one 
would  never  guess  it  unless  he  had 
attended  the  hearings  of  the  commission 
and  heard  the  office-lawyer  interject 
into  the  proceedings  clear,  logical  ques- 
tons  and  remarks  which  have  the 
quality  of  leadership  belonging  to  the 
military  part  of  hdm.  He  commanded 
a  division  in  the  A.  E.  F.,  and  was  the 
only  militia  officer  thus  honored. 

Employee  Re-elected  to  Louisville 
Railway  Board 

The  policy  adopted  last  year  of  elec- 
tion of  one  director  to  the  board  of  the 
Louisville  (Ky.)  Railway  by  his  fel- 
low employees  has  proved  very  helpful 
to  all  concerned.  D.  L.  Kehl,  way  de- 
partment representative  on  the  general 
committee,  who  has  acted  as  a  director 
of  the  company  during  the  past  year, 
was,  at  an  election  held  on  Feb.  14, 
1923,  re-elected  to  that  position  by  a 
majority  of  the  votes  cast,  89  per  cent 
of  those  in  the  Co-operative  Welfare 
Association  voting  in  this  election. 

John  S.  Bleecker,  general  manager 
of  the  Indiana.  Columbus  &  Eastern 
Traction  Company,  was  recently  called 
from  Springfield,  Ohio,  to  Nashville  to 
be  at  the  bedside  of  his  dying  wife. 
Mrs.  Bleecker  succumbed  on  March  8. 
A.  H.  Favreau  has  replaced  George 
W.  Cook  as  superintendent  of  the 
Southern  Illinois  Railway  &  Power 
Company,  Harrisburg,  111.  The  position 
of  general  superintendent  has  been 
given  to  Fred  L.  Shimer  and  general 
agant  to  M.  H.  Wetlaw. 

Percival  Chrystie  has  been  elected 
president  of  the  Taylor-Wharton  Iron 
&  Steel  Company,  High  Bridge,  N.  J., 
to  succeed  the  late  Knox  Taylor. 
Mr.  Chrystie  was  formerly  vice-presi- 
dent and  has  been  acting  president  since 
Mr.  Taylor's  death.  He  progressed 
through  the  various  departments  of  the 
company  during  his  thirty  or  more  years 
of  service,  acting  as  superintendent  of 
the  steel  foundry,  then  secretary  and 
treasurer  and  finally  vice-president,  a 
position  he  held  for  many  years. 

J.  F.  Uffert,  who  as  superintendent 
of  equipment  of  the  New  York  State 
Railways,  Rochester,  N.  Y.,  was  called 
upon  in  the  emergency  to  supervise  the 
restoration  of  the  equipment  of  the 
Schenectady  Railway  when  the  collapse 
of  th«  latter's  rolling  stock  came  in 
January,  has  been  made  superintendent 
of  equipment  on  the  Schenectady  lines. 
Mr.  Uffert  retains  his  position  with  tho 
New  York  State  Railways  in  Utica, 
Syracuse  and  Rochester.  He  is  also 
holding  a  similar  position  with  the  New 
York  &  Harlem  Railroad,  New  York 
City. 


Mr.  Buck  on  the  Journal  Staff 

Morris  Buck  has  resigned  his  con- 
nection with  John  A.  Beeler,  consulting 
engineer  of  New  York,  to  become  asso- 
ciate editor  of  Electric  Railway  Jour- 
nal, with  headquarters  in  New  York. 
For  the  past  seven  years  he  has  been 
Mr.  Beeler's  principal  associate  in  the 
extensive  consulting  work  in  which  the 
Beeler  organization  has  engaged  in  the 
electric  railway  field.  He  has  had 
charge  of  important  investigations  on 
many  surface,  rapid  transit  and  inter- 
urban  railways  throughout  the  country, 
including  the  studies  made  for  such 
systems  as  those  in  Boston,  eastern 
Massachusetts,  New  York,  Philadelphia, 
Washington,  Newark,  Chicago,  Kansas 
City,  Richmond,  New  Orleans  and  other 
places.  This  work  has  been  of  a  varied 
character,  including  a  wide  range  of 
operating  and  valuation  problems,  and 
with  railways,  municipalities  and  com- 
missions as  clients.  Mr.  Buck  thus 
brings   to   the   Journal   staff   a   mind 


facturing  Company  for  a  year.  He 
was  employed  as  cost  analyst  by  the 
Mellon  National  Bank,  Pittsburgh,  dur- 
ing 1908,  and  for  two  years  following 
was  assistant  professor  of  electrical  en- 
gineering at  New  Hampshire  State  Col- 
lege. During  the  next  year  he  served 
as  professor  of  electrical  engineering  at 
Clarkson  College  of  Technology,  and 
following  this  went  to  the  University 
of  Illinois  as  assistant  professor  in 
charge  of  the  electric  railway  courses. 
During  his  six  years  at  the  University 
of  Illinois  he  became  very  well  known 
in  the  electric  railway  field  for  the  work 
done  in  analyzing  railway  engineering 
problems  graphically  and  the  develop- 
ment of  test  equipment. 

Mr.  Buck  is  the  author  of  "The  Elec- 
tric Railway,"  a  standard  text  book  in 
general  use.  He  is  a  Member  of  the 
American  Institute  of  Electrical  Engi- 
neers, Fellow  of  the  American  Asso- 
ciation for  the  Advancement  of  Science, 
and  holds  membership  also  in  the 
American  Electric  Railway  Association 
and  the  Society  for  Promotion  of  Engi- 
neering Education.  Mr.  Buck  was  born 
in  Washington,  D.  C,  in  1881. 


Morris  Back 


trained  in  investigation  and  analysis 
work,  a  background  of  practical  ob- 
servation, and  a  round  of  experience 
before  public  bodies  that  should  be  in- 
valuable as  reflected  in  the  columns  of 
the  Journal  for  the  benefit  of  the  in- 
dustry as  a  whole. 

While  Mr.  Buck's  consulting  experi- 
ence is  of  greatest  interest,  his  earlier 
education  and  experience  have  been  of 
a  character  to  round  out  his  knowledge 
and  peculiarly  fit  him  for  the  work  now 
at  hand.  His  early  education  was  in 
the  public  schools  of  Washington,  D.  C. 
He  received  the  degree  of  mechanical 
engineer  from  Cornell  University  in 
1904,  and  the  degree  of  electrical  engi- 
neer from  the  University  of  Illinois  in 
1917.  He  served  as  a  machinist's 
helper  and  special  apprentice  on  the 
Delaware,  Lackawanna  &  Western  Rail- 
road during  his  course  at  Cornell.  Upon 
graduation  he  went  into  the  employ  of 
the  Westinghouse  Electric  &  Manufac- 
turing Company  as  a  designing  engi- 
neer and  then  in  1905  took  a  position 
as  instructor  in  electrical  engineering 
at  Cornell  University.  During  1906  he 
acted  as  engineer  for  the  Mechanical 
Appliance  Company  and  then  returned 
to  the  Westinghouse  Electric  &  Manu- 


John  Brandon  was  recently  elected 
secretary  of  the  Alabama  Public  Serv- 
ice Commission.  He  succeeds  Hugh 
White,  appointed  special  attorney.  Mr. 
Brandon  for  a  number  of  years  was 
secretary  of  the  Alabama  pension  com- 
mission. 


Obituary 


George  H.  Hunter 

George  H.  Hunter,  superintendent  of 
the  Holyoke  (Mass.)  Street  Railway,  is 
dead.  Mr.  Hunter  had  been  ill  for 
some  time.  He  entered  the  employ  of 
the  company  on  Aug.  4,  1884.  At  that 
time  he  was  engaged  in  sawing  timbers 
and  preparing  ties  for  the  construction 
of  the  first  section  of  the  local  railway 
at  Holyoke.  Before  that  he  was  em- 
ployed by  the  Merrick  Thread  Com- 
pany. After  the  local  line  at  Holyoke 
was  completed  Mr.  Hunter  alternated 
in  the  service  by  driving  a  horse  car 
in  vrinter  and  acting  as  foreman  of  the 
track  repair  gang  in  summer.  It  was 
not  long,  however,  before  the  road  was 
equipped  for  operation  by  electricity. 
With  the  change  in  motive  power  he 
was  made  superintendent.  Mr.  Hunter 
was  born  in  Quebec  sixty-four  years 
ago.  He  had  resided  in  Holyoke  forty- 
five  years.  He  was  extremely  popular 
with  the  rank  and  file  of  the  men  em- 
ployed by  the  company.  Mr.  Hunter  is 
survived  by  his  wife. 


William  H.  McChell,  Commissioner  of 
Public  Safety  for  the  City  of  Guthrie, 
Okla.,  for  the  last  eight  years,  died  at 
his  home  in  Guthrie  recently  after 
an  attack  of  neuralgia  of  the  heart. 
Mr.  McChell  was  sixty  years  old.  He 
had  been  interested  in  traction  afl'airs 
for  a  number  of  years  and  was  one  of 
the  best-known  city  officials  in  the 
state. 


March  17,  19^3 


Electric    Railway    Journal 


501 


Jr 


Manufactures  and  the  Markets 

News  of  and  for  Manufacturers — Market  and  Trade  Conditions 
A  Department  Open  to  Railways  and  Manufacturers 
ioT  Discussion  of  Manufacturing'  and  Sales  Matters 


>!t, 


To  Consider  European 
Trade 

Practical    Problems    of    Foreign    Sales 

Management  to  Be  Discussed  at 

Foreign  Trade  Convention 

The  preliminary  program  of  the 
Tenth  National  Foreign  Trade  Conven- 
tion, New  Orleans,  May  2-3-4,  has  been 
announced  by  0.  K.  Davis,  secretary  of 
the  National  Foreign  Trade  Council. 
Mr.  Davis  said  that  the  convention  will 
center  around  the  theme  "European 
Conditions  as  Relating  to  World  Trade." 

Half  Our  Exports  to  Europe 

This  subject  is  regarded  by  all  odds 
the  overshadowing  factor  in  our  foreign 
trade  and  domestic  prosperity  today. 
In  spite  of  all  that  has  been  said  on  this 
subject,  Mr.  Davis  says  there  does  not 
yet  seem  to  be  a  clear  understanding 
of  the  part  which  Europe  plays  in  our 
daily  life.  More  than  half  our  exports 
are  sent  to  Europe;  more  than  one-third 
of  our  imports  come  from  Europe.  Un- 
der such  conditions  it  is  not  too  much 
to  say  that  every  man,  woman  and  child 
in  the  United  States  is  vitally  interested 
in  the  present  developments  in  the 
countries  of  Europe. 

Germany  a  Big  Buyer 

Mr.  Davis  says  the  situation  with  re- 
gard to  Germany  is  particularly  impor- 
tant. Germany  consumes  more  Amer- 
ican products  than  any  other  country, 
except  the  United  Kingdom  and  Canada. 
These  exports  to  Germany  are  largely 
foodstuffs  and  crude  materials,  in  the 
production  of  which  American  farmers 
are  particularly  concerned.  The  cotton 
planters  of  the  South,  the  grain-growers 
of  the  Middle  West,  the  cattlemen  of 
the  Southwest,  and  the  copper  miners 
of  the  Northwest,  says  Mr.  Davis,  all 
have  a  real  personal  stake  in  our  trade 
with  Germany. 

The  full  outline  of  the  program  fol- 
lows: 

Wednesday,  Mat  2 

Firat  General  Session:  Report  on  Eu- 
ropean Conditions  Today ;  European  Prog- 
ress During  the  Last  Year  ;  Trade  Barriers  ; 
Trading  In  the  Face  o£  Depressed  Ex- 
change. 

Group  Sessions:  "Education  for  Foreign 
Trade" ;  "Banking  Facilities  for  Foreign 
Trade" ;  "Export  Managers"  (In  co-opera- 
tion with  the  Export  Managers  Club  of 
N«w  Yorlt). 

Thursday,  Mat  3 

Second  General  Session:  The  Farmers' 
Stake  in  Foreign  Trade  ;  The  Selling  Value 
of  Imports  ;  Need  for  Foreign  Trade  Zones  ; 
Foreign  Trade  Facilities  of  the  Federal  Re- 
serve System. 

Group  Sessions:  "Expanding  Exports" 
(in  co-operation  with  the  American  Manu- 
facturers Export  Association)  ;  "Trading  in 
Latin  America"  ;  "Export  Merchant." 

Trade  Adviser  Service: 

Friday,  May  4 
Third-General     Session:       Inland     Water 
Transportation  as  Affecting  the  Farm  and 


the  Railway  ;  Railway  Service  f6r  Foreign 
Trade ;  The  Shipping  Situation  of  th6 
World. 

Group  Sessions:  "Pacific  Coast  Prbb'- 
lems"  (In  co-operation  with  the  Pacific 
Foreign  Trade  Council)  ;  "Foreign  Credits" 
(in  co-operation  with  the  National  Associa- 
tion of  Credit  Men)  ;  "Export  Advertising." 

Banquet: 

Saturday,  May  5 
Inspection  of  Port,  Industrial  Canal  and 
Inner  Harbor. 


Copper  Costs  More 

Supply    of    Refined    Metal    Reduced    to 

Less   Than   Six  Weeks'   Supply — 

Buyers  Bidding  Material  Up 

Copper  may  not  be  king  just  now, 
but  it  is  apparently  headed  that  way. 
For  months  the  market  for  the  red 
metal  was  in  the  doldrums  while  the 
surplus  production  was  being  worked 
off  that  had  accumulated  during  the 
war-time  period.  With  the  return  of 
business  activity  the  stocks  of  the  metal 
on  hand  have  been  reduced  and  the 
price  is  climbing.  At  first  the  quota- 
tion changes  were  hardly  perceptible 
separated  as  they  were  by  long  inter- 
vals, but  recent  weeks  have  seen  the 
price  advanced  until  on  March  15  it  was 
17  to  17i  cents. 

Costs  Reflected  in  Manufactured 
Articles 

This  advance  will  of  course  be  re- 
flected in  the  cost  of  the  manufactured 
articles  into  which  copper  enters,  and 
as  such  articles  are  innumerable  in 
electric  railway  work  it  means  another 
addition  to  the  cost  of  doing  business. 
Statistics  of  the  trade  show  many  man- 
ufacturers stocked  up  well  ahead  with 
metal  accumulated  at  or  near  the  low 
price,  but  despite  this  the  price  quota- 
tions for  some  of  the  manufactured 
articles  almost  immediately  reflected 
the  increase  in  the  price  of  the  raw 
material.  In  the  case  of  copper  wire, 
to  mention  just  one  article,  the  advance 
in  price  has  been  close  to  6  per  cent 
since  the  first  of  the  year. 

Everybody  who  has  thought  about 
the  matter  knew  that  a  condition  could 
not  exist  indefinitely  where  the  cost  of 
producing  and  mining  the  raw  product 
exceeded  in  many  cases  the  selling  price 
of  the  metal  itself.  Those  who  were 
foresighted  and  at  the  same  time  fore- 
armed with  funds  anticipated  their 
immediate  demands.  Over  them  there 
is  no  immediate  need  for  concern.  The 
question  more  properly  is.  What  of  the 
future  ? 

Predictions  as  to  future  prices  in 
any  line  are  always  precarious,  for 
the  variable  factors  that  enter  into 
consideration  make  it  impossible  to 
look  very  far  ahead.  If  this  were 
not  true  then  given  any  set  of  con- 
ditions, the  matter  of  prediction  could 


be  reduced  to  a  formula.  As  for 
buying  it  is  nearly  always  very  largely 
on  an  upward  scale.  So  it  has  been 
with  copper.  No  sooner  had  the  price 
advance  begun  tkan  the  purchase  de'-^ 
mand  increased.  Buyers  are  biddiijg 
against  each  other.  De^ite  ihis  the 
quotation  for  the  metal  hais  reniaih^a 
fairly  firm  near  present  levels  for 
some  days  noVsf.  This  is  noi  taken  to' 
mean  that  the  upiVard  trend  of  ih^' 
market  has  run  its  coursf,  but  rather 
that  quotations  aro  nrnrkiiig  time  in' 
advance  of  another  upward  iriareH. 

As  one  authority  sees  it  some  of  flier 
principal  factors  that  have  contributed 
to  the  present  price  movement  of  cop- 
per are: 

1.  Reduction  In  refined  surplus  from 
747,000,000  pounds  to  268,000,000,  or  less 
than  six  weeks'  supply. 

2.  Exports  almost  75  per  cent  of  pre-war 
takings  despite  present  chaotic  political 
conditions  in   Europe. 

3.  Relatively  low  price  level  for  copper 
in  comparison  with  other  basic  commodities. 

4.  Great  expansion  in  the  avenues  of 
copper  consumption. 

8.  High  rate  of  consumption  for  all  com- 
modities essential  in   construction. 

6.  Inability  greatly  to  increase  copper 
output   due   t»  shortage  of  mining  labor. 

7.  No  new  sources  of  copper  supply  devel- 
oping. 

8.  Elimination  of  cheaply  produced  South 
American  metal  as  menace  to  price. 

There  is  no  need  to  recite  the  vari- 
ous uses  to  which  copper  is  put  in  the 
electric  railway  industry.  A  long  list 
of  such  uses  will  suggest  itself  at  once 
to  everybody  engaged  in  the  industry. 
There  are  no  really  accurate  figures  of 
the  consumption  of  copper  in  the  elec- 
tric railway  field,  but  a  survey  made 
some  time  ago  by  the  Electric  Rail- 
way Journal  indicates  that  for  wire 
alone  more  than  12,000,000  pounds  are 
used  annually,  this  amount  including 
the  consumption  for  such  items  as 
trolley  wire,  transmission  wire,  trolley 
wheels,  rail  bonds,  etc.  The  consump- 
tion of  trolley  wheels  has  been  placed 
at  500,000  annually. 

On  the  basis  of  this  consumption 
figure  the  added  cost  to  the  electric 
railways  for  a  1-cent  increase  in  the 
cost  of  copper  would  appear  to  be 
infinitesimal,  but  it  must  be  remem- 
bered that  the  increase  in  the  quoted 
price  is  several  cents  over  the  figure 
of  a  few  weeks  ago  and  that  every 
increase  in  the  price  of  raw  material 
is  reflected  in  an  advance  proportion- 
ately much  larger  in  the  price  of  the 
manufactured  article  into  which  the  use 
of  copper  enters. 


Metal,  Coal  and  Material  Prices 

Metals— New  York  March  13,  1923 

Copper,  electrolytic,  centa  per  lb 1 6 .  875 

Ck>pper  wire  bsse,  cents  per  lb 19. 125 

Leaa.centBperIb m'Mi 

Zinc,  centa  per  lb -        c 

Tin,  StraiU,  centa  per  lb 51.25 

Bitumlnoua  Coal,  f  .o.b.  Mine* 
Smokeless  mine  run,  f.o.b.  vessel,  Hamp- 
ton Heads,  gross  tons $7  .  00 

Somerset  mine  run,  Boston,  net  tona ^'c?* 

Pittaburgli  mine  run.  Pittsburgh,  net  lona.  2.55 

Franklin,  111.,  acrecnings,  Cliicago,  net  tona  2 .  375 

CJentrai,  111.,  screenings,  Chicago,  net  tons.        '   **, 

Kanaaa  screenings,  Kansaa  City,  net  lona..  2 .  625 

Materials 

RubbeiMsovered  wire,  N.  Y.,  No.  14,  per 

1, 000  ft '■'<• 

Weatherproof  wirebaae,N.Y.,cenUperlb.  19.50 

Cement,  Chicago  net  pricn,  without  bags .  $2 .  20 
Linaeed  oil  (5-bbl.loU),N.Y.,cents  per  gal..       1 .  01 

White  lead,(  1 00-lb.keg),N.  Y.,centB  per  lb .  1 3 .  375 

Turpentine  (bbl.  lota),  N.  Y.,  per  gal »l .  53 


502 


ELECTKic    Railway    Jourkal 


Vol.  61,  No.  11 


Coal  Commission  Speeds 
Its  Work 

With  the  removal  of  uncertainty  T^ith 
regard  to  its  appropriation,  and  in  fact 
its  very  existence,  tiie  President's  Coal 
Commission  is  bustling  with  increased 
activity.  The  statistical  force  has  been 
expanded  and  the  tabulation  of  the  in- 
formation contained  on  the  question- 
naires has  been  speeded  up  decidedly. 
During  the  week  ended  March  10  a 
material  increase  in  the  rate  of  tabula- 
tion was  achieved.  The  returns  also 
are  being  received  in  greater  numbers. 

New  questionnaires  now  are  being 
prepared  to  cover  certain  phases  of  dis- 
tribution. The  American  Wholesale 
Coal  Association  and  the  Retail  Coal 
Merchants'  Association  are  being  con- 
sulted in  connection  with  the  prepara- 
tion of  these  schedules.  The  field  in- 
vestigations in  connection  with  whole- 
sale and  retail  practices  in  the  larger 
cities  are  now  being  completed. 

Federal  Distributor  Wadleigh  re- 
ported on  March  11  that  there  has  been 
some  improvement  in  the  fuel  situation 
in  New  England  and  northern  New 
York.  Largely  due  to  motive  power 
trouble,  there  still  is  room  for  great  im- 
provement in  the  railway  service.  Dif- 
ficulties continue  in  New  England  har- 
bors and  a  number  of  applications  for 
service  orders  intended  to  give  priority 
to  the  discharge  of  coal  cargoes  have 
been  filed.  Mr.  Wadleigh  stated  that 
it  is  the  present  plan  to  issue  another 
stock  report  on  April  1  and  still  another 
on  June  1. 

Finance  Committee  Approves 
Municipal  Railway  Car  Plan 

The  finance  committee  of  the  City 
Council  of  Seattle,  Wash.,  by  unanimous 
vote  has  recommended  passage  of  an 
ordinance  authorizing  the  Board  of 
Public  Works  to  call  for  bids  for  100 
new  lightweight,  modern  type  cars,  with 
seating  capacity  for  fifty-eight  passen- 
gers each,  and  equipped  with  the  latest 
appliances,  including  electric  heaters. 
It  is  proposed  to  lease  the  cars  with  an 
option.  It  is  confidently  expected  that 
the  Council  will  approve  the  plan.  If 
it  does  the  Board  of  Public  Works  will 
immediately  issue  a  call  for  bids. 
Finance  Chairman  E.  L.  Blaine  said  he 
felt  certain  the  call  would  bring  offers, 
unless  the  car  building  companies  are 
so  rushed  with  business  that  the  propo- 
sition might  not  be  attractive  at  this 
time.  The  new  cars  will  be  used  to  re- 
place ninety-one  cars  of  the  600-type 
now  in  use.  It  is  proposed  to  have 
seventy-five  cars  of  the  500-class  re- 
modeled in  the  department's  shops. 


Rolling  Stock 


St.  Petersburg,  Fla.— Bids  will  be 
open  this  week  by  the  city  on  the  new 
cars  to  be  purchased  for  the  Municipal 
Railway,  at  an  estimated  cost  of 
$30,000. 

Brooklyn  (N.  Y.)  City  Railroad  has 

placed  an  order  for  fifty-four  pair  of 
Brill    type   62-E    1    trucks    for   use   in 


motorizing  fifty-four  trailers,  as  re- 
ported in  last  week's  issue  of  the 
Journal. 

Groton  &  Stonington  Traction  Com- 
pany. Norwich,  Conn.,  has  purchased 
two  Fageol  buses  of  the  street  railway 
type  or  city  type.  The  company  has 
also  purchased  one  of  the  Model  50 
White  buses  which  is  now  in  use  on  the 
branch  line  between  Mystic  and  Old 
Mystic. 

Johnstown    (Pa.)    Traction    Company 

has  received  four  double-truck  cars, 
purchased  from  the  Cleveland  Railway. 
They  will  replace  single-truck  cars. 
Eleven  more  cars  are  to  be  received 
within  the  next  few  months.  The  cars 
will  be  repainted  and  re-equipped  and 
placed  in  immediate  service. 

Pennsylvania  Railroad.  New  York, 
N.  Y.,  has  ordered  new  equipment  to 
be  placed  in  service  this  year  which 
involves  an  expenditure  of  more  than 
$57,000,000.  The  orders  include  three 
electric  locomotives  and  fifteen  subur- 
ban type  steel  passenger  cars  equipped 
with  electric  apparatus  for  electric  sub- 
urban service. 


Track  and  Roadway 

Union  Traction  Company,  Coffeyville, 
Kan.,  is  planning  to  extend  its  electric 
line  into  Oklahoma,  and  will  have  the 
terminus  near  Oolgah,  Okla.,  where 
the  company  has  recently  acquired 
leases  on  a  large  block  of  coal  land. 
The  company  will  open  several  mines 
and  develop  the  leases,  and  it  is  ex- 
pected that  considerable  tonnage  for 
the  electric  line  will  thus  be  provided. 

New  Haven,  Conn. — The  Southern 
Connecticut  Electric  Company  is  seek- 
ing a  charter  to  operate  over  the  aban- 
doned stretch  of  the  old  Shore  Line 
east  of  New  Haven.  William  A. 
Sperry,  interested  in  the  incorporation 
of  this  company,  recently  purchased 
the  part  of  the  Shore  Line  Electric 
Railway  between  New  Haven  and  Say- 
brook,  which  had  not  been  in  opera- 
tion  for  several   years. 

Springfield  (Mass.)  Street  Railway 
has  petitioned  the  city  of  Springfield 
for  a  double-track  location  through 
Vernon  Street  and  in  a  loop  through 
Broadway,  Pynchon  Street  and  Water 
Street  to  the  Hampden  County  Memo- 
rial Bridge.  This  is  proposed  to  be  a 
terminal  for  lines  coming  into  the  city 
over  the  new  bridge  and  also  for  cer- 
tain other  lines,  and  if  approved  the 
loop  will  supersede  the  present  loop 
around  Court  Square. 

Youngstown  (Ohio)  Municipal  Rail- 
way expects  to  rebuild  its  lines  on 
Albert  Street.  This  is  the  next  im- 
provement in  the  company's  program 
stated  by  Superintendent  Stewart  at 
the  recent  meeting  of  the  Council  street 
railway  committee  with  Commissioner 
Engle.  The  work  will  cost  about  $46,- 
000,  of  which  about  half  will  be  charged 
to  maintenance  expenses  and  half  to  the 
company's  capital  value  under  the  pro- 
visions of  the  franchise. 


Trade  Notes 


J.  G.  Brill  Company,  Philadelphia, 
Pa.,  has  delivered  all  the  gasoline-^iivtn 
cars  to  the  Pennsylvania  Railroad  \vn..h 
the  company  ordered  last  year. 

Pure  Carbon  Company,  Wellsvilie, 
N.  Y.,  announces  the  recent  estabash- 
ment  of  a  northern  West  Virginia  repre- 
sentative, Norman  Strugnell,  Clarks- 
burg, W.  Va.  Mr.  Strugnell  is  qualified 
to  give  personal  engineering  service  on 
all  brush  problems  and  requirements  in 
this  territory. 

Harry  Marlin,  European  representa- 
tive of  the  Railway  Supply  &  Manu- 
facturing Company,  Cincinnati,  Ohio, 
and  Arthur  Joseph  and  F.  A.  Hamilton, 
vice-president  and  secretary  respec- 
tively of  the  concern,  sailed  for  Europe 
on  the  "Majestic,"  March  10.  Mr.  Marlin 
recently  returned  from  Dresden,  after 
spending  a  year  there.  He  is  returning 
to  that  city  for  a  stay  of  another  year 
or  two.  Messrs.  Joseph  and  Hamilton 
will  remain  abroad  about  six  or  seven 
weeks,  visiting  the  company's  foreign 
business  associates  with  Mr.   Marlin. 

Standard  Underground  Cable  Com- 
pany will,  on  April  1,  move  its  general 
offices  and  Pittsburgh  sales  office  from 
the  Westinghouse  Building  to  the  co^ii- 
pany's  new  factory  and  oflice  building 
at  100-108  Seventeenth  Street.  The 
Standard  Underground  Cable  Company 
also  announces  the  opening  of  a  branch 
of  its  St.  Louis  sales  ofBce  in  the  Scar- 
ritt  Arcade  Building,  817-819  Walnut 
Street,  Kansas  City,  Mo.  E.  H.  Shutt 
will  be  in  charge  of  the  new  office  as 
district  sales  agent.  Mr.  Shutt  has 
been  connected  with  the  company  for 
several    years. 


New  Advertising  Literature 

Graver  Corporation,  East  Chicago, 
Ind.,  has  issued  bulletin  No.  509,  which 
describes  the  Graver  zeolite  water- 
softening  equipment. 

Pittsburgh  (Pa.)  Testing  Laboratory 

has  issued  bulletin  No.  28.  which  shows 
the  service  its  inspecting  engineers  and 
chemists  are  prepared  to  render  on 
electric  railway  equipment. 

Railway  Improvement  Company,  New 
York,  N.  Y.,  has  issued  an  illustrated 
booklet  on  the  Ransom  vacuum  oiler. 
It  shows  the  oiler  installed  on  motors 
on  a  large  number  of  properties. 

J.  G.  Brill  Company,  Philadelphia, 
Pa.,  will  publish  the  Brill  magazine 
quarterly  beginning  with  April  of  this 
year.  The  magazine  is  distributed 
gratis  to  individuals  aflfiliated  with  the 
electric  railway  industry. 

General  Electric  Company,  Schenec- 
tady, N.  Y.,  has  issued  bulletin  No. 
46,053,  describing  with  illustrations  the 
portable  timing  device.  This  device 
consists  of  an  increased  clock,  to  be 
used  with  a  standardized  clock,  as  a 
means  of  secondary  timing,  to  sup- 
plant the  stop  watch. 


March  17,  1923 


Electric    Railway    Jourkal 


61 


Peacock  speaks  of- 

the  income  tax  problem! 


PEACOCK  BRAKES 

Eliminate  another  big  tax  on  income 


Now  that  income  tax  returns  are  uppermost 
in  your  mind,  consider  the  drain  that 
accidents  annually  make  cm  your  company's 
income.  Are  they  a  necessary  evil?  Have  you 
really  utilized  every  possible  means  to  equip 
yourself  against  their  occurrence? 

Peacock  Brakes,  powerful  and  reliable,  are  the 
most  inexpensive  protection  against  one  type  of 
accident,  that  you  can  possibly  secure.  It  is  the 
reliability  factor  which  makes  Peacock  Brakes 
the  most  dependable  equipment  for  electric 
railway  cars,  whether  used  as  the  regular  service 
brake,  or  merely  for  emergency  conditions. 


Peacock  Improved  Brake 


NATIONAL  BRAKE  COMPANY,  Inc. 

890  EUicott  Sq.,  Buffalo,  N.  Y. 

Canadian  Representative: 
Lyman  Tube  &  Supply  Company,  Limited,  Montreal,  Canada 


k 


62 


ELECTRIC    Railway    JouftNAL 


March  17,  1923 


One  way  to  prevent 

Car  Failures 


WHEN  A  CAR  is  turned 
back  on  the  run,  the  ap- 
parent cause  may  be  a  burned- 
out  armature  bearing,  a  hot 
journal,  or  trouble  with  a  brake 
or  door  engine. 

When  we  look  deeper  for  the 
fundamental  cause,  we  usually 
find  it  to  be  faulty  lubrication. 


systems  all  but  wrecked  be- 
cause someone  in  authority 
proclaimed — "Oils  are  all  alike, 
let's  buy  the  cheapest." 

We  speak  from  years  of  ex- 
perience in  effecting  operating 
economies  on  street  railways 
throughout  the  world  when  we 
sav  this : 


We  have  seen  street  railway  The  amount  you  can  save  on 


VACUUM  OIL  COMPANY 


March  17,  192S 


Electric    Railway    Journal 


"K  J» 


so-called  "cheap"  oils  over  the 
best  oils  you  can  buy  is  of 
course  something — 

But,  the  difference  in  results 
makes  the  slight  price  differen- 
tial seem  microscopic. 

With  us  the  lubrication  of 
street     railways     has     been     a 


subject  of  highly  specialized 
study.  Our  Engineers  are  at 
your  service. 

If  you  have  not  already  done 
so,  it  will  pay  you  to  talk  with 
a  Vacuum  Oil  Company  repre- 
sentative. A  line  to  our  nearest 
branch  office  will  put  you  in 
touch  with  him. 


Lubricating  Oils 

A  grade  for  each  type  of  service 


Domestic  Branches: 

Rochester 

Boston 

rhir.Hgo 

Minneapolfe 

Buffalo 

Des  Moines 

Kansas  City.  Kan. 

nallas 

New  York  (Main  Office) 

Indianapolis 

Milwaukee 

Phila«]elphia 

Pittsburgh 

Detroit 

Albany 

Oklaboma  City 

VACUUM  OIL  COMPANY 


64 


Electric    Railway    Journal 


March  17,  1923 


|B  aixK^ere^^.  E;j[>^ij^e^^^ 


iFor^,  JJacort  &  Va.m 

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 
HVDRO-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 

REPORTS — APPRAISALS — RATES — OPERATION — SERVICE 


Parsons,  Klapp,  Brinckerhoff  &  Douglas 

WM.  BAKCI.AV  PARSONS  H.  M.   BBIXKERHOFF 

I  I'GENE   KI.APP  \V.  i.   DOUOI.AS 

Engineers — Constructors — Managers 

Hydro-electric  Railway  Liijht  and  Industrial   Plants 

Appraisals  and   Reports 

CI.EVKI,AND  NKW  YORK 

l.%;0  llanna  Bide.  84  Fine  St. 


C.  E.  SMITH  &  CO. 

Consulting  Engineer* 

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.  Laynd        Albert  W.  Hemphill 

APPRAISALS 

INVESTIGATIONS    COVERING 

Reorgan!z:ition        MnnaSement        Operation        Construction 

43  Cedar  Street,   New  York  City 


THE  J.  G.  WHITE 
ENGINEERING  CORPORATION 

Engineers — Constructors 

Industrial   Plants,  Buildings,   Steam   Power   Plants,   Water 

Powers,  Gas   Plants,   Steam   and   Electric  Railroads, 

Transmission  Systems 

43  Exchange  Place,  New  York 


John  A.  Beeler 

OPERATING,  TRAFFIC  AND  RATE  INVESTIGATIONS 

SCHEDULES— CONSTRUCTION— VALUATIONS 

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  handled  to  make  it  a  success. 

143  Crary  Ave.,  Mt.  Vernon,  N.  Y. 


Dwight  P.  Robinson  &  Company 

Incorporated 

Design  and  Construction  of 

Electric  Railways,  Shops,  Power  Stations 

125  East  46th  Street,  New  York 


Chicaffo 
Los  AnffcIeB 


Youngfttown 
Montreal 


Dallas 
Rio  de  Janeiro 


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 

EWGIWEERS 

'D£si^n.    Construction 
J^epoHj",   valuations,   'Mana£emeni 

NEW  YORK    PHILADELPHIA     Chicago 


JAMES  E.  ALLISON  &  CO. 

Consulting  Engineers 

Specializing  in  Utility  Rate  Cases  and 
Reports     to     Bankers     and     Investors 

1017  Olive  St.,  St.  Louis,  Mo. 


March  17,  1923 


Electric    Railway    Journal 


65 


■ 

u 

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..  .Liberty  Central  Trust  Bldg. 

Philadelphia,  Pa Widener  Building     Denver,  Colo. . .  First  National  Bank  Bldg. 

Boston,  Mass 120  Franklin  Street     Salt  Lake  City.  Utah .  .  Walker  Bank  Building 

Baltimore,  Md Continental  Building      Duluth.    Minn Woloin  Building 

PITTSBURGH.  PA Frick  Building      Minneapolis,  Minn. . .  7th  Ave.  &  2dSt.,S.E. 

Buffalo.  N.  Y.  ....Marine  National  Bank                    r,     .r  r>      .  d 

Cincinnati,  Ohio.  . . .  Union  Trust  Building      .,  „  „/«">f' C°«'/«%"'="'''""«'  ,  _  ^, 

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  Buildint 

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. 

B 

■ 

J.  ROWLAND  BIBBINS 

Engineer — Washington,  D.  C. 

TRANSPORTATION 

Complete  Transit  Surveys  and  Development  Pro- 
grams, adapting  Motor-Transport,  R.R.  Terminal  and 
City  Plans.  Traffic,  Service,  Routing,  Operation  and 
Valuation. 

EXPERIENCE  IN  20  CITIES 


wiiiiiiiHiiiiiii iiuiNiiiiiiiiiiiiimiiimmiitmuHiiiiiiiiiiiiiiiMiiiiiiiiimiitiitiiiiniiiiiniiiiiiiiiiitiiiiiiiiiitiiiiiiiiiiuiiiiiiiiiimirj 

=  3 

I  ''Fix  up  the  track  first*' —  | 


Joe  R.  Ong 


Consulting  Transportation  Engineer 

Sp0dtdixing  in   TrtttHc  ProblentM  and  in   Method*  to 

Improvo  Servicm  and  Increate 

EKeimney  of  Optration 

PIQUA,  OHIO 


The  Most  Successful  Men  in  the  Electric  Railway 
Industry  read  the 

ELECTRIC  RAILWAY  JOURNAL 

Every  Week 


Said  a  promi- 
nent railway 
president  at  a 
recent  associa- 
tion meeting. 


THE  P.  EDWARD  WISH  SERVICE 

50  Church  St.  Street  Railway  Inspection  131   Sole  St. 

NEW  YORK        DETECTIVES        BOSTON 


When  writing  the  advertiser  for  Information  or 

prices,  a  mention  of  the  Electric  Railway 

Journal  would  be  appreciated. 


I  "The  place   where  we  need  to  take  hold 

I  most    vigorously    at    the    present    time    is 

I  in  track  habilitation— our  run-down  track 

I  is    increasing   our    operating   expenses" — 

I  words  which  many  a  roadmaster  will  echo. 

I  SEYMOUR  MIDGET  RAIL  GRINDERS 

I  for  economical  maintenance. 

I  Rail   grinding   is   now   lirmly   established 

I  as   one   of  the    tea!   constructive   mainte- 

I  nance  economies.  Seymour  Rail  Grinders, 

i  used  on  numerous  well-known,  roads,  are 

I  proving    their    unique    value    as    efficient 

I  machines  for  this  work.     Light,  fast  and 

I  above   all,   inexpensive. 

E.  P.  Seymour  Rail  Grinder  Co. 

I  Waltham,  Mass. 

^iiiitiiiiiiimmiiHiiiimHiiiiiimiiHiiiuiiiiiitiiiiiiiiiiitiiiiiiiiiiiiiiiiuiiiiiniiiiMiiiiiiiiiiimiiiiiuiiuiiiimiiiiuuiiiiiiii 


66 


Electric    Kailway    Journal 


March  17,  1923 


Paling  Breakertt  used  to 
break  out  concrete  ahead  of 
track  reconstruction  crew. 


More  maintenance  work 

Pneumatic  Tie  Tampers  reduce  track  crew 

Six  men  cutting,  paving  and  tamping  ties  as  shown  in  the 
illustrations  are  giving  the  equivalent  of  about  twelve  men's 
work  with  hand  tools.  Over  seventy  prominent  traction  com- 
panies are  now  using  Ingersoll-Rand  Tampers  and  Paving 
Breakers  as  standard  equipment  in  their  track  departments 
because  they  practically  cut  the  labor  bill  in  half.  Furthermore, 
when  tamped  with  all  the  power  and  persistence  of  pneumat- 
ically-operated equipment,  the  ballast  is  more  firmly  and 
thoroughly  packed  under  and  around  the  ties,  giving  a  better 
and  more  permanent  construction. 

Write  for  bulletins 
and  complete  information 


March  17,  1923 


Electric    Railway    Journal 


67 


This  railioav  company  or- 
aanitsee  a  four-man  tie- tamp- 
ing team  with  Tie   Tampere. 


with  lower  labor  cost 

Inger soil- Rand  Equipment  has  many  uses 


The  use  of  pneumatic  tools  and  equipment  is  not  limited  to  the 
track  department.  Ingersoll-Rand  Riveting  and  Chipping 
Hammers  are  efficient  and  economical  aids  to  bridge  and  struc- 
tural crews.  Ingersoll-Rand  Compressor  Outfits  are  used  by 
many  of  the  largest  electric  railway  companies  for  operating 
paint  spray  outfits,  sand  blast  equipment  and  other  pneumatic 
tools.  I-R  Portable  Compressors,  for  either  gasoline  or  elec- 
tric drive,  are  built  in  various  sizes  to  meet  any  railway  require- 
ments, mounted  on  smooth-tread,  or  flanged  wheels  as  desired. 

Ingersoll-Rand  Company 

11  Broadway,  New  York  City 

Offices  in  All  Large  Cities 

For  Canada  refer  Canadian  Ingersoll-Rand  Co.,  Limited 

260  St.  James  St.,  Montreal 


68 


Electeic    Railway    Journal 


March  17,  1923 


Ask  any 

Electric  Railway 


user: 


Inquire  whether  or  not  Newport  Culverts 
LAST  and  stay  PUT.  They'll  tell  you, 
with  a  grin  of  satisfaction  (like  the  gentle- 
man in  the  picture)  that  it  PAYS  to  get 
these  culverts.  Because — they're  made  of 
"Genuine  Open  Hearth  Iron,"  99.875% 
Pure  Iron — Copper  Alloy,  coated  with 
2  ounces  of  spelter  per  square  foot,  for  added 
protection!  NEWPORT  CULVERTS 
mean  right  culvert  service  on  the  right  of 
way! 


An  18-in.  diameter  "GENUINE  OPEN  HEARTH  IRON"  Culvert  Pipe 
installed  under  the  right-of-way  of  the  C.  N.  &  C.  Street  Railway 
Co.  at  Sunnyside  Stop   on    the  Cincinnati-Fort   Thomas  Line. 


,.|PTininnTPimf 

THEN  ^GENUINE  OPEN  HEARTH  IRON; 


®T 


CO 


March  17,  1923 


Electric    Railway    Journal 


69 


Giving  New  Track  Long  Life 
and  Old  Track  New  Life 


The  welding  of  rail  joints  in  paved  construction  with  the  RWB 
Carbon  Arc  Process  brings  track  maintenance  costs  down  to  a  mini- 
mum. With  these  sturdy  joints  on  new  rail,  the  track  is  prepared 
for  many  years  of  continuous  service  as  the  joint  plates  are  solidly 
welded  to  the  rails. 

In  the  same  manner,  many  electric  railways  have  reclaimed  miles 
of  old  track.  By  so  doing,  additional  years  of  good  service  were 
secured  at  low  cost. 

The  RWB  Carbon  Arc  Process  of  welding  is  a  specially  developed 
method  of  welding  rail  joints.  Through  mechanical  means  the 
welding  is  done  in  a  simple  and  quick  manner.  The  equipment  is 
so  compact  that  work  can  be  done  without  interruption  to  traffic. 
The  proper  welding  current  is  supplied  by  the  well  known  type  WW 
Dynamotor,  which  is  a  portable  unit.  All  of  these  features  add  to 
the  convenience  and  low  cost  of  installing  RWB  Joints. 

Type  WW  Dynamotors  are  also  used  for  building  up  cupped  rails, 
repairing  manganese  special  work  and  shop  welding  with  both  metal- 
lic and  carbon  arc.  With  its  large  capacity  two  operators  can  use 
it  for  metallic  welding.  These  important  ways  of  utilizing  the  type 
WW  Dynamotor  make  it  a  machine  which  is  capable  of  producing 
large  savings  for  both  track  and  shop. 

Send  for  a  catalogue  now. 

Rail  Welding  and  Bonding  Company 

Cleveland,  Ohio 


70 


Electric    Eailway    Journal 


March  17,  1923 


FERALITE — Latest  development 


The  Start: — 


Rail  enda  are  butted  and  lined  up. 
then  an  or)ening:  is  cut  through  the 
base  and  web.  up  to  the  rail  head, 
using  the   oxy-acetylene   torch. 


The  Process: 


The  molds  are  adjusted  and  clamped, 
the  rail  is  heated  to  welding  tem- 
perature, the  aluminothermic  reaction 
J8  carried  out,  and  the  superheated 
steel   is   tapped  into  the   mold. 


-? 


Finished  Weld: — 


The  result  is  a  solidly  fused  pair  ot 
rails,  ae  strong  mechanically  and  as 
continuous  electrically  as  any  part 
ol  the  oriirinal  rail. 


The  advantages  of  this  kind  of  weld  over  the  ordinary 
rail  joint,  are  almost  too  well  known  to  need  enumera- 
tion. It  lasts  as  long  as  the  rail,  does  not  cup,  requires 
no  maintenance  and  eliminates  the  expense  of  rail 
bonds.  Of  more  interest  to  the  well-informed  railway 
man,  is  the  fact  that  the  FERALITE  Process  puts 
this  type  of  weld  on  a  practical  basis — uniform,  effi- 
cient and  economical. 


FERALITE 

"^  TRADE  MAI"<      -^ 


ALUMINO-THERMIC 

Roselle  Park 


March  17,  1923 


Electric    Railway    Journal 


71 


in  aluminothermic  welding  process 

Correct  theory  backed  by 
practical  experience 

To  meet  the  insistent  demand  of  electric  railway  engineers  for  a 
uniform  product  and  an  economical  process,  as  applied  to  alumino- 
thermic welding  of  rail  joints,  this  Company  was  formed  to  develop 
and  market  the  FERAI^ITE  Process.  We  secured  as  Consulting 
Engineer,  the  famous  Professor  Hans  Goldschmidt,  known  the 
World  over  as  inventor  of  the  aluminothermic  reaction  for  welding 
iron  and  steel. 

This  Company  is  composed  of  men  of  long  experience  in  the  railway 
and  the  welding  fields.  Our  engineers,  in  both  the  manufacturing 
and  the  service  departments  are  thoroughly  familiar  with  the  require- 
ments peculiar  to  electric  railway  operation,  and  the  importance  of 
local  conditions  in  every  individual  case.  In  developing  the 
FERALITE  Process,  and  in  applying  it  to  railway  work,  our 
primary  purpose,  always  in  view,  has  been  to  make  it  a  practical 
process,  that  is,  a  process  which  would  give  not  only  the  most  satis- 
factory results  from  a  maintenance  standpoint,  but  one  also  which 
could  be  applied  at  a  cost  within  the  range  of  reasonable  economy. 

FEATURES  of  FERALITE 


Foremost  among  the  many  purely  mechanical  ad- 
vantages of  the  FERALITE  Process,  is  the  fact 
that  nothing  intervenes  between  the  original  rail 
heads.  They  are  butted  together  and  welded  solid. 
This  permits  an  absolutely  correct  alignment  to  be 
made,  and  eliminates  the  lack  of  uniformity  which 
may  occur  if  any  otiier  metal  is  introduced  between 
the  original  rail  heads.  When  welding  old  rails,  it 
is  not  necessary  to  cut  out  any  part  of  the  rail  head 
— the  FERALITE  Process  cares  for  them  as 
they  are. 

Uniformity  of  the  mixture  is  insured  when  you  use 
FERALITE.  It  is  manufactured  and  mixed  in  our 
plant,  under  constant  personal  supervision  of  an  ex- 
pert in  this  process.  Because  of  the  use  of  nothing 
but  highest  grade  pure  materials,  accurately  por- 
tioned as  to  chemical  contents  and  suitably  mixed. 


FERALITE  steel  is  free  from  impurities,  blow- 
holes, and  hard  spots,  when  poured  into  properly- 
prepared  molds. 

By  means  of  the  FERALITE  Process,  which 
butts  the  rail  ends,  there  is  little  or  no  excess  metal 
to  be  ground. 

Crucibles  and  apparatus  which  we  furnish  are  light 
in  weight,  but  amply  strong.  Our  special  rail  cruci- 
ble holder,  shown  in  the  illustration,  is  designed  to 
permit  quickest  adjustment  and  centering. 

When  it  comes  to  costs,  we  are  prepared  to  show 
you  that  there  is  a  possibility  of  real  economy  in 
aluminothermic  welding.  Our  equipment  is  inex- 
pensive, but  practical  and  rugged,  and  you  will  find 
our  scale  of  prices  on  FERALITE  portions,  most 
attractive. 


The  information  you  want 

will  be  sent  by  return  mail.  Our  experta  will  gladly  advise  you 
of  the  other  advantages,  the  applications,  and  the  cost  of 
FERALITE  welding.  When  asking  for  quotations,  tell  us  the 
rail  section  you  are  using,  and  the  number  of  joints  to  be 
welded. 

Write  for  Booklet  B. 


CORPORATION 

New  Jersey 


FERALITE 

'"  TR4DE  MARK 


72 


Electric    Railway    Journal 


March  17,  1923 


Proven  Improvements  Available  for 

How  MAxNY  of  these  economy  and  betterment  measures 
you  check  off  IE  as  done?  How  many  can  you  check  off 
as  thoroughly  considered  and  found  not  ai 
conditions?     How  may  blank  squares  rer 
backwardness  or  to  show  where  your  stu^HB^nflfli  be 
directed  in  1923,  if  you  are  to  keep  pgje  vBi^ffogress? 


I     I  Have  you  inaugurated  a  system  for  the 
periodic  .checking  of  traffic  and  th-^  —* 
scheduling  of  cars  on  all  lines,  so  tl 
will  follow  changing  traffic,  avoidin 
car-miles  but  providing 
that  will  be  bought?    

^routed 


service? 
saf 


fits  in 


ofir  generating 
'n  of  economical 
^tering  devices   and 
test  equipment? 

ou  begun  the  installation  of  auto- 
bstation  control  to  reduce  labor 
energy  and  free  the  system  from 
shutdown  on  strike  of  a  handful 


revisio 


use 
service? 

ntered  upon 

the  better  exi 
operation  with  one  man 
and  suburban  lines  and 
utilizing  safety  dev 
such  operation  and 
the  public? 

I     I  Have  you  substitii 
motors,  saving  we 
sumption,    maintenance 
delays? 

I     I  Are  you  using  a  modern  fare  collection     I     I  Have  you  substituted  machines  for  hand 
system  with  approved  fa  re  box  and  a  mod-  work  and  saved  labor  costs  to  the  great 


modern  for  ancient 
t  and  energy  con- 
expense 


and    road 


I  I  Have  you  given  your  line  materials  the 
same  careful  attention  that  you  have  roll- 
ing stock,  track  and  power  system?  Many 
improvements  in  line  materials  and  construc- 
tion have  been  made  which  increase  the  life 
of  the  overhead  and  decrease  the  work  and 
number  of  trouble  crews. 

I     I  Are  you  utilizing  modern  steel  poles  in 
the  cities  for  economy,  permanence  and 
appearance? 


eluding  through  service  with  other  lines? 


tenance  charges  on  both  track  and  cars? 


tV-JIVr-il^aAsi^ 


March  17,  1923 


Electric    Railway    Journal 


73 


lettering  Operation  □ 


I     I  Are  you  utilizing  substitute  ties  where 
they  would  decrease  the  first  cost  and  pos- 
sibly extend  the  life  of  new  and  rebuilt  track 
in  paved  streets? 

I     I  Are  you  using  electric  welding  in  con- 
nection with  trackwork  maintenance,  but 
not  carrying  the  welding  to  the  point  that  it  is 
more  expensive  than  replacements? 

I     I  Are  you  employing  the  latest  develop- 
ments  in  rail  joints? 


D 


tools  for  obsolete   toe 


[ern   machine 
^^^^^^^  .-ed 
methods  in  the  shop  department, 

j     I  Are   you   conserving  the  time   of 

labor,  of  track  storage  yard  labor,  and 
the  storeroom  help  by  use  of  proper  material 
handling  equipment? 

I     I  Are  y^^  using  an  energy-saving  device 

to  rediX.  Vvpower  "^ills,  maintenance  bills, 

and  improve\^e  g^^^j^t^Ht^^  ^^  cars? 

I     I  Are  yo^     VYflilfSP^^lf^  ^^  energy 
'"^^  "'^         hermostatic 

s? 

ible 
rion  0 rix^j  JrrT^TTo wa tt-h our 
basis,  particularly  as  against  a  periodic  inspec- 
tion, but  also  in  comparison  with  inspection 
on  a  mileage  basis? 

izing  the  practice  of  dipping 

cmg  armatures  and  field  coils  to 
le  number  of  electrical  failures? 

[ave   you    adopted   spray   painting,   to- 
gether with  a  fixed  schedule  for  keeping 
cars    brightly    painted    for    the    sales    valv 


Are  you  using  closed  vestibules  to  reduce 
accident  expenditures? 

Are  you  using  automatic  door  engines  to 
shorten  the  standing  time? 

I     I  Have   you    installed    automatic   electric 
switches  to  facilitate  the  movement  of 
cars  and  eliminate  the  delays  that  aggravate 
passengers? 

I     j  Are  you  employing  train  operation   to 
handle  rush-hour  traffic  or  all-day  traffic 
on  extremely  heavy  lines,  using  motor  and 
trailer  or  multiple-unit  cars? 

I     I  Are  you  using  automatic  couplers  to  save 
time  at  the  terminals,  to  reduce  mainte- 
nance costs  on  inter-car  connections  and  reduce 
lazard  to  trainmen? 

you  using  automatic  slack  adjusters 


nni 


id    br 


Recognition 

Observe  how  authorities  now-a-days  are 
including  bright  fresh  paint  and  varnish 
among  the  prime  requisites  for  attracting 
and  pleasing  patrons.  This  is  from  the 
Electric  Raitiuay  Journal,  (Jan.  6,  1923). 

Here  are  a  few  of  the  many  well-known 
companies  both  steam  and  electric,  which 
use — 

Beckwith- Chandler 

Paints  and  Varnishes 

Philadelphia  Rapid  Transit  Co. 

Brooklyn  Rapid  Transit  Co. 

Public  Service  Ry.  Co.  of  N.  J. 

Denver  Tramways 

San  Francisco  Municipal  * 

Chicago  Surface  Lines 

Metropolitan  West  Side  Elevated  Ry.  Co. 

The  Pullman  Company 

Pennsylvania  Railroad   Co. 

New  York  Central  R.  R.  Co. 

Chicago,  Burlington  &  Quincy  R.  R.  Co. 

and  many  others 

Write  our  raihcav  service  department  for  further 
information  on  our  special  preparations  for 
interior  and  exterior  finishes. 

The  Beckwith-Chandler  Company 

203    Emmett    St.,    Newark,    N.    J. 
320  Fifth  Ave.,  New  York 


shop  fo  reclaim  worn  or  broken  parts?'"' 


74 


Electric    Railway    Journal 


March  17,  1923 


The  Indianapolis 
Street  Railway 
Company 

new  gives  its 
patrons  the  service 
which  is  also 
offered  you 
through  the 

PEAD-WYL-U-RYp 

system  of  selHng 
morning  newspapers 
on  all  street  cars 


We  know  of  no  other  added  service 
so  mnch  appreciated  by  street  car 
riders  which  is  also  a  revenue  pro- 
ducer for  the  street  railway  com- 
pany without  one  cent  of  cost  to 
them. 


Now  in  operation  at 

Dayton,  Ohio — City  Railway  Company 

Payton,  Ohio — Peoples  Railway  Company 

Dayton.  Otuo — Oal(wood  Street  Ry.  Co. 

Dayton.  Ohio — Dayton  Street  Ry.  Co. 

Dayton.  Ohio — D.  S.  &  X.  S.  Railway  Co. 

Springfleld.  Ohio— SpringHeld  Railway  Co. 

Lima,  Ohio — Oliio  Electric  Ry.  Co. 

Huiitineton,  W.   Va. — Ohio  Valley  Electric  Ry.  Co. 

Danville,  Va. — Danville  Traction  &  Power  Co. 

Pueblo,  Colo. — .Arkansas  Valley  Ry..  Lt.  4  Power  Co. 

Newport  News.  Va. — Newport  News  St  Hampton  Ry.  Co. 

Indianapolis,  Ind. — Indianapolis  Street  Ry.  Co. 


Detailed  information  sent  on  request. 

I 

THE  PEAD  -WYL-  U-RYD  service 


V.  S.  PATENT 

No.  1,-413.417 

ISSUED  APRIL  11.  1922 


29  Patterson  Bldg. 

DAYTON 

OHIO 


CANADIAN  PATENT 

No.  237.420 
ISSUED  DEC.  26.  1932 


March  17,  1923 


Electric    Railway    Journal 


75 


The  Ripolin  Railway  Eamel  System  provides  a 
method  of  railway  coach  finishing  possessing  ad- 
vantages that  you  will  immediately  recognize. 

It  is  built  around  the  following  group  of  enamels 
and  undercoats  that  have  earned  for  Ripolin  its 
international  prestige  as  the  standard  of  the  world: 

Ripolin  Railway  Primer 

Ripolin  Railway  Surfacer 

Ripolin  Railway  Finishing  Enamel 


LABOR 


SAVE 

TIME   -  MATERIAL  —  MONEY 


Ripolin  keeps  down  to  a 
minimum  the  time  re- 
quired for  finishing  your 
equipment  and  it  keeps 
that  equipment  on  the 
road  longer  before  refin- 
ishing   is  necessary. 


Since  adopting  the  Ripolin  Railway  En- 
amel System  according  to  our  recom- 
mendations, one  of  the  leading  trunk  lines 
of  the  country  is  now  getting  a  better  finish 
on  its  coaches  in  seven  days  and  with  but 
five  coats,  than  was  obtained  formerly  with 
eleven  coats  on  a  twenty-three  day  sched- 
ule. 

Ripolin  alone  can  give  such  results  because 
it  is  unequalled  in  its 

Marvelous  Durability    Ease  of  Application 

Fine  Lustre  Spreading  Capacity 

Great  Hiding  Power 


WRITE,  WIRE  OR  'PHONE 
FOR  FURTHER  INFORMATION 


"" aiiii''i'iiii"'"iii«iiiii/i'j'iiiii'i'iiiiiiii"^Hii"^'iiiliri:'ii 

M\  POLI  N 


We  urge  you  to  investi- 
gate this  system  which  is 
producing  astonishing  fin- 
ishing results  because  of 
the  durability  and  bril- 
liant finish  that  Ripolin 
provides. 


THE  GLIDDEN  COMPANY 


NATIONAL  HEADQUARTERS 


CLEVELAND,  OHIO 


76 


Electric    Railway    Journal 


March  17,  1923 


The  last  word  in 
Track  Jacks 

Easy  Tripping,  Close  Adjustment,  Great 
Capacity,  Light  Weight 


Most  Efficient 

Track  Jack 
Yet  Developed 

This  new  single  acting  trip  jack 
weighs  only  52  lbs.  It  is  therefore 
lighter  in  weight  than  most  10  ton 
jacks,  yet  has  a  capacity  of  15  tons,  and 
is  by  far  the  easiest  operating  track 
jack  yet  designed.  A  new  tripping 
principle  makes  tripping  surprisingly 
simple  and  easy.  The  whole  jack  has 
only  12  parts,  all  of  sturdy,  simple 
design,  as  against  an  average  of  16 
parts  in  other  trip  jacks. 

Particularly  close  adjustment  of  height 
is  easily  obtained  by  novel  "fingering 
down"  feature,  without  the  slightest 
danger  to  the  operator's  fingers. 

Ask  for  Bulletin 
No.  315,  containing 
complete  description 


ManufacUired  Exclusively  by 


^The  Duff  Manufacturing  Company 

Established  1883 

Pittsburgh,   Penna. 

Branch  Offices: 
50  Church  St.,  Peoples  Gas  BIdg.,  Candler  Bide., 

NEW  YORK,  N.  Y.  CHICAGO,  ILL.  ATLANTA,  GA. 

Railway   Exchange  BIdg.,  Monadnock  BIdg., 

ST.  LOUIS,  MO.  SAN  FRANCISCO,  CAL. 

Export  Office:  SO  Church  St.,  New  York  City 


m 


^^m 


March  17,  1923 


Electric    Railway    Journal 


Tl 


ELECTRIC  RAILWAY  INSULATION 

i        Completely  Provided  by  M.  I.  Co.  Products 

New! 

"Micanite  Rings  and  Segments  for  Railway  and  Airbrake  Motors'* 

This  new  publication,  just  off  the  press,  sent  to  any  interested  Railway 
man.  Thirty-two  pages  of  data,  sizes,  and  prices.  It  ought  to  be  on 
your  desk  and  its  yours  on  request.    Ask  for  "Bulletin  79A." 

Insulation  for  Every  Railway  Service 

MICANITE  Armature  and  commutator  insulation;  bushings,  cloth; 
commutator  segments,  rings,  and  sheets;  fish  paper  and  mica;  flexible 
plate;  moulding  plate;  paper;  pressboard  and  mica;  rope  paper  and 
mica;  mica  tape;  tubing;  washers. 

EMPIRE   oiled    insulating   materials;    canvas;    cloth;    duck   paper — 
oiled  and  varnished;  silk;  tape;  tubes — oiled  or  varnished. 
KABLAK  black  varnished  cloths  and  papers. 
LINOLAC  amber  colored  insulating  varnish.     Stays  flexible. 
LINOTAPE  yellovf  and  black  oiled  cloth  in  tape  forms. 
M.  I.  C.  COMPOUND  black  insulating  varnish.     Non-corrosive. 
MICO  shellac  varnish.    U.  S.  Navy  specifications. 

ARMATITE  fish  paper  and  varnish  cambric  cloth  combined.  2  in- 
sulations in  1. 

MISCELLANEOUS:    Fibre— untreated    and    horn;    glue;    paper— red 
rope,  untreated  fish,  pressboard — untreated;  sleeving — white  cotton  and 
varnished;    soldering  paste;    stay   binding;    tape — friction;    un- 
treated cotton,  silk  and  rubber;  transformer  insulation;  twine — 
armature;  washers — ^built-up  mica;  webbing. 

MICA  INSULATOR  COMPANY 

68  Church  Street,  New  York 
542  So.  Dearborn  Street,  Chicago 
Victoriaville,  Quebec,  Canada 


Cleveland 
Seattle 


Sales  Representatives  in: 
Birmingham      Boston  Cincinnati 

Los  Ang«les      Pittsburgh       San  FranclBco 

Works  at: 
Schenectady,  New  York  VictoriaTille.  Canada 

"   n.  Ensrland 

S028-P 


78 


Electric    Railway    Journal 


March  17.  1923 


How  much  does  transfer  printing  cost  ? 

MEISEL  TRANSFER  PRESSES 

have  saved  money  for  these  four  roads 

iniiiiiiuiiiiiiuuiiiiuHniiiiiiuiiiiiuiiiiiuiiniuiniiiiiinuuiiuiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiuiiiuiiiiiiiniiu  luiiui 

Chicago  Surface  Lines 

Third  Avenue  Ry.  Co.,  New  York 

Brooklyn  Rapid  Transit  Co. 

United  Railways  Co.  of  St.  Louis,  Mo. 

iiiiiiniiiiiiiitiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiuiiiii  iiiiin 


Save  money — print  your  own! 


Nearly  fifty  per  cent  saving  in  transfer  costs, 
is  shown  by  actual  figures  published  in  the 
annual  reports  of  the  Chicago  Surface  Lines. 
Their  transfer  printing  costs  were  reduced 
to  9.3  cents  per  thousand.  Other  roads  using 
Meisel  Presses  make  corresponding  savings. 
A  Meisel  Transfer  Press  is  more  than  a  self- 
supporting  investment,  it  is  an  economy-pro- 
ducing one. 


The  Meisel  Press  is  not  a  job  press — it  is  a 
printing  equipment  especially  designed  for 
electric  railway  work.  Prints  transfers,  re- 
bate slips,  small  notices  and  fliers. 

Look  into  the  possibilities  of  this  machine  for 
your  own  road.  We  will  gladly  have  our 
representative  call  on  you  and  show  you  what 
it  can  do. 


Write  for  full  details. 


THE  MEISEL  PRESS  MFG.  CO.,  BOSTON,  25,  MASS. 

llllllllllllllllllllllllllllllllllllllllllllllllllllllllllllilllilllllllH 


March  17,  1923 


Electric    Railway    Journal 


79 


K.innear   Door  alter   the  fire 


SAVED 

the  other 

MILLION 
DOLLARS 


ALREADY  a  million  dollar  damage 
.  — one  half  the  great  car  barn  a 
seething  cauldron,  and  the  fire  sweeping 
onward.  Then  it  came  to  the  Kinnear 
Doors — and  stopped ! 

Ninety  street  cars  and  the  remainder  of 
the  building  had  been  saved.  This  repre- 
sented a  saving  of  over  a  million  dollars. 
x-Vfter  20  years  of  vigilance  —  of  being 
on  the  job  day 
and  night  —  the 
Kinnear  Rolling 
Doorsof  the  Devon 
Avenue  barns,  in- 
stalled in  1901  by 
the  Chicago  Sur- 
face Lines,  were 
called  on  to  show 
their   true   worth. 


And  in  this  they  fully  maintained  the 
reputation  of  Kinnear  Doors  for  over 
a  quarter  of  a  century  as  real  protection 
against  fire  and  thieving. 

Protection  of  inestimable  value  —  yet 
Kinnear  Doors  are  so  perfectly  balanced 
and  so  carefully  made  they  actually  add 
to  the  efficiency  of  a  building. 

Let  our  engineer- 
ing department 
tell  you  (with- 
out obligation  on 
your  part)  how 
you  can  benefit 
by  using 

Kinnear 
Doors. 


THE  KINNEAR  MFG.  COMPANY 

926-936  Field  Ave.,  Columbus,  Ohio 


'i; 


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to  know  about  bus  operation. 
It  will  keep  you  in  touch  with  developments  in  this  phase  of  the  transportation 
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It  will  tell  you  how  electric  railways  are  using  buses,  what  results  they  are  getting 
and  what  methods  they  find  most  effective. 

It  will  tell  you  how  electric  railways  and  independent  operators  are  working  together 
to  mutual  advantage. 

It  will  tell  you  of  the  newest  and  best  equipment. 
It  will  keep  you  fully  abreast  of  the  times. 

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n     Send  me  Bus  Transportation  tor  a  year.    I  enclose  $1.00      □     I  want  to  subscribe  to  Electric  Railway  Journal  and 

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Same 


Address 


Electric    Kailway    Journal 

i'"" """ '"""" " ' """"""" "I II"" I I iiniiiiiii lUUiiiiiiNHiii iiiiiii lit im II mill ii iniiiiiiiiiiiiiiiiiiiiiiiiiiiiii imiimminitiiiiis 

The  Monthly 
MAINTENANCE 

Issue 

is  focussed  on  the  practical  man,  the  man  who  uses 
the  tools,  the  man  who  handles  the  materials,  the 
man  who  puts  in  and  keeps  up  the  equipment  of 
the  track,  line,  shop  and  power  departments.  An 
issue  devoted  wholly  to  articles  and  items  on  the 
physical  property,  its  installation  and  maintenance, 
its  economy  and  its  service  value. 

It  will  reach  a  thousand  additional  readers, — fore- 
men and  minor  executives.  It  is  read  by  the  men 
who  are  on  the  ground  supervising  the  work. 

Coming  in  the  Monthly  Maintenance  Issue: 

1  Articles  of  a  hroad  survey  nature,  covering  methods 
*    of  many  of  the  leading  companies,  which  will  help 

the   railways  to  put   into   use   the   latest  and  best 
maintenance  practices. 

2  Articles  that  will  help  the  manufacturer  to  service 
his  equipment. 

"2      Articles  that  will  show  the  savings  that  have  been 
*^*    made  by  discarding  old  tools  and  equipment,   and 
substituting  modern  devices  and  apparatus. 

Creates  Buying  Habits 
Among  Readers 

Because: — instructive,  informative  buying  information  is 
furnished  to  the  reader. 

Because: — bigger  space  in  this  issue  backs  up  your  adver- 
tising in  the  other  weekly  issues.  It  is  a  low- 
cost  addition  to  your  sales  force  doing  mission- 
ary work  of  immense  practical  value  among 
the  workers  in  the  ranks  of  the  industry. 

Because: the   foreman   or   the   mechanic   of   today   is  the 

department  head  of  tomorrow. 

Because: 'he    influence   and   opinion   of   the    man   on   the 

job,    is    now    a    well-recognized    factor    in    the 
choice   and   purchase  of  equipment. 

Because: the  man  on  the  job  can  make  or  mar  the  suc- 
cess of  your  equipment  after  it  is  installed. 
Educate  him  and  cultivate  his  good  will. 

ELECTRIC  RAILWAY  JOURNAL 

C.  Monroe  Smith,  Advertising  Manager 

Published  by  = 

McGraw-Hill  Co.,  Inc.,  New  York,  N.  Y.  I 

I  I 

giiiiiiiiiiiiuiiiiiiiiiiiuiiiini iiNii iiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiuiiuiiiiiiiiuiniiiiiiiiinMiiiiiiiniiiHiiiuiiinniiniiiiuinniiuuiiiiiuiiiiiiuiiiiiiuuiiuiuuiiiiiiiiiiiuiiiiiiiiiiiniiii iiiiiii iiiiiiiiiiim i iiiiiiiiuiiiiti: 


Electric    Railway    Journal 


[I]  A  complete  list  showing  the  correct  name  of  every 
recorded  electric  railway  company  in  the  United  States, 
Canada  and  Mexico,  arranged  by  States  and  Cities. 

[2]   Address  of  each  company.. 

[3]   Names  of  affiliated  and  controlling  corporations. 

[4]   Names  of  principal  communities  on  routes. 

[5]  Names  and  addresses  of  corporation  officers  and  prin- 
cipal department  heads,  including  purchasing  agents. 

[6]  Names  and  addresses  of  holding  or  controlling  com- 
panies and  lists  of  properties  controlled  by  each. 

[7]   Names  and  addresses  of  consulting  engineers,  if  any. 

[8]  Addresses  of  power  plants  and  repair  shops. 

[9]  Number  and  make  of  generators,  stating  capacity, 
voltage,  whether  d.c.  or  a.c,  and  if  a.c,  phase  and  cycles. 

[10]  If  water  power  is  used,  horsepower  and  make  of 
hydraulic  turbines. 

[II]  If  steam  power  is  used,  horsepower  and  make  of 
boilers  and  engines. 

[12]  If  gas  or  oil  engines  are  used,  horsepower  and  make. 

[13]  Transmission  voltage. 

[14]  Trolley  voltage. 

[15]  If  energy  is  purchased,  from  whom. 

[16]  Number  and  capacity  of  substations,  number  of 
rotary  converters  and  motor  generator  sets  used. 

[17]  Amusement  parks  reached,  whether  owned  or  con- 
trolled by  company. 

[18]  Mileage  of  the  road,  owned,  leased  and  trackage 
rights. 

[19]  Miles  in  paved  street. 

[20]  Gage  of  track. 

[21]  Number  and  kind  of  rolling  stock  used. 

[22]  Number  of  one-man  cars. 

[23]  Rates  of  fare. 

[24]  Doing  a  lighting  business. 

[25]  Date  of  latest  information. 

[26]  Names,  officers  and  executive  committees  of  Electric 
Railway  Associations,  arranged  alphabetically  by  name. 

[27]  Names,  commissioners  and  principal  assistants  of 
National  and  State  Railroad  and  Public  Utility  Commis- 
sons,  arranged  alphabetically  by  States. 

[28]   Statistics  showing  extent  of  the  industry. 

[29]  Alphabetical  list  of  Electric  Railway  Officials,  in- 
dexed for  company  connections. 

[30]  Alphabetical  index  to  companies. 


Now 
Ready 


A  completely  revised  edi- 
tion fully  up  to  date  and 
including  new  data  not  pub- 
lished in  previous  editions: 


McGraw 

Electric 
Railway 
Directory 

February  1923 


The  only  source  of  complete 
data  regarding  personnel 
and  plant  of  electric  railway 
properties  of  the  United 
States,  Canada,  Mexico, 
U.  S.  Possessions  and  West 
Indies. 

Five  Dollars  Per  Copy 
Prepaid  Anywhere 

Order  your  copy  on  five 
days'  approval  and  see  for 
yourself  how  valuable  this 
book  is. 


Directory   Department 
Electric  Railway  Journal 

Tenth  Avenue  at  36th  Street,  New  York 


March  17,  1923 


Electric    Railway    Journal 


83 


Drew  Protective  and  Reclaiming 
Pole  Sleeves 


Corrosion  of  steel  poles  at  the 
ground  line  goes  on  day  and  night, 
year  after  year.  It  weakens  the 
poles  and  makes  them  a  standing 
menace  to  service  and  the  safety 
of  the  public.  Replacements  with 
new  poles  are  costly  and  accidents 
are  costlier  still. 

During  the  past  twelve  years,  more 
than  three  hundred  properties 
have  used  the  Drew  Malleable 
Iron  Pole  Sleeve  for  the  rejuvena- 
tion of  steel  poles  which  were  cor- 
roded at  the  ground  line.  The 
first  cost  is  low,  little  labor  is  re- 
quired for  installation,  and  the 
repaired  pole  is  good  for  a  life  at 
least  as  long  as  a  new  one. 


This  illustrates  the  salvage  of  a  tubu- 
lar steel  pole  lihich  had  rusted  nearly 
through. 


SPACING  LUC 


POLE 


DRE>V 

^^ 

Other  Drew 
Products 

Complete  Line  Direc  t 

Suspension  and 

Catenary   Material 

Reclaiming   Pole 

Sleeves 
Pipe   Insulators 
Third  Rail  Insulators 
High  Te  n 

Porcelain 
Motorman^s     Safety 

Mirror 
Pole  Line    Hardware 
Linemen^s  Tools 
Bronze  Castings 


Disturbing 
The  Overhead 

is  simply  an  expense.  Why  do  it  ?  Put  that  money 
into  permanency.  A  malleable  iron  sleeve  is  much 
better  than  a  steel  sleeve  and  the  interlocking  slide 
feature  of  Drew  Sleeves  permits  their  application 
quickly  and  easily  without  disturbing  the  overhead. 
They  are  made  in  30-in.  lengths  for  poles  5  in., 
6  in.,  7  in.  or  8  in.  diameter  at  the  bottom  and  also 
in  24-in.  lengths  for  poles  6  in.  or  7  in.  diameter  at 
the  bottom. 

P'our  ^-in.  lugs  near  the  top  and  bottom  provide 
equal  sp.tcing  around  the  pole  as  shown  at  the  left 
and  permit  filling  the  space  between  the  sleeve  and 
the  pole  with  cement,  which  is  poured  into  the  space 
in  a  thin  mixture.  This  gives  a  bonded,  uniform 
surface  that  equalizes  the  strain  over  the  entire 
length  of  the  sleeve. 

The  season  for  pole  repair  or  replacements  is  at 
hand.  Don't  replace.  At  least,  consider  the  big 
savings  to  be  gained  by  using  the  Drew  Sleeve.  We 
can  furnish  you  details  that  will  be  convincing. 
Write  today  for  the  facts. 


lew  Electric  &Mfe  Co. 

all 


CLEVELAND,  OHIO. 


84 


Electric    Railway    Journal 


March  17,  192S 


AN  n  F  R  SON  I'l^'/T"* I"*"""* 
1^    1^    JL^    IX    %J  Vy  1^     Satisfactory  Service 

Now  for  Spring  Weather  and  Rehabilitation 
with  Anderson  Specialties 


Lindall    Brush    Holder 

LINDALL  BRUSH 
HOLDERS  give  perfect 
contact  by  constant  brush 
pressure  contact  between 
brush  surface  and  com- 
mutator. This  lengthens 
the  life  of  your  commuta- 
tor and  gives  better 
commutation.  The  long 
sweep  of  the  double  arm 
compression  spring  allows 
instant  response  to  any 
surface  inequalities  in  the 
commutator.  With  Lin- 
dall Brush  Holders  in- 
stalled, there  are  no  pig- 
tails, no  screws  to  work 
loose  and  no  trouble,  as 
brush  is  easily  removed 
or   inserted. 


Round  Top  Straight  Line  Suspension 

ANDERSON      ROUND     TOP      STRAIGHT      LINE 

SUSPENSIONS    are    especially   strong,    both   electrically 
and  mechanically.     Line  Foremen  prefer  them. 


Crossover* 


ANDERSON  CROSSOVERS  are  scientifically  made  to 
insure  long  wear  of  both  crossing  and  wires.  The  ap- 
proach ears  of  bronze  are  pivoted  to  the  main  casting 
permitting  them  to  rise  slightly  with  the  approach  of  the 
trolley  wheel,  thus  taking  the  wear  off  the  wire  at  the 
point  subject  to  the  greatest  injury.  This  positively  pre- 
vents crystallization  and  the  subsequent  breaking  of  the 
trolley  wire  at  cross-over  points. 


Double  Take-Up  Wood  Strain   Insulator 

ANDERSON  DOUBLE  TAKE-UP  WOOD  STRAIN 
INSULATORS  absolutely  prevent  twisting  of  the  guy 
Wire.  Moreover  they  reduce  the  time  in  taking  up  slack 
to  just  one-half.  Finally  they  combine  the  essential  fea- 
tures of  unlimited  insulation,  great  tensile  strength  and 
perfect  adjustment. 


Canopy   Switch 

ANDERSON  CANOPY 
SWITCHES  have  re- 
placed ordinary  circuit 
breakers  on  thousands  of 
cars  because  they  are 
quick  in  action  and  they 
never  stick.  An  insulat- 
ing housing  of  vulcanized 
fibre  makes  it  impossible 
to  come  in  contact  with 
the  live  parts  when  the 
switch  is  closed.  A  direct 
pull  is  always  assured  by 
means  of  a  swivel  handle 
and  it  is  this  feature  that 
the  motorraan  likes  so 
well 


TRADE 


MARK 


Reg.  U.  8.  Pat.  0». 


A  letter  will  bring  you  our  lateMt  catalog 
and  prices  on  Anderton  SpecialtieM, 

Albert  &  J.  M.  Anderson 
Mfg.  Co. 

Ettablithed  1877 

289-293  A  St.,  Boston,  Mass. 

Branches — New  York.  X3a  B'way.  Philadelphia.  429  Real 
Estate  Trust  Bids.  Chicagro.  106  So.  Dearborn  St.  London, 
38-19  Dpper  Thames  Street,  E.  C.  4. 


as»<9TBRSo 


March  17,  1923  Electric    Railway    Journal  85 


IN    YOUR    BUDGET 

Deciding  About  That  Track 

-OLD  or  NEW,  is  EASY 

The  best  is  the  cheapest — and  when  the  cheapest  is  the  best  no  need  to  hesitate. 
Get  prices  on  the  "Ideal  Track"  the  "Continuous  Rail"  kind,  that  is 

"Jointless",  "Bondless"  and  "Costless" 

Indianapolis  Welded  Joints Exterminate  maintenance 

Indianapolis  Welded  Joints Low  in  cost,  high  in  efficiency 

Indianapolis  Welded  Joints Super-rail,  strength  and  conductivity 

Indianapolis  Welded  Joints Any  rail,  anywhere,  any  time 

Indianapolis  Welded  Joints Proven  in  performance — 10  years'  test 

Indianapolis  Welded  Joints In  use  on  over  125  different  rails 

Indianapolis  Welded  Joints In  200  cities,  48  states 

Indianapolis  Welded  Joints The  last  word  in  track  economy 

INDIANAPOLIS  Welded  Joints 

Applied  with  the  Indianapolis  Electric  Welder  and  with  Indianapolis  Fluxated 
Welding  Steel. 

Insures  Dependable,  "Continuous  Rail  Track,"  the  only  kind  of  track  that  will 
ELIMINATE  MAINTENANCE,  PRESERVE  PAVING,  CONSERVE  CARS 

Thoroly    Dependable — Inexpensive — No  Bolts — No  Bonds — No  Maintenance. 
The  Proof  of  the  Product  Is  In  the  Performance 

ONE  SAYS:    Have  installed  3,000  pairs  since  1917.      ANOTHER  SAYS:   Installed  2,400  pairs,  beginning 
Thoroly  satisfactory  and  efficient  in  every  respect.  in  1916,  with  very  satisfactory  results. 

Economical  and  adopted  as  standard.  ANOTHER   SAYS:     Since    1912   have   used   about 

A  xT^T-.TTr-T^  n«-.rn     tt                 /•  nnr,      •      r       ■  3,000  pairs.  Standard  for  our  paved  tracks. 

ANOTHER  SAYb:    Have  over  6,000  pairs,  first  in-  .  xTi^T-urr-n  c  wc     r\  ^    \.          ■     imr.       -i    =•«« 

stalled  in  1913,  consider  them  thoroly  practical  and  ANOTHER  SAYS:    Only  begun  in  1919.  with  500 

satisfactory,  standard  with  us.  P^'"'  ""'^o'-mly  good  results. 

ANOTHER    SAYS:      Joints   welded    in    1916,    no 

ANOTHER  SAYS:  About  2,500  pairs  installed  since  maintenance  and  track  apparently  "Jointless"  today. 

1907,  with  very  gratifying  results.  ETC.,   ETC.,   ETC.,   ETC.,   ETC.,   ETC.,   ETC. 

That  "INDIANAPOLIS"  Welders,  Steel  and  Joints 

ARE  GOOD,  is  our  claim.  That  they  DO  GOOD,  is  your  opportunity.  That  they  have  MADE  GOOD, 
is  conclusively  proven,  in  that  many  properties  owe  their  present  existence  to  the  use  of  these  products,  which 
are  saving  hundreds  of  roads,  MILLIONS  of  DOLLARS  ANNUALLY. 

To  Users— The  MORE  you  USE  the  MORE  you  SAVE 
To  Not-Yet  Users— JOIN  THE  SAVERS 

Get  our  proposition  for  comparison 

The  Indianapolis  Switch  &  Frog  Co. 

SPRINGFIELD,  OHIO 
J.  J.  Costello  Boston,  Mass.  New  England  Representative 


86 


Electric    Railway    Journal 


March  17,  1923 


>?:'■ 


"That  Results  may  b 


Few  persons  outside  of  those  directly  involved  in  the  pro- 
fession of  Car  Advertising  stop  to  consider  the  amount  of 
cultivation — or  maintenance,  if  you  please — it  is  necessary 
to  devote  to  car  card  space  in  order  to  prepare  it  for  use  by 
the  advertiser. 

The  Car  Operator  has  his  problems  of  power  houses  and 
power  transmission,  tracks  and  trolley  construction,  car 
houses  and  shops,  and  cars,  all  to  be  created  and  maintained 
to  serve  his  patron. 

So  the  successful  Car  Advertising  Operator  must  provide 
artists,  copymen,  merchandise  men,  solicitors  and  carders, 
backed  by  an  organization  of  experts  in  each  of  these  lines 
of  endeavor,  in  order  that  the  blank  space  may  be  turned 
into  an  earning  asset  for  the  railway  companies. 


^ 


March  17,  1923 


Electric    Railway    Journal 


>m^-     . 


jbtained" 


Slowly  and  scientifically,  over  a  long  period  of  years.  Collier 
Service,  through  its  service  to  advertisers,  has  cultivated  and 
maintained  the  value  of  the  field  of  car  card  advertising. 

Thousands  of  advertisers  served  ;  millions  of  cards  printed; 
hundreds  of  slogans,  names,  trademarks  created  through  our 
seventy-four  branches  throughout  the  United  States— these 
are  but  a  few  of  the  elements  that  are  embodied  in  Collier 
Service 

— these  are  but  a  few  of  the  many  reasons  why  the  field  of 
Car  Card  Publicity  as  conducted  by  Collier  Service  is 
entitled  to  receive  the  fullest  cooperation  of  the  Railway 
Operator. 


ta 


Elkctric    Railway    Journal 


March  17,  1923 


No  finer  tracks  were 


Saving  $2,000  to  $6,000  a  mile 


IS  THERE  any  investment  you  could 
possibly  make  which  would  pay  anything 
like  as  large  a  return? 

Think  it  over  in  these  terms — 

A   saving   of   $6,000   per   mile   over   wood   ties   in 

concrete! 
A   saving   of   $2,000   per   mile   over   wood  ties   in 

gravel  ballast! 
Giving  far  longer  life  to  the  track — 
Reducing  track  and  paving  repairs — 
Reducing  upkeep  in  rolling  stock — 
Reducing  traffic  noises. 

These  are  the  separate  elements  of  econ- 
omy which  go  ino  every  purchase  of 
Resilient  Ties. 

The  time  for  track  building  and  track  re- 
building is  nearly  here;  thinking  in  terms 
of  costly  wood-tie  construction  you  have 
perhaps  felt  that  you  couldn't  afford  to 
undertake  construction  for  which  there  is 
real  necessity. 


We  believe,  however,  that  with  facts  and 
figures  before  you  on  the  much  lower  cost 
of  Resilient  Tie  construction,  you  will 
not  only  see  your  way  clear  to  make  the 
absolutely  necessary  track  renewals  but 
can  definitely  plan  for  track  extensions 
as  well. 

These  facts  and  figures  as  adapted  to  your 
particular  problems  are  at  your  disposal 
any  day  you  may  care  to  take  the  matter 
up  with  us. 

We  can  show  you  conclusively  where  you 
can  put  down  better  track  for  much  less 
money  than  you  had  any  idea  of  spending. 
A  request  for  these  figures  as  applied  to 
your  particular  problems  will  not  put  you 
under  any  obligation  at  all. 

We  want  you  to  know  and 


IT  WILL  PAY  YOU  TO  KNOW 


March  17,  1923 


Electric    Railway    Journal 


ever  built 

Permanent^ — Easy  riding' — Economical, 
and  put  in  at  a  saving  of  from  $2000  to 
$6000  a  mile. 

Resiliency  is  the  coming  thing  in  track 
construction. 

It's  simply  the  application  of  the  century 
old  principle  of  shock  absorption  for 
dissipating  the  terrific  hammer  blows 
of  heavy  equipment  pounding  over  a 
solid  foundation.  Dayton  Mechanical 
Ties  are  built  on  sound  principles  and 
are  fundamentally  correct.  That's  been 
proven  by  the  ever  increasing  num- 
ber of  installations  that  are 
going  in  year  after  year  in 
every  section  of  the 
country. 


Get 

ail  the 

facts  on 

Dayton  Resilient 

Ties.    A  two-cent  stamp 

now  may  save  you  thousands 

of  dollars  next  month  or  next  year. 

Let  us  tell  of. the  experience  of  dozens 

of  cities  who  have  so  successfully  used  this 

type  of  construction. 

The  Dayton  Mechanical  Tie  Go. 

707  Commercial  Building,  Dayton,  Ohio 

Canadian  Representative: 
Lyman  Tube  and  Supply  Co.,  Ltd ,  Montreal,  Quebec 


Resilient 

I'M 


CUSHION 

THE  SHOCK  ON 

THE  ROLLING  STOCK 


90 


Electric    Railway    Journal 


March  17,  1923 


How  ** Maintenance  of  Way"  can 


AJAX  ELECTRIC  ARC  WELDER 


SPECIFICATIONS 

jy eight— oa\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. 

Erjuipment — Electrode    Holders. 
— Trolley  Pole. 
—Cables. 
— Face  Shield. 
— Canvas  Cover. 

Write  for  circular  and  prices 


For  Rail  Welding  and  Bonding 

Cars  are  rattled,  shaken  and  battered  by  cupped  joints  and  by  worn  or 
broken  special  work.  Building  up  such  track  again,  to  proper  shape  and 
alignment,  by  electric  arc  welding  is  now  the  recognized  way  of  economically 
obviating  this  condition. 

The  "Ajax"  Electric  .^rc  Welder  has  been  developed  and  placed  on  the 
market  to  meet  the  insistent  demand  for  something  to  replace  the  heavy, 
complicated  and  often  unsuccessful  equipment  that  has  been  tried  by  many 
railway  companies   and  found   impractical. 

Here  is  a  machine  which  is  so  light  and  compact  that  it  can  be  carried  on  a 
passenger  car  or  on  the  smallest  automobile.  It  is  simplicity  itself  both  in 
operation  and  maintenance.  Its  ability  to  make  deep  strong  welds,  even 
with  the  poorest  trolley  voltage  has  been  the  biggest  factor  in  securing 
its  present  wide-spread  use. 

The  price  will  interest  any  road.      Ask  us! 


RAILWAY  TRACK- 

3132-48  East  Thomp 


Chas,  N.  Wood  Co. 
Boston 


Atlas  Railway  Supply  Co. 
Chioagro 


Electrical  Enerineerin?  &  Hig.  Co. 
Pitteburg:h 


March  17,  1923 


Electric    Railway    Journal 


91 


save  '* Maintenance  of  Equipment" 


Smooth- Riding  Track  Reduces  Car  Repairs 


Just  as  the  back-woods  corduroy  road  will  put  your 
automobile  in  the  repair  shop  far  more  frequently 
than  the  even  asphalt  pavements  of  the  city,  so  also 
will  the  corrugated  rails,  the  cupped  joints,  and 
broken  special  work  lay  your  cars  up  for  more 
numerous  and  more  costly  overhaulings. 

It  can't  be  otherwise.  A  modern  car  is  a  compli- 
cated piece  of  equipment,  full  of  intricate  and  often 


delicate  mechanisms  and  parts  all  closely  inter- 
related. When  it  is  pounded  over  irregular  track 
at  high  speeds,  something  is  bound  to  give. 

Make  your  tracks  smooth  and  even,  and  keep  your 
cars  out  of  the  shop.  You  don't  have  to  reconstruct 
your  track  to  do  it.  Welding  and  grinding  now- 
.i-days  is  putting  many  a  mile  of  almost  despaired-of 
tracks  into  good  operating  condition  again. 


UNIVERSAL 

Rotary  Track  Grinder 

Distinctive  among  grinders  of  the 
rotary  type  because  of  its  tilting 
grinding  wheel  feature.  This 
permits  reaching  any  part  of  the 
work,  and  grinds  at  any  angle  in 
the  rail  head,  thus  affording  ac- 
curate finishing  to  conform  to 
shape  of  rail.  Easily  moved  to  let 
cars  pass. 


ATLAS 

Rail  Grinder 

An  inexpensive  rotary  grinder  espe- 
cially suited  for  following  up  the 
welders,  and  removing  surplus 
metal.  It  is  light,  fast  and  efficient, 
simple  to  operate  and  satisfactory 
in  its  work.  Rubber-tired  derail 
wheels  permit  easy  moving. 


RECIPROCATING 

Track  Grinder 

This  is  the  machine  which  is  beat- 
ing the  corrugation  evil  on  hun- 
dreds of  roads.  Several  compa- 
nies have  ten  or  more  always  at 
work,  weather  permitting.  Any 
laborer  can  operate  it,  without 
possibility  of  injuring  the  rail. 
Removes  minimum  necessary  metal 
to  eradicate  the  corrugations. 


WORK  COMPANY 

son  St.,  Philadelphia,  Pa. 


p.  W.  Wood 
New  Orleans 


Equipment  A  Enrlneerinr  Co. 
London.  Enr. 


92 


Electric    Railway    Journal 


March  17,  1923 


WeVe  blazed  the 


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"*                     ...                J, 

Part    of    Terminal    Layout 
The   frog*   (hown  are  of   our  Short  Length   Solid   Manganeie   Steel   Construction 


WHARTON 

SPECIAL 

TRACKWORK 


March  17,  1923 


Electric    Railway    Journal 


93 


way  for  64  years 

We  manufacture  street  railway  special  track - 
work  of  all  constructions,  especially  that  of 
Manganese  Steel. 

Wharton  Quality  Special  Trackwork  has  suc- 
cessfully met  the  requirements  of  enduring 
service  since  1859. 

« 

WM.  WHARTON,  JR.  &  CO.,  INC. 

EASTON,  PA. 


Boston,    Mass. 
Chicago,  III. 


SALES  OFFICES: 
Denver,  Colo.  PhiladelpfaUi,    Pa. 

New    York    City  Pittsburgh,  Pa. 


San  Francisco,  Calif. 
Scranton,  Pa. 


Taylor- Wharton  Iron  &  Steel  Co. 
High  Bridge,  N.  J. 


OTHER   PLANTS 


Philadelphia  Roll  &  Machine  Co. 
Philadelphia,  Pa. 


Tioga  Steel  &  Iron  Co.,  Philadelphia,  Pa. 


Slotted    Crossover 

Switches    of    Solid    Manganese    Steel 

Mates    and   Wheel    Frogs    Solid    Cast  Steel 

with  Manganese   Steel   Centers 


94  ElectricRailwayJouenal  March  17,  1923 


Reliable  Brushes 
for  Electric  Traction 


%v^<^ 


COLUMBIA 


402 


To  obtain  uniformly  excellent  re- 
sults from  standardrailway  motors 
with  slotted  commutators  on 
both  city  and  interurban  service 

USE  GRADE  No,  402 


NATIONAL  CARBON  COMPANY,  Inc. 
Cleveland,  Ohio  San  Francisco,  CaL 


March  17,  1923  Electric    Railway    Journal 

3'"" uiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiuiiiiuiiiiiiiiiiiiiiiiiiiiiiii iiuniiiiiiiniiiimiiiiiiHiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiniiiiiiniiminiin 


95 


tilliii'iiuiiiiiiiiHiiiiimiiiiitiiiiiiiiiiiiiiiiiiuriiiiutiiiiiiiiiiitiiiiiJiiiiiiiiiMiiuiiiiiiiiuKiiriimiiMiwi 


THE  LORAIN  STEEL  COMPANY 


-^^ 


wjBx., 


SIDE  ELEVATION  OF  TONGUE 


el:t^ 


Folsom Tongue  Switch 

Suitable  for  use  in  Turnouts  for  one-way  car  movement.    This  switch 

is  placed  on  the  left  hand  side  entering  turnout  for  right  hand  car 

movement.    The  point  is  constructed  to  act  as  a  spring  switch  without 

the  use  of  the  usual  spring  box.    The  main  casting  is  steel  and  tongue 

rail  is  forged. 

Made  under  Patent  July  4,   1922 

The  Lorain  Steel  Company 

General  Offices:  Johnstown,  Pennsylvania 

Sales  Offices: 

Atlanta  Chicago  Cleveland  New  York  Philadelphia  Pittsburgh 

Pacific    Coast    RrprracntatlvM :    U.    8.    Sterl    TruducU    Co.,    San    Franclnco,    (battle,    Portland,    Lva    Anselni 
Export  RcprmrntaUvM:  United  State*  Steel  Productii  Co.,  New  York 


AUMItllllllllllllllllllllllllllHIIKHIIIlllll 


96 


Electric    Railway    Journal 


March  17,  1923 


The  Youngstewn   Municipal  Railway  Company 


April  1 

Pass  bearer  on 
within  the  one  f 
•wen  (7)  days  as  ftho' 

Pass  must  b* 
for  one  (1) 

000  51i 


22,  (Incl.) 

Railway  Company 
own  for  a  period  cf 
his  p»8S. 

>r  and  is  eood  onlv 


lerves    the    right    to 
nd  pro-rata  unused 


'■"  "  "-•—'^-'^—^^  "-•"— 


Globe  Tickets 
"all  ways" 


And  "all  ways"  is  right,  too. 

Some  of  the  varieties  of  Globe  Tickets  include  Fare  Tickets  in 
strips  or  books,  Transfers,  Weekly  Passes  and  Cash  Fare  Receipts. 
And  all  of  these  various  kinds  of  tickets  are  made  exactly  in  accord- 
ance with  the  ideas  and  needs  of  the  Company  buying  them. 

There  is  no  denying  that  the  commutation  idea  of  selling  tickets 
helps  to  build  business.  But  even  though  they  pay  the  full  rate  of 
fare,  patrons  prefer  to  use  tickets.  It  saves  carrying  change,  and 
avoids  the  necessity  of  always  trying  to  "have  the  exact  fare  ready." 
These  are  some  of  the  difficulties  that  Globe  Fare  Tickets  help  to 
overcome. 

Globe  P.  M.  Coupon  Transfers,  Weekly  Passes  and  Cash  Fare 
Receipts  all  have  their  virtues,  too.  In  fact,  many  Electric  Railways 
consider  them  indispensable. 

Globe  Ticket  Company 

112  N.  12th  Street,  Philadelphia,  Pa. 

Branches : 
New   York 


Lot  Angeles 


San   Francisco 


Grand  Rapids  Railway  Company 


and  l>  not  m  atep-ovcr. 
m  NEXT  CONNECTING  CAR 


wIthtD  thrc«  days  kt  the  offie*  of  the  rompaoy. 


OINT 
Id 


'/*M"Hr''010000 

"  "•  "*•  """"^PM  Coupon. r.iaii.  i-o» 


I    It 


15 


15 


30 


30 


30 


45 


45 


45 


45 


45 


March  17,  1923 


Electric    Railway    Journal 


97 


Lightett 

IVeight 

IValkover 

Steel  Seat 


Your  Passengers    Will    Appreciate 

Hale  &  Kilburn 
Seats 

The  acknowledged  standard 
for 

City  Cars  Buses 

Interurbans 

Best  Seats  for 

One-Man  Safety  Cars 

Highest  quality  at  lowest  price 

Write  for  Quotations. 

HALE  &  KILBURN  CORPORATION 

American    Motor    Body    Company,    Succeaaora 
PHILADELPHIA 

New   York       Chicago       Washington       Atlanta       Los  Angeles 


98 


Electric    Railway    Journal 


March  17,  1923 


, 


Find  Out  Why! 

— it  pays  to  paint 

Equipment  and  Rolling  Stock 

the  "SPRACO"  Way 

Learn  the  big  money-saving, — time-saving, 
— labor-saving  advantages  of  Spraco  Pneu- 
matic Painting  Equipment; — especially  as 
adapted  to  the  upkeep  and  maintenance  of 
Electric  Railway  Systems. 

Pictures  Tell  Part 
of  the  Story 

BUT— how  "SPRACO"  surpasses  old-fashioned 
methods  in  speed,  economy  and  quality  of  work  can 
best  be  shown  by  facts  and  figures,  based  on  records 
of  experience. 

How  "SPRACO"  Paint  Guns  reach  every  crack, 
cranny  or  crevice — no  matter  how  inaccessible : 
how  they  spread  a  uniform,  long-wearing  coat  of 
any  protective  liquid  on  any  kind  of  surface — the 
equivalent  of  two  coats  if  desired ;  how  "SPRACO" 
speeds  up  production  and  cuts  down  costs — 

These  and  the 
many  other  uses 
and  advantages  of 
"SPRACO"  Pneu- 
matic  Painting 
Equipment  are 
yours  in  detail  for 
the  asking. 

A  card  or  letter  Today  will 
promptly  bring  you  the  answer  to 
why  it  pays  to  paint 

the  "SPRACO"  Way 

Send  for  "SPRACO" 
Bulletin  P-7\ 

SPRAY  ENGINEERING  COMPANY 

60  High  Street,  Boston,  Mass. 


Engineers  for 

Spray  Cooling  Systems 

Irrigation  Systems 

Aerating  Reservoirs 

Air  Conditioning 

Gas  Washing 


Manufacturers  of 

Air  Washing  Equipment 

Spray  Cooling  Equipment 

Paint  Spraying  Equipment 

Flow  Meters 

Park  Sprinklers 


MPMACO  ys^  pmoooen 


March  17,  1923 


Electric    Railway    Journal 


99 


OH  ERE  are  two  auxiliary  units  in 
the    power    plant    which    cannot 
I  shut    down    without    causing    an 

interruption  of  service  of  the  main  unit 
or  units  which  they  serve.  Even  standby 
apparatus  cannot  be  started  soon  enough 
to  prevent  an  interruption. 

The  above  illustration  shows  a  Terry 
turbine-driven  geared  condenser  circu- 
lating pump  which  was  supplied  to  the 
Chile  Exploration  Co.  If  this  unit 
should  shut  down,  the  main  unit  which 
it  serves  would  run  non-condensing 
momentarily,  heating  the  condenser 
shell  so  that  it  would  be  dangerous  or 
ruinous  to  the  condenser  to  start  up  a 
standby  unit.       It  would  be  necessary  to 


shut  down  the  main  unit  long  enough  to 
permit  the  condenser  shell  to  slowly  cool 
to  the  proper  temperature. 

Turbines  are  chosen  for  this  class  of 
service  primarily  because  of  their  in- 
herent dependability.  They  receive  their 
energy  directly  from  the  boiler,  avoiding 
the  cycle  of  main  unit  or  house  turbine, 
generator,  switchboard,  fuses  and  wiring 
required  by  motors. 

Terry  Turbines  are  specified  because  of 
their  many  features  of  simplicity,  dura- 
bility and  the  small  amount  of  attention 
required  to  keep  them  in  efficient  opera- 
tion. 

Investigate  these  features,  and  for  your 
plant,  specify 


m///////////////////////////// 

7////////////////////////////M 


//////////////////^^^^^^^ 


w////m/m///m///m////mmm////m//////m^^^^^^ 


'Offices  in  Principal  Cities 
in  U.S.A.  also  in  Important 
Industrial  Foreign  Countries 


^TheTerrii  Steam  TurbineCa' 
Terrq  5q.flartfQrd.Coim.IISA. 


100 


Electric    Railway    Journal 


March  17,  192S 


12,500  K.lf. 
Steam  Turbine 
Generator  Unit, 
complete  ivith 
Surfate 
Condenser, 
Turbine-driven 
■  Circulating  and 
Condensate 
Pumps,  all  of 
Allis-Chalmers 
manufacture. 


Serving  Public  Utilities 

Many  public  service  companies  testify  to  the  advantages  and  appreciable  savings 
under  the  Allis-Chalmers  plan  of  "Undivided  Responsibility,"  where  the  manu- 
facturer assumes  complete  responsibility  for  the  design,  building  and  placing  in 
operation  of  the  principal  equipment  for  the  power  plant. 

Complete  equipment  "from  prime  mover  to  switchboard"  is  built  by  the  Allis- 
Chalmers  organization.  This  includes  all  types  of  prime  movers — steam  turbines, 
hydraulic  turbines,  steam,  gas  and  oil  engines,  together  with  complete  electrical 
equipment.  Condensers  of  all  types,  pumps,  air  compressors  and  many  other 
auxiliaries  are  also  supplied.  Allis-Chalmers  equipment  is  used  in  plants  of  all  sizes, 
and  includes  some  of  the  largest  power  units  ever  built. 

Let  Allis-Chalmers  Engineers  Serve  You. 


ALLIS-CHALMERS 
PRODUCTS 

Ekctnca)  Machinery 

Steam  Turbines 

Steam  Engines 

Gat  and  Oil  Engines 

Hydraulic  Turbines 

Cniahing  and  Cement 

Machinery 

Mining  Machinery 


^[Lys< 


'^m 


MflNUFA^CTURINC       COMPANY 


rKEE,   WISCONSIN.  U.S.A 


AULIS -CHALMERS 
I  PRODUCTS 

I  Flour  AodSsw  Mill  MKkmoy 

Power  Ttuumiuioii  Machioojr 

SlMin  and  Dectnc  Hoiits 

Aif  Cofiipteuort  •  Air  Brfekc» 

Agncullural  Mtciuoay 

Coodeaien 


March  17,  1923 


Electric    Railway    Journal 


101 


Edge  Moor  Boilers  in 
the  Cedar  Rapids  plant 
of  Iowa  Railway  & 
Light  Company. 


THE  Iowa  Railway  &.  Light  Company  ordered  its  first 
Edge  Moor  Boilers  in  1909. 

Seventeen  times  since  then,  they  have  purchased  Edge  Moor 
Boilers.  Twenty-seven  boilers,  totalling  14,083  H.  P.,  are 
installed  in  four  of  this  company's  stations — 15  boilers  at 
Cedar  Rapids;  4  at  Boone;  4  at  Marshalltown;  3  at  Iowa 
Falls;  one  at  Perry. 

Repeat  orders  come  only  when  worth  has  been  proved. 
Some  of  the  most  convincing  evidence  of  the  proved  value  of 
Edge  Moor  Boilers  is  found  in  our  sales  records. 

Tell  us  where  to  send  you  a  copy  of  the  Edge  Moor  catalogue. 

EDGE  MOOR  IRON   COMPANY 

Established  1868 
EDGE  MOOR,  DELAWARE 

New  York  Chicago  Boston  Charlotte  St.  Paul  Pittsburgh  >^tC>ORl^^> 


EdgeMqor 


ePQILERS 


I^OI«. 


3Z^E2E^ 


^aSEBIS. 


•■<■ 


102 


Electeic    Railway    Journal 


March  17,  1923 


Practical 

Durable 

Substantial 


Percy  Passimeters  and  Turnstiles 

for  Every  Purpose 

An  accurate,  efficient  and  reliable  way 
to  register  fares  and  give  you  an  exact 
count  of  all  the  passengers  you  handle. 
Used  on  many  larger  railroads. 


Percy  Manufacturing  Co.,  Inc 

30  Church  St.,  New  York  City 


SHOCK  ASSOABU 


March  17,  1923 


Electric    Railway    Journal 


103 


De  Laval  Transformer  Oil  Purifiers  economically 
maintain  the  dielectric  strength  of  oil 


THE  great  majority  of  transformer 
troubles  can  be  traced  to  moisture  in 
the  insulating  oil.  That  is  why  every 
transformer  manufacturer  urges  upon 
users  of  his  apparatus  the  necessity  of 
regular  dehydration.  Frequent  purifica- 
tion of  the  insulating  oil  lowers  the  oper- 
ating temperature  of  the  transformer  and 
results  in  longer  life  for  the  unit. 

The  De  Laval  Transformer  Oil  Purifier 

provides  a  positive  and  economical  means 
of  keeping  transformer  oil,  switch  oil  and 
that  used  for  similar  purposes  free  from 
moisture  and  sludge.  It  does  its  work 
entirely  by  centrifugal  force,  which  elim- 
inates the  need  for  filter  media.  It  is  posi- 
tive in  operation,  so  that  under  all  ordi- 
nary conditions  but  one  passage  through 
the  centrifugal  is  required  to  raise  the 


dielectric  strength  of  the  oil  to  22  kv. 
or  better  when  tested  with  the  new-style 
gap- 
When  running  oil  containing  a  high 
percentage  of  water,  the  bowl  or  separat- 
ing chamber  of  the  machine  may  be  assem- 
bled to  continuously  discharge  both  water 
and  dehydrated  oil.  This  feature  avoids 
the  necessity  for  frequent  shut-downs 
while  oil  is  being  treated,  and  on  oil  of 
low  dielectric  does  away  with  the  need  of 
a  settling  process  before  dehydration. 

De  Laval  Transformer  Oil  Purifiers  are 
furnished  as  stationary  or  portable  units, 
the  latter  being  equipped  with  all  auxil- 
iaries necessary  to  handle  the  oil.  The 
economy  and  efficiency  of  these  machines 
have  resulted  in  their  adoption  by  many 
of  America's  largest  central  stations. 


Mml  the  coupon  for  complete  information  regarding  this  modern 
and     economical     method      of     dehydrating     transformer      oil. 


The  De  Laval  Separator  Company 

New  York,  165  Broadway  Chicago,  29  East  Madiion  Street 

DE  LAVAL  PACIFIC  COMPANY 

San  Francisco 

Sooner  or  later  you  will  use  a 

De  Laval 


PIeai««>    send    Bulletin    containing    further   information   re- 
ginxUng  the  De  Laval  Oil  Purifler  as  chocked  below. 

C   Purification  of  turbine  lubricating:  oil. 

D  Purification  of  Diesel  lubricating*  and  fuel  oil. 

D  Dehydration  of  traneformer  .oil. 

n    Purification  of  car  axle  oil. 

Name     ::'/. 

t 

Company    \ 

Addr*i*:8    .  .- * 

E.RJ. 


104 


Electric    Railway    Journal 


March  17,  1923 


Says  GEORGE  W 

"I  attribute  most 
I  am  indefatigably 
job.  My  work  is  the 
obliteration  of  man's 
since  they  started  us 
I've  had  one  tough 
send  these  specially 
scrap-heap.  They 
as  long  as  the  old- 
junk,  and  even  then 

Bern  is  Car 


\ 


Brake  Pins 
Brake   Hangers 

Brake   Levers 

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 

McArthur 

Tumbuckles 


Economy  Electric  Devices  Co. 
Old  Colony  Bldg.,  Chicago,  111. 


Electric 

SPRINGFIELD, 

Represen 

F.   F.  BODLER 

903  Monadnock  BIdg.,  San  Francisco,  Cat. 


March  17,  1923  Electric    Railway    Journal  J,05 

WEAKEN  TEAR 

of  my  success  to  the  fact  that 
persistent.  I  am  always  on  the 
constant  tearing  down  and 
work.  But,  take  it  from  me, 
ing  BOYERIZED  Car  Parts 
job  on  my  hands  trying  to 
treated  steel  parts  to  the 
hold  out  ever  so  many  times 
fashioned  parts  I  used  to 
some  of  'em  ain't  licked!" 

Truc^  Company 

Railway  Supplies 

MASS. 

tatives  : 

W.  F.  McKennet  J.  H.  Dbnton  A.  W.  A«uw 

54  First  Street,  Portland,  Oregon  1328  Broadway,  New  York  City,  N.  Y.  772  Pacific  Electric  BIdg.,  Los  Angeles,  Cal. 


106 


Electric    Railway    Journal 


March  17,  1923 


March  17,  1923 


Electric    Railway    Journal 


107 


>m-'f£^ 


1— No  Wear  Check  Pawl 

(perfect  engagement) 

2— Ratchet  Wind 

3 — Emergency  Release 

4 — Free  Winding  Tension  Spring 

5 — Perfect  Lubrication 

These  five  features,  exclusive  with  the  Earll,  enable 
it  to  fully  do,  day-in  day-out,  all  that  a  catcher  or 
retriever  is  expected  to  do — and  that's  a  lot.  How 
these  features  produce  extra  value  and  why  they  save 
maintenance  money  gladly  demonstrated. 

There's  a  model  for  every  service. 

Canadian    Agents: 

Railway    &    Power    Engineering    Corp.,    Ltd.,    Toronto,    Ont. 

In  All  Other  Foreign  Countries : 

International    General    Electric    Co.,    Schenectady,    N.    Y. 


108 


Electric    Railway    Journal 


March  17,  1923 


Samson  Spot 

Trolley  Cord 

— used  for  replacements  of  inferior  cords,  will  result 
in  fewer  broken  ropes,  fewer  jammed  trolley  catchers 
and  elimination  of  other  troubles.  This  means  lower 
costs. 

Samson  Spot  Trolley  Cord  is  thoroughly  water- 
proofed, smooth  and  hard.  It  does  not  swell  or  kink 
and  is  of  uniform  quality  throughout.  The  colored 
spots, — our  trade  mark— are  your  guarantee  of  extra 
quality. 

Samson  Bell  and  Register  Cords  are  likewise  of  high- 
est quality  and  their  use  leads  to  lower  maintenance 
costs  in  the  long  run. 

Send  for  samples  and  prices. 

SAMSON  CORDAGE  WORKS— BOSTON,  MASS. 


Tmdmi 


March  17,  1923 


Electric    Railway    Journal 


109 


Hartman  Center  Bearing 
New  Plain   Raceway 


A  Ou(«rB*«rii>^Bu»h}n^ 


ParaffOR  Side  Bearing 


Peerless  Side  Bearing 
Two  Piece 


Perry  Side  Bearing 
Double  Roller  Type 


Detroit  has  equipped 
250  Cars  with 

HARTMAN 
CENTER  PLATES 

This  action  follows  an  exhaustive 
investigation  of  these  plates  as  a 
means  for  saving  power  and  im- 
proving Car  operation. 


BALL  BEARING  CENTER  PLATES 

and 
FRICTIONLESS  SIDE  BEARINGS 

Designed  to  suit  all  types  of  equipment 

Reduce  Wear  on  Wheel  Flanges  and  Rails 

Decrease  Nosing 

Prevent  Derailments 

Reduce  Power  Consumption 

Allow  Maximum  Speed  with  Safety 

Give  Smooth  Easy  Riding  Cars 

A  Trial  Set  Will  Convince 


The  Burry  Railway  Supply  Co. 

1316  Peoples  Gas  Building,  Chicago,  111. 

TERRITORIAL  REPRESENTATIVES 


NIc  LoOrand, 

Rock  Island,  III. 

H.  F.  Kcecaii  Co., 

New  Tork,  N.  Y. 


IV.  McK.  Whlt«, 
Goshen,  Ind. 

Alfied  Connor, 

Denver.  Colo, 

Frank  F.  Bodler, 

San  Francisco,  Cal. 


W.  F.  McKenney  Co., 
Portland,  Ore. 

Wm.  T.  Campbell, 

Washington,  D.  C. 


S.  A.  Boberts  *  Co., 

8alt  Lake  Cltr,  Vtah 

P.  W.  Wood. 

New  Orleans,  La. 


Chas.  N.  Wood  Co„ 
Boston.  Mas*. 

E.  A.  Thornwell, 
AtUata,  Oa. 


Railway  A  Power  Eng.  Corp., 

Toronto,  Ont.,  and  Winnipeg,  Man. 


110 


Electric    Railway    Journal 


March  17,  192S 


Increase  Your  Transportation  Sales 

By  Increasing  the  Efficiency  of  Your  Service 

Keep  Your  Cars  Always  on  Time  by  Using 
Bayonet  Trolley  Equipment 

Bayonet  Special  Trolley  Wheels 

are  made  of  the  very  highest  grade  of  metal.  No  cheap  alloys  or  old 
trolley  wheels  recast  into  new  ones.  AH  hand  turned,  insuring  the 
greatest  accuracy  and  balance.  They  are  known  all  over  the  world 
for  their  superiority  over  other  wheels,  their  economical  and  efficient 
service  having  been  proved  by  competitive  tests. 

Bayonet  Detachable  Trolley  Harps 

are  the  only  trolley  harps  with  which  you  can  change  from  wheel  to 
sleet  cutter  or  to  a  new  wheel  in  TEN  SECONDS.  No  tools  re- 
quired on  top  of  the  car ;  only  your  hand  is  necessary.  All  inspections, 
repairs,  adjustments  and  lubricating  are  done  at  the  work  bench, 
where  they  are  better  done.  This  eliminates  unsatisfactory  patch- 
work on  top  of  car,  insures  perfect  running  trolleys  and  increases  your 
trolley  wheel  mileage  at  least  33J/r.  The  original  and  only  practical 
Non-Arcing  Harp  made. 

Bayonet  Trolley  Base  with  Detachable 
Pole  Clamp 

is  the  only  trolle>'  base  made  on  which  the  trolley  pole  can  be  changed 
in  30  SECONDS  and  the  wheel  be  in  perfect  alignment,  with  the 
wire,  and  no  tools  required  to  do  the  job.  Greatest  flexibility  of  pole 
action  is  afforded  by  long  extension  springs,  and  self-lubricated  bush- 
ings in  bearings,  and  the  roller  bearing  swivel  gives  freedom  to  the 
rotary  motion.  It  is  so  constructed  that  you  get  a  uniform  wire 
pressure  at  all  angles  of  pole.  All  wearing  parts  are  quickly  and 
cheaply  renewed,  making  the  main  parts  of  the  base  everlasting. 

Perfect  conductivity  is  afforded  by  sliding  contact  between  turret 
and  base  plate.  It  saves  your  overhead,  your  wheels  and  your  wire 
by  its  freedom  of  action. 

Bayonet  Sleet  Gutters 

have  no  superiors  in  cutting  ice  from  the  wire.  If  the  ice  can  be  re- 
moved the  Bayonet  will  do  the  job.  We  have  the  rigid  and  semi- 
rotary  types  (the  kind  you  can  back  up  with),  both  of  which  are  de- 
tachable and  interchangeable  with  the  wheel.  Only  ten  seconds  neces- 
sary to  make  the  change  from  harp  with  wheel  to  one  with  sleet 
cutter. 

All  Bayonet  equipment  sold  subject  to  approval.  You  must 
be  satisfied  or  your  money  will  be  refunded.  Begin  now  to 
practice  economy  by  using  the  Bayonet. 

BAYONET  TROLLEY  HARP  GO. 

Springfield,  Ohio,  U.  S.  A. 


March  17,  1923 


Electbic    Railway    Journal 


111 


BETTER  THAN  EVER 


Accurate  Bearings  From  Perfect  Alloy 
Result  in  Longer  Mileage  At  Less  Cost 


The  product  of  years 
of  experience  in  alloy- 
ing metals  for  bear- 
ing purposes. 


Cut  the  cost  of  motor 
upkeep  with 

VELOX 
BRONZE 


Armature  and 
Axle  Bearings 


"C"  Grade  Nickel  Babbitt  For  Armature  Bearings 


.wat^^y^^     \mt^  ■«/' 


ST.  LOUIS,  U.  S.  A. 


112 


Electric    Railway    Journal 


March  17,  1923 


?: 


THE  VERY  FACT  that  Kalamazoo  Trolley  Harps  and 
Wheels  are  made  by  the  largest  concern  of  its  kind  in  the 
World  is  in  itself  an  indication  of  their  standard. 

Our  products  are  made  in  a  shop  devoted  exclusively  to  these 
specialties.  Today  w^e  are  supplying  the  major  part  of  the 
entire  demand  of  the  United  States.  There  must  be  a  reason 
for  this,  and  there  is.  And  that  is,  a  high  reputation  due  to 
high  quality. 

Kalamazoo  Trolley  Harps  and  Wheels  have  been  endorsed  by 
the  leading  electric  roads  since  their  inception  on  the  market, 
over  25  years  ago. 

Kalamazoo  Harps  give  perfect  and 
c-ontinuous  ronlaet,  and  nre  de^ignea 
to  permit  easy  replacemenl  of  wheels. 
There  it*  only  one  eotter  pin  to 
be  taken   out  to   remove   the  wheel. 

They  are  balanced  for  easy  running 
and  fre«Hiom  from  s  ippage.  Thc-y 
do  not  wear  down  and  damage  the 
wire,  for  wire  life  is  more  important 

than   wheel   life. 

Kalamazoo  wheels  are  made 
of  virgin  metal — pui*p  lake 
copper — they  are  of  proper 
design  for  the  intended  serv- 
ice, and  are  honestly  manu- 
factured. 


SmK  BMSS  W©]HE§ 


Kalamazoo,    Michigan 

jAe  lamest  exclusive  Tnanufadurers  of  trolteu  wheels  in  tht  world 


faf-r^     ',    ;  i:.  y4-/\;..-^V,.^  7"   '■   -.^ -tT^  ;.rv^' "";=■•,.'.-      "- 


^:'^-.^:...».f^v.^.?. 


March  17,  1923 


Electric    Railway    Journal 


113 


There's  A  Great  Difference/ 


The  Stafford  Roller  Bearing 
for  Car  Trucks  is  supplied 
with  oil  (about  2>^  lbs.)  and 
is  sealed  air-,  dust-  and  oil- 
tight  for  a  year's  service  with- 
out additional  lubrication  or 
inspection.  Maintaining  the 
Stafford  Roller  Bearing  is  a 
one  man's  job,  once  a  year. 

Compare  this  with  the  labor 
and  expense  in  maintaining 
the  antiquated  friction  bear- 
ing—repairs due  to  hot  boxes 
(there  are  no  hot  boxes 
with  the  Stafiford),  constant 
journal-box  inspection,  con- 
stant lubricating  cost,  and  con- 
stant purchases  of  hot-box 
materials. 

There's  a  fp-ent  difference! 

Guaranteed  against  "frozen 
journals"  and  indefinitely 
against  producing  any  wear 
on  journals — 

Stafford 
Roller 
Bearings — 
guaranteed 
three  years 


STAFFORD  ROLLER  BEARING 
CAR  TRUCKa^^CORPORATlON 


LAWTOK 


MICHIGAN 


114  ElectricRailwayJOURNAl  March  17,  1923 


GlMUZ  4HD  CtMeKT. 


1 


i 

The.  Perfect  Track 


Safety — Economy — Endurance 

These  three  are  requisites  of  true  efficiency  and  can  be  secured  by 
the  use  of 

Carnegie  Steel  Cross  Ties 

As  the  use  of  Steel  Cross  Ties  is  an  essential  item  toward  the  attain- 
ment of  The  Perfect  Track,  so  then  should  they  be  included  f  s  an 
essential  item  in  your  track  maintenance  program. 


Listed  below  are  other  products  manufactured  especially  for  railway 
use.  They  are  made  to  the  same  high  standard  of  quality  that  has  won 
for  Carnegie  Steel  Company  the  reputation  it  today  enjoys. 

Wrought  Steel  Wheels 

W^rought  Steel  Gear  Blanks 

Standard  Forged  and  Heat  Treated  Axles 

Rails  and  Splice  Bars 


Carnegie  Steel  Company 

GENERAL  OFFICES    -  -    Carnegie  Building    -  -    PITTSBURGH,  PA. 


1608 


March  17,  1923 


Electric    Railway    Journal 


115 


lepFiiii 


Heavy-duty      units 
built  to  the  highest 
standards    of    preci- 
sion;   affording    maxi- 
mum   serviceability    un- 
der    conditions     involving 
heavy  loads,  shocks,  jars  and 
vibrations;     opening     up    new 
avenues  to  power  saving  and  re- 
duced up-keep  costs;  built  in  both 
standard     and     self-aligning     types 


Our  engineers  will 
welcome  an  oppor- 
tunity to  work  with 
yours,   in  the  applica- 
tion of  these  high-duty, 
high-precision  bearings  to 
electric    railway    equipment 
with  a  view  to  securing  maxi- 
mum anti-friction  efficiency,  min- 
imum   maintenance    costs,    and 
continuity  of  service. 


/Inable  /Ivenuc 


PMP^Ry  WW  Mmmmwm 

ls)r\q  Island  City  New  York 


Manufacturers  of  "NORfflfl"  Precision  Ball  Bearings 


116 


Electeic    Kailway    Jouekal 


March  17,  1923 


These 


ja*  -.■.s:^r.''^iwu^^ 


The  Answer! 

After  using  Miller  Trolley  Shoes  for  several  years,  these  well-known  roads— 
The  Knoxville  Ry.  &  Lt.  Co. 
The  Portland-Lewiston  Intenirfcan 
The  Chicago,  No.  Shore  of  Milw.  R.R. 

specifically  state  that  their  observations  show  less  wear  on  the  trolley  wire 
and  fewer  calls  for  line  breaks  than  when  they  used  trolley  wheels.  And 
it's  logical,  too,  because  Miller  Trolley  Shoes  make  a  glossy  surface  on  the 
wire,  over  which  they  slide  with  less  trolley  tension  and  without  arcing  and 
burning  the  wire. 


Aulk  ii       I.    m  XMiAAtAAi  ^avl^\^^^A^^\ 


March  17,  1923  ElectricRailwayJournal  117 


f 


roads  report  that  wire  wear  is  lessl 


MILLER 
TROLLEY  SHOES 

(patented) 

offer  many  other  advantages 


» 


1.  They  are  cheaper  to  maintain.  The  sliding  contact  lasts  longer 
and  when  finally  worn  out  is  cheaper  to  replace  than  a  trolley 
wheel. 

2.  No  lubrication  is  required  for  Miller  Trolley  Shoes.  The 
nightly  oiling  of  trolley  wheels  is  eliminated. 

3.  They  run  quietly,  avoiding  entirely  that  annoying  rumble  made 
by  the  trolley  wheel  running  at  high  speed. 

4.  Their  constant  contact — over  a  3-inch  surface — means  better  cur- 
rent supply  to  motors,  less  resistance,  and  steady  lights  at  night, 
instead  of  flickering  ones. 

5.  They  require  less  tension  in  the  trolley  springs — only  about  two- 
thirds  that  required  by  wheels. 

6.  They  do  not  jump  and  tear  down  wires,  but  cling  to  the  wire  better 
at  high  speeds  and  around  curves. 


Try  them  yourself  and  see  the  difference 


118 


Electric    Railway    Journal 


March  17,  1923 


H.  B.  Life  Guards 

Our  improved  metal  basket  lowers  maintenance  cost. 


We  do  not  have  to  offer  our  equipment  to  roads  to 
experiment  with  as  our  long  experience  in  building 
fending  equipment  has  given  US  the  experience, 
enabling  us  to  offer  this  improvement  with  the  knowl- 
edge that  it  will  be  satisfactory  and  is  another  step  in 
bringing  up  the  efficiency  of  your  fending  equipment. 

All  railroad  officials  are  anxious  to  have  the  best  and 
most  modern  equipments  with  strength  and  reliability 
where  life  is  at  stake. 


SPECIFY  AS 


Consolidated  Car 

Providence, 

General  Sales  Agents :  Wendell 


March  17,  1923 


Electric    Railway    Journal 


119 


Providence  Fenders 

for  suburban  and  interurban  service 


Big,  efficient  and  long  lived, — Providence 
Fenders  are  the  standard  equipment  of  many 
leading  interurban  roads.  Especially  adapted  to 
conditions  where  cars  operate  over  open  track, 
where  H-B  Life  Guards  would  not  do. 

Our  thirty  years'  experience  enables  us  to  offer 
the  most  efficient  and  economical  equipment  of 
the  kind  on  the  market. 


MANUFACTURED  BY 


Fender  Company 

Rhode  Island 

&  MacDuffie  Co.,  61  Broadway,  New  York 


1?0 


Electric    Railway    Journal 


March  17,  1923 


The  new 

COLUMBIA 

Catalog 


Our  new  catalog  is  ready  for  distri- 
bution. 

We  have  tried  to  make  this  catalog 
representative  of  the  Columbia 
Machine  Works — to  list  our  prod- 
ucts and  to  render  as  much  help 
as  possible  to  the  purchasers  and 
users  of  Electric  Railway  Equip- 
ment. We  have  not  included  all 
of  our  products,  but  from  time  to 
time  will  send  put  new  pages  that 
we  hope  you  will  add  to  thisjcatalog. 


March  17,  1923 


Electric    Railway    Journal 


121 


|.<f"il  TRADE  MARK  -Hi^ 
rvingSafsteP 
(PATENTED)  IHH^'         REG  U  S  PAT  OFF.  1 

ABSOLUTELY    NON- SLIPPING  ALWAYS 

Whatever  the  type  or  character  of  your  car  equipment,  and  whether 
for  city  or  interurban  traffic,  Irving  Safsteps  will  mean  greater 
safety  and  comfort  for  yo|ir  passengers,  and  lower  step-accident 
hazard  for  you. 


Absolutely  Non-Slipping — under  all  condi- 
tions— wet  or  dry — even  with  snow  or  ice 
upon  them. 

Extremely  Light  Weight,  with  the  utmost  of 
strength  and  rigidity. 

Permanently  Non-Slipping — no  abrasive  in- 
sets, no  bars  or  mats  to  wear  out  and  work 
loose. 


Practically  Indestructible,  because  made  of 
steel  members  solidly  riveted  up  in  a  self- 
contained  unit. 

Cleanly,  because  dirt  and  dust  fall  through  and 
are  not  tracked  into  the  car. 


Economical,    because    time-proof    and    wear- 
proof, and  adapted  to  any  type  or  size  of  car. 

Think  of  the  doUars-and-cents  value  of 
these  Safstep  qualities,  on  your  own  lines. 
Then  write  for  Catalog  3A28. 


IRVING  IRONWORKS  Co. 

LONG  ISLAND  City.  N.Y..  U.S.A. 


122 


Electric    Railway    Joubnal 


March  17,  1923 


Maintenance  costs 


Oilless 

Trolley  Wheels 

Cost  less  per  mile 


Perfect  lubrication  plus  maximum  con- 
ductivity. That's  the  combination  that 
makes  V-K  Oilless  Trolley  Wheels  low- 
est in  ultimate  cost  and  highest  in  net 
efficiency. 

They  insure  greatest  mileage  with  least 
wear  and  tear  on  overhead  construction. 
That's  because  the  metal  from  which  they 
are  made  is  especially  tough  and  not  too 
hard. 

The  V-K  Oilless  Trolley  Wheel  used 
with  the  V-K  non-arcing  harp  has  proven 
it  will  do  more  to  reduce  trolley  mainte- 
nance costs,  both  wheel  replacements  and 
overhead  repairs,  than  any  other  current 
collector  on  the  market. 


MORE-JONES 


ST.  LOUIS 


March  17,  1923 


Electric    Railway    Journal 


123 


can  be  reduced 


"TIGER"'  BRONZE 

AXLE  AND    ARMATURE   BEARINGS 

Standardize  on  "Tiger"  bronze  bearings  for  economy's 
sake.  They  will  save  their  cost  many  times  over  in 
the  course  of  a  year,  and  then  there's  an  additional 
revenue  derived  by  keeping  the  cars  in  constant  service. 

The  exceptional  toughness  and  anti-frictional  qualities 
of  "Tiger"  Bronze  insures  great  strength  and  a  very 
slow  and  even  rate  of  wear.  This  results  in  correct 
bearing  alignment  and  greater  mileage. 


M-J 


Armature  Babbitt 


Service — not  first  cost — is  the  basis  on  which  M-J  Armature  Babbitt  is  sold. 
More-Jones  experts,  with  more  than  40  years  of  experience  to  £uide  them, 
compounded  this  exceptional  babbitt  for  the  railway  field  exclusively.  It  is 
pure  tin,  copper,  antimony  and  metallic  nickel,  alloyed  to  the  hifjhest  degree 
of  practical  utility — there  is  not  a  trace  of  lead  in  it.  Specify  M-J  only  for 
armature  bearing  service. 

SKASSgMETAlCQ 

MISSOURI 


124 


Electric    Railway    Journal 


March  17,  1923 


A  Data  Book 
ST.  LOUIS  CAR  CO.  CATALOG 


FULL  of  illustrations — photos,  diagrams  and  floor 
plans — and  replete  with  facts  and  figures — dimen- 
sions, weights  and  equipment  details.  This  new 
St.  Louis  Catalog  will  be  of  real  assistance  to  you  in 
planning  your  new  safety  cars. 

The  new  type  St.  Louis  "Universal"  double-truck 
one-man  car  is  thoroughly  described.  The  details  you 
want  to  know  about  it  are  shown. 

Write  for  this  booklet  today  and  tell  us  what  your 
requirements  are  so  that  we  may  figure  on  them. 

Ask   for  Catalog  No.    103 

Specialties   Bulletin  No.    100 

Seat  Catalog  No.    101 

Safety  Car  Truck   Bulletin  No.    102 

St.  Lqvjis  C^r^nmpany 

St.  L  AVI  1*5,  A\a. 

"77U  Eirihpfx:^  /xftk&  Saf^  d 


iar- 


^t-iv, 


•J-oeSi 


*Uty  , 


"Universal"  Double-Truck  Safety  Car 


Car 


•■'^T)/« 


17,  1923 


Electric    Railway    Journal 


125 


.A^>^( 


1,000        CftA^     »yCkcJi^ 


jKwC«i»v, 


a>uL 


M^**^ 


«W»^      y«A/JX/V>y 


'■^et*^  S^*»-l      otAA^    „.,^     U„«;«r>»,^ 


The  Tool  Steel^Gear  &  Pinion  Co.,  Cincinnati,  Ohio 


126 


Electric    Railway    Journal 


March  17,  1923 


The  Eastern   Massachusetts  Street 
Railway  Company  is  using  Rolled 
Wheels,  made  by  the  Standard 
Steel  Works  Company,  who  also 
manufacture  Steel  Tires,  Axles, 
Steel  Springs,  Steel  Forgings, 
Steel  and  Malleable  Iron  Cast- 
ings and  Steel  Pipe  Flanges 


"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 


PHILADELPHIA,  PA. 

BRANCH    OFFICES 

N,  TEXAS  RICHMOND,  VA.  BOSTON 

D,  ORE.  SAN  FRANCISCO  ST.  PAUL, 

i!  :  NEW  YORK 

'    :S:  BURNH 


March  17,  1923  ELECTRIC    Railway    JOURNAL  127 


Announcement 


THE  Missouri  Car  Company  an- 
nounces the  completion  of  their 
new  Plant,  and  that  they  will  be  ready 
to  start  operation  on  the  1st  of  April 
on  the  production  of  street  [railway  cars 
and  motor  bus  bodies.  The  factory  will 
be  equipped  with  the  most  modern  and 
latest  types  of  wood  and  steel-working 
machinery. 


Executive  Offices :  Factory: 

Chemical  Building  24th  and  McCasland  Ave. 

St.  Louis,  Mo.  East  St.  Louis,  111. 


L 


128 


Electric    Railway    Journal 


March  17,  1923 


Thousands  of  tons  of  AJAX  METAL 

go  into  bearings  each  year 

— and  no  order  is  too  small  to  receive  careful  attention,  nor  too 
large  to  be  taken  care  of  in  a  satisfactory  manner. 

In  our  shops  are  thousands  of  patterns  of  car  bearings,  as  well  as 
locomotive  and  other  castings, — all  available  to  our  customers. 
AJAX  Car  Journal  Bearings  are  used  on  street  cars,  on  the  cars 
of  the  large  trunk  lines  and  in  every  industrial  field. 

AJAX  Brasses,  whether  ARA  Standard  or  of  other  type  are 
made  of  alloys  of  correct  proportions  correctly  treated,  and 
exhibit  workmanship  that  is  characteristic  of  all  AJAX  Castings. 
AJAX  "Perfecto"  Check  Plates  are  tough,  will  bend  before 
they  will  break,  and  give  longest  possible  service. 

AJAX  Armature  Babbitt  is  unsurpassed  for  adaptability  and 
service. 

AJAX  Bull  Bearing  Alloy  is  unequalled  for  lining  axles,  and 
gives  better  results  than  babbitt. 

THE  AJAX  METAL  COMPANY 

Established  1880 
Philadelphia 


Ajax  Check  Plates 


Ajax  Car  Brasses 


NEW  YORK 


CHICAGO 


BOSTON 


CLEVELAND 


■^SSSfKl.-**^ 


March  17,  1923 


Electric    Railway    Journal 


129 


Baldwin  Electric  Motor  Trucks  on  the 
Prince  of  Wales  Electric  Train  in  Japan 


Osaka  Electric  Railway  Train  Equipped  with  Baldwin  Trucks— Type  "78-25"  A.     Cauie,  4  ft.  8M 
in.     Center  pin  load,  27,500  lb.     Wheels,  diameter,  36  in.     Wheel  base,  78  in. 


ON  the  high  speed  interurban 
and  street  railway  Hnes  in 
Japan  and  the  Far  East,  Baldwin 
Electric  Motor  Trucks  are  an  im- 
portant part  of  the  equipment. 


The  illustration  shows  the  train 
used  by  His  Royal  Highness,  Albert 
Edward,  the  Prince  of  Wales  for  his 
tour  through  Japan  last  year.  1 1  is 
here  shown  on  the  Osaka  Railway 
between  Nara  and  Osaka. 


Baldwin  Truck'  <""«  kno"'"  throughout  the  world  for  their  simplicity,  their  low 
maintenance,  and  easy  riding  qualities.  Baldwin  representatives  in  all  countries. 
Detailed  information  upon  request. 

THE  BALDWIN  LOCOMOTIVE  WORKS 

PHILADELPHIA,  U.  S.  A. 

Cable  Address.  "Baldwin,  Philadelphia" 


130 


Electric    Railway    Journal 


March  17,  1923 


The  SAFETY  of  your  Linemen  is  an  Asset! 

Equip  with 

The  "Safety"  Tools 

RIMCO 

RUBBER  INSULATED  PLIERS 
and  SCREW  DRIVERS 

and  Protect  Your  Men! 

The  only  safe  tools  for  high  tension  work 

Subjected  to  10,000  Volts  Test  and  passed  by 
the  Electrical  Testing  Laboratories,  N.  Y.  C. 

Semi-soft  rubber  handles  bonded  to  the  metal  by  our  patented  "Rimco" 
method — cannot  come  off — cannot  crack  or  break  if  dropped  on  a  hard  sur- 
face or  from  the  arm  of  a  pole.   Finest  tool  steel.    Practically  indestructible. 


6-in..  7-in.,  8-in..  9-ln. 


Manufacturers!  We  rubber  insulate  (or  cover) 
Switch  Handles  and  other  oroducta  by  our 
palented  "Rimco"  method  and  have  same 
tested  to  any  desired  voltage  by  the  Electrical 
Testing:  Latxjratories.  N.  Y.   C. 


'H-in.,  8H-ln..  lOH-in. 


Manufactured  solely  by  the 

RUBBER  INSULATED  METALS  CORPORATION 

50  Church  Street,   New^  York 


giiiiiinMiiiiinnMutMuiiiUHiiniiiiiiiiniiiiiiiiiMiiiiiiiuiiiiiiMiHMiiiiiniiiHiiiiiiiiiiiiiiiiiiniiiiiiniMiiiiiiiininhiniuriHiinhHiiiiiiuhniHniHihiuMuiHiin 

Standard 

Copper  Wire — High  Strength  Bronze  Wire- 
Copper  Clad  Steel  Wire 

For  trolley  and  transmission  service 
Meet  every  service  requirement  however  exacting 

They  are  rolled  and  drawn  in  our  own  rod  and  wire  mills 
from  the  highest  grade  copper  wire  bars,  and  their  superior 
quality  is  guaranteed  by  a  system  of  careful  inspections  and 
tests  at  different  stages  of  manufacture.  They  are  further 
guaranteed  by  many  years  of  service  under  all  sorts  of  operat- 
ing conditions. 

We  have  unexcelled  manufacturing  and  shipping  facilities 
and  can  meet  your  requirements,  however  large,  promptly. 

Write  our  nearest  office. 

STANDARD   UNDERGROUND   GABLE   GO. 

Boston  Philadelphia  Atlanta  Chicago  St.  Louis  Seattle 

Nbw  York  "Washington  Pittsburgh  Detroit  Los  Angeles 

Factories  :    Perth  Ameot,  N.  J. ;  Pittsburgh,  Pa.  ;  St.  Louis,  Mo.  ;  Oakland,  Calif. 

Fob  Canada:    Standard  Underground  Cable  Co.  of  Canada,  Limithj,  Hamilton,  Ont. 


iiiiiiniiiiiiiiiiiimiiiiiuuiiiiiimmiimniiniiiiiiimiiiiinraiuiiimiiuiiiniiiiiiiiiiiiii iriii iii i iiinimiiiiumiiiiiiiiiiimimiiitiiiiiinaii iniiiiiiiitiiiiinniiii iiii i iiiiiimimiimiiuiiiintiiiiiniiiiiniiiiiiniinHimiiniiiniiiiiiminniii 


March  17,  1923 


Electric    Railway    Journal 


131 


Now  you  can  get 

Chapman 

Automatic  Signals 

with  colored  light  indications 

In  addition  to  the  popular  standard  semaphore  style,  the  Chapman 
Electric  Signal  Company  now  offers  a  new  type  equipment  utilizing 
red  and  green  light  indications. 

Retaining  all  the  valuable  and  reliable  principles  of  the  standard 
Chapman  Signal,  this  new  model  incorporates  several  additional  and 
distinctly  advantageous  features.  First,  there  is  a  complete  separation 
of  the  indicating  devices  from  the  operating  mechanism.  The  latter  is 
located  in  a  locked  box,  close  to  the  ground,  readily  accessible  for 
inspection  and  adjustment.  Second,  there  is  a  "counting-in"  and 
"counting-out"  feature.  Any  number  of  cars  can  be  safely  operated 
through  the  blocks.  Third,  when  two  cars  at  opposite  ends  reach 
the  contactors  simultaneously,  one  gets  a  clear  indication  and  the  other 
a  positive  "danger"  indication. 


Let  us  tell  you  the  other  big  points 

Charles  N.  Wood  Co. 

Boston,  Mass. 


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  manufactured.  Guaranteed  99.84% 
iron. 

It  possesses  the  highest  rust  resisting  quali- 
ties of  any  ferrous  wire  made. 

Where  installation  is  exposed  to  the  cor- 
roding fumes  of  manufacturing  districts, 
railroad  terminals,  or  salt  air,  it  will  de- 
velop more  than  double  the  life  of  steel  wire. 

In  Insert: 

Microphotograph  of  Page-Armco  Wire, 
showing  dense  pure  metal. 

Page  Steel  and  Wire  Co. 

Bridgeport,  Conn. 
District   Sain  Offlcn: 

V'Jiul'V    C'"'^'°     New  York     Pittaburjh 
N^}^'      Portland.  Ore.         Sao  Francisco 


!aOT  IRON 


182 


Electric    Railway    Journal 


March  17.  1923 


See  this 

Library  Edition  of 

STEINMETZ 

for  10  days  FREE 

The  nine  volumes  which  Dr.  Steinmetz  has  con- 
tributed on  the  subject  of  electrical  engineering  are 
now  available  in  a  handsome  specially  bound  set. 
To  those  who  know  what  these  great  books  have 
meant  in  the  development  of  electrical  engineering 
theory  and  practice — this  announcement  needs  no 
elaboration. 

Put  Steinmetz  in  your  library 

Have  this  handsome  set  with  its  full  treatment  of 
the  theory  and  special  problems  of  electrical  engi- 
neering at  your  command.  The  handbook  and^he 
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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  experimentation  as  Chief  Consulting 
Engineer  of  the  General  Electric  Company.  They 
form  a  complete  presentation  of  modern  electrical 
engineering  theory. 

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you  to  purchase.  You  merely  agree  to  return  the  books 
postpaid,  in  ten  days  or  to  remit  S4.00  in  ten  days  and 
S4.00  per  month  for  eight  months.  Remember  that 
these  books  are  the  latest  revisions  of  the  Steinmetz 
books  in  a  handsome  specially  bound  library  edition  at 
a  price  a  little  less  than  the  regular  editions. 

Get  the  Steinmetz  Set — 
and  the  Steinmetz  Habit 


7  tee  examhia&n  Cotipcn 


Mc(iraw-Hill  Book  Co..  Inc.,  370  Seventh  ,\venue,  New  York. 

You  may  send  me  on  approval  for  10  days'  free  examination  the 
STEINMETZ  ELECTRICAL  ENGINEERING  LIBRARY.  I  afrec  to 
return  the  books,  postpaid,  in  10  days  or  to  remit  S4.00  in  10  days 
and  $4.00  per  month  for  eight  months. 


Name 


Address    

Official  Position 


Name  of  Company 


Sub8cril)er  to  Electric  Railway  Journal?. 


(Books  sent  on  approval  to  retail  purchasers  in  U.  S.  and  Canada 
only>  E  3-17-23 


^SPECIFY  THIS   MARK 


Trade  Mark  Reg.  U.S.PAT.Qmct 
ON  EVERY   TIMBER,   BOARD    AND   BUNDLE 

of  CYPRESS,  "TVie  Wood  Eternal." 
It  is  your  Insurance  of  true 

REPLACEMENT 

ECONOMY 

IT'S   THE  CONSTANT    "LITTLE    REPAIRS"    THAT 
BUILD  UP  EXCESSIf^E  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  heavy  propor- 
tion of  it  by  using 

CYPRESS 

•THE  WOOD  ETEBNAL* 

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  railway  companies 
in  the  country  have  found  the  vise  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. 


March  17,  1923 


Electric    Railway    Journal 


133 


The    Hubbard    Insulated    Pole   Band 


The   Hubbard    Pole   Band    with   Pull-Off   Rod. 


HUBBARD 


The  Hubbard  Pole  Bands  illus- 
trated are  made  in  all  standard 
steel  pole  sizes. 

Specify  Hubbard  for  your  entire 
requirements  in  pole  fittings 
whether  for  Steel  Poles,  Concrete 
Poles  or  Wood  Poles. 


Ask  your  jobber 

HUBBARD  &  COMPANY 
PITTSBURGH— CHICAGO 

Made    in   Canada   by   N.    Slater   Co.,   Ltd.,    Hamilton,    Ont 

P  E  I  RC  E 


j^iiniiiniiiuiniMiiiiiiiiiiiiiiniiiiMitiiiiiiiniiiiiiiiiiiuiinMiHiiiiMiiiiiiiiMiiiiMiiiiiiiiiiniMiiiiiiiiiiiiiiHiiiiiiiiMiiiiniMnMiiiiiiiiiiiMiiiirM 


ifOUt 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 
on  your  equipment 

The  Universal  Lubricating  Co. 

Cleveland,  Ohio 


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PFMtiiiHmHiiimtiiiMiiiiHiitiHiiiminiiiiiinu 


134 


Electric    Railway    Journal 


March  17,  1923 


HMlmiMuiHiMHiuiHiiiwimnHimllliiiiimiluuinMiiiriiuiiniiiiiuviiiiiiiniimiilliimiilllllHiiilHllNluilirailllilluilliltinr 


ROLLER-SMITH 
BOND  TESTERS 

"One -Man"  Type 
Locate  the  leaks  in  a  hurry 

The  cost  of  energy  wasted  due  to  faulty 
bonds  is  enormous.  With  ROLLER- 
SMITH  Bond  Testers  you  can  im- 
mediately detect  those  faults  and  remedy 
them.  And  it  requires  only  one  man  to 
do  it — they're  "one-man"  Bond  Testers. 

Bond  testing  with  a  ROLLER-SMITH 
outfit  is  easy,  quick,  accurate,  low  in 
cost.  Simply  drop  the  contact  bar  on 
the  rail,  rock  it  back  and  forth  a  few 
times  to  obtain  good  contact,  turn  the 
hard  rubber  button  until  the  small 
pointer  is  zero,  then  read  the  resistance 
of  the  bond  direct  in  units  of  feet  of 
rail.    That's  all  there  is  to  it. 


Send  for  Bulletins  G-200  and  G-201. 


WI.Mg.3MfHM  OD)MB 


jEtectrtoal  Inatcumenta.  Meters  cmd  Circuit  Breakers 


MAIN  OFFICE:        ^^OHUir  WORKS: 

2128  Woolworth  BIdg.,  NEW  YORK  Bethlehem,  Pennsylvania    | 

Offices  in  Principal  Ciliea  in  U.  S.  and  Canada  | 


iiiiiHiinHfmMmiiiiiiiiiiiuiiiiiiiiiiHi:iiiiiiiiiiiiiiiniiiiifiiimiiiiiii 


MIDVALE 

Rolled  and  Forged 
Gear  Blanks 


IAN  you  af?ord  to  take  chances  on  gear 
breakage?     Gears   are   a   vital   part  of 
your  transportation  units  and  the  break- 
age of  one  of  them  means  far  more  than 
mere  gear  replacement.    It  means  tying  up  traffic, 
very  possibly  at  the  peak  period  of  the  day,  with 
the  consequent  loss,  not  only  of  money,  but  more 
particularly  of  public  good-will. 

The  unusual  amount  of  working  received  by  the 
metal  in  the  combined  rolling  and  hydraulic  forg- 
ing process  puts  the  steel  in  the  very  best  possible 
condition.  As  a  result  gears  made  from  Midvale 
Rolled  and  Forged  Gear  Blanks  will  stand  up 
and  give  superior  results  in  the  face  of  the  most 
severe  service  conditions. 

Let  us  tell  you  more  with  particular  reference  to 
your  own  problems. 


Midvale  Steel  &  Ordnance  Company 
Cambria  Steel  Company 

General   Sales   Office:   Widener  Building 
Philadelphia,    Pa. 

District  Sales  Offices: 

Atlanta      Boston      Chicago      Cincinnati      Cleveland      Detroit 

New  York       Philadelphia       Pittsburgh       San  Francisco 

Salt  Lalce  City    Seattle    St.  Louis    Washington.  D.  C. 


March  17,  1923 


Electric    Railway    Journal 


135 


RAMAPO  AJAX  CORPORATION 


AJAX  FORGE  COMPANY 
Established  1883 

— 

RAMAPO    IRON    WORKS 

Established  1881 

A  consolidation  of  two  nifinufactunng  enterprises,  long  and  well-known  in  the 
railroad  field.  The  combined  organization  comprises  five  completely  equipped 
plants  with  general  offices  at  the  Hillbum  works. 

In  the  electric  railway  field  our  specialties  include  switches,  frogs,  switch  stands, 
etc.  for  interurban  lines  and  private  right-of-ways,  manganese  crossings  over 
steam  and  electric  railways,  etc. 

The  feature  of  the  Ramapo  Automatic  Return 
Switch  Stand  deserves  particular  attention.  For 
hand  operation  it  is  the  same  as  the  Ramapo 
Automatic  Safety  Switch  Stand;  but  the  auto- 
matic action  allows  the  points  to  be  forced  open 
when  trailed  and  return  to  their  original  position 
after  each  pair  of  wheels. 

These  stands  are  in  successful  operation  on  many 
interurban  lines  throughout  the  country. 

RAMAPO  AJAX  CORPORATION,  HILLBURN,  NEW  YORK 


2503  Blue  Island  Ave. 
CHICAGO 

McCormick  Building 
CHICAGO 


30  Church  Street 
NEW  YORK 

NIAGARA  FALLS,  N.  Y. 
SUPERIOR,  WIS. 


Canadian  Ramapo  Iron  Worlds,  Limited,  Niagara  Falls,  Ont. 


A  New  Arc  Welder  with 
Unusual  Penetrating  Qualities 

The  problem  of  getting  welding  results 
with  electrode  positive  partially  if  not 
wholly  solved  by  new  principle  Resistor. 

Resistor-Reactor  for  D.C. 
Power  Supply 


Combination  Reactor,  Low  Voltage  and 
Watts  Control  Sviitch 


The  reign  of  mystery  of  elec- 
trode positive  or  negative  dis- 
pelled by  new  Reactor,  vv^hich 
is  open-core  on  open  circuit 
and  closes  to  maximum  reac- 
tance with  the  d  rawing  of  the  arc. 


When  coupled  with  this  you 
get  control  of  the  arc  length  so 
that  an  ugly  long  arc  cannot 
be  drawn  and  no  voltage  higher 
than  50  exists  on  leads  or 
machine. 


We  hope  you  will  write  for  further  information  to 

Electric  Arc  Cutting  &  Welding  Co. 

152-158   Jelliff   Ave.,    Newark,    N.   J. 

The  Reactor  and  low  voltage  control  can  be  combined  in  a  separate  unit 
to  fit  either  new  or  existing  apparatus. 


136 


Electric    Railway    Journal 


March  17,  1923 


For  better  motor  maintenance  use — 


Samples  Free! 

Use  our  Sample  Book  as  jrour 
guide  in  choosing  suitable  weights 
and  styles  for  your  maintenance 
problems. 


AWEBCO 

Tapes  and  Webbings 

Awebco  Brand  Tapes  and  Webbings 
make  better  insulation  because  they 
are  most  closely  woven,  are  uniform 
in  texture  and  free  from  defective 
spots  or  flaws.  Only  the  finest 
quality  materials  are  u«ed.  All  our 
products  are  carefully  inspected  dur- 
ing process  of  manufacture. 


Send  for  Sample  Books. 

Anchor  Webbing  Company 

300  Brook  Street,  Pawtucket,  R.  I, 


dHiiiiMiiiiiiiiiimiiiitiiiiiiiiiiiiiiiiniiiHiiiiiiiiiiiiMiiMiiiiimiitiimiiitiiiiiiiiiimiiiimiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiitiiiniiHiiiiiiiiiiiiii^ 


Minimize 

Maintenance 

Cost 

with 

Cameron  Products 

Cameron  Coils — Wound  to  withstand  that  rush-hour  over- 
load that  means  a  burnout  with  poorly  insulated  coils. 

Cameron  Bars — Pure  hard  drawn  copper,  giving  high 
conductivity. 

Cameron  Commutators — Made  tight  by  hydraulic  pres- 
sure, eliminating  loose  bars  and  arcing  brushes. 

Canadian  Amber — Gives  soft,  uniform  wear  and  long  life. 

Cameron  Electrical  Mfg.  Co.,  Inc. 

Ansonia,  Connecticut 


iiimiiiniiiiiitiiiiiiiimilimtiiiiiiiitiiiiiiiHiiiiriiHiiinMiiiiniiitiiiiiiiiiHiHiiiiiii 


March  17,  1923 


Electric    Railway    Journal 


187 


An  unusual 

Equipment 

for  an  unusual 

Service 


The  National  Vulcanized  Fibre 
Company  is  the  result  of  the  consoli- 
dation of  three  large  and  well-known 
fibre  manufactorieo.  Each  of  these 
three  organizations  has  contributed 
unusual  equipment  and  facilities  for 
the  manufacture  of  Vul-Cot  Fibre 
and  Vul-Cot  fibre  products. 

Three- fold  service 

The  pressnt  organization  offers  to 
manufacturers  unprecedented  fibre 
service  —  a  service  with  three-fold 
equipment  for  speedy  production, 
thres-fold  facilities  for  quick  deliv- 
eries and  a  three-fold  reputation. 

Make  it  of  Vul-Cot  Fibre 

The  guaranteed  purity  of  Vul-Cot 
Fibre — its  strength,  toughness  and 
work-ability — has  made  it  a  part  of 
the  products  of  a  ho3t  of  well-known 
manufacturers.  If  there  is  a  place 
for  fibre  in  your  product — either  in  a 
very  minor  or  very  important  posi- 
tion—  this  unusual  experience  in 
the  manufacture  of  all  sorts  of  fibre 
articles  and  parts,  this  unusual  ser- 
vice is  at  your  command. 

Just  a  reminder 

The  three  organizations  that  have 
combined  to  form  the  National  Vul- 
canized Fibre  Company  with  head- 
quarters in  Wilmington,  Delaware, 
are  the  National  Fire  and  Insulation 
Co.,  the  Keystone  Fire  Co.,  and  the 
American  Vulcanized  Fibre  Co. 


CAUSES  OF  BRUSH 
AND  COMMUTATOR  TROUBLES 


EFFEC 


f.  Sporkwf  . 

i    Tin  low  carrying  eapaeity  . 


2.  Too  lUOe  abrtum  aetifm 


3.  Too  much  ahnuioe  oetton 


d.  High  Jrietion  hnuhei . 


5.  Too  high  eoniofi  drop 


€.  Too  loaeontaetdrop. 


t.  Bnuhet  off  eleelricai  neuirtd 


2.  Intomci  brtuh  tpaeing . . 


3.  Brushes  loo  thick . 


it.  Brush  pressure  loo  low . 


5.  Brush  pressure  loo  high . . 

6,  [/nequoJ  bnuh  prasnre . 


7.  Brushes  light  in  hMers. . 


COMMUTATOR 
TROUBLE? 

This   10-in.  x  14-in.   trouble  chart  showing  all 
troubles  and  their  causes  sent  Free  on  Request. 


IMPERIAL 

COMMUTATOR  STONES 

WILL  HELP  ELIMINATE 

YOUR  TROUBLES 


THE  MAN  WHO  WON 
IS  THE  SON-OF-A-GUN 
WHO  TRIED  IMPERIAL- 
SAVED  THREE  DOLLARS  FOR  ONE! 


THE  MARTINDALE  ELECTRIC  CO. 
11725  Detroit  Ave.,  Cleveland,  O. 

Gentlemen: 

Without  obligstion    on   my  part    ulease   send   me    a   copy  of    the 
CAKBON   BKUSH  AND  COMMUTATOR  TROUBLE  CHART. 

Name   and    title 

(Please  Print) 

Company    

Street     

City  and  State 


1S8 


Electric    Railway    Journal 


March  17,  1923 


Cleaning 


with  the 


Castings 

^d  Metal  Parts 


Dayton 

Air  Brush 


Handles  all  materials 
from  the  lightest  disin- 
fectant to  the  heaviest 
leads  and  oils  tvithout 
special  preparation. 


Added  to  its  great  usefulness  and  economy  as  a  paint  spray  machine,  the 
Dayton  Air  Brush  offers  a  source  of  saving  for  dusting  electrical  equipment, 
and  cleaning  castings  or  other  metal  parts.  Will  handle  cleaning  solutions 
for  cutting  oil  or  grease,  and  clean  it  from  the  most  inaccessible  spots. 

Eliminates  many  hours  of  the  most  tedious  and  unproductive  labor  about 
the  car  shop. 

An  invaluable  equfpment  for  every  efficient  and  up-to-date  mechanical  de- 
partment and  power  plant. 

Let  us  tell  you  about  it  now. 

The  Dayton  Air  Brush  Company 

17  Maryland  Avenue,  Dayton,  Ohio 


On  T\venty 

New  Gars  of  San  Francisco 
Municipal  Railway 


Manufacturers  of 

EDWARDS 

Window  Fixtures 

Metal  Stop  Casings 

All  Metal  Sash  Balances 

Railway   Devices 

Top,  Bottom  and  Side 

Weather  Stripping 

Metal  Extension  Platform 

Trap  Doors 

Send  for  samples 


Another  indication  of  the  wide-spread  appli- 
cation of  our  equipment  is  found  in  the  use  of 
Edwards  trap  doors  on  the  unique  type  of  car 
illustrated  above.  Edwards  trap  door  and 
sash  fixtures  have  been  specified  by  leading 
steam  and  electric  railways  for  many  years. 

Send  for  our  illustrated  catalogues 

THE  O.  M.  EDWARDS  COMPANY,  Inc. 

Executive  Offices  and  Factory 
Syracuse,  New  York,  U.  S.  A. 

New  York,  N.  Y.  Chicago,  111. 

Canadian  Representative :   Lyman   Tube  &   Supply  Co.,  Toronto  and  Montreal 


March  17,  1923 


El ECTRic    Railway    Journal 


139 


-^1 

OHMEK 

|g|^Q,/| 

Fare  Registers 

^'W    t1\w    ^4^^^^^^| 

■■H^V 

i^W^ 

Selling  electric  railway  transportation 
according  to  correct  business  methods 
requires  the  indication  and  registration 
of  the  exact  amount  of  each  sale. 

\* 

\ 

The  No.  62  Detail  Fare  Print- 
er,  for    one    man    operation. 
This    register    indicates    and 
records  fares  from   one  cent 
in    value    up    to    $9.99    and 
prints   a   detailed   record    of 
each  sale. 

Ohmer  Registers  indicate  and  register 
each    transportation    sale.      They    are 
made  in  many  types  and  sizes  adapted 
to   electric    railways,   motorbuses    and 
taxicabs. 

Ohmer  Fare  Register  Company 

Dayton,  Ohio 

jiiiiiiniiiiiiiiiimiiNiiiiiiimiiiiiiuiiiiiiiiiiiiuiiniiMiiiuiiiiiiniinuMirii»iHiiraiiiuiiiiiiiiiiiiiiiuiiiuiiuuiiuiimiiiiiiiiiiiimiii»iiiiiiiuiiiiiiiiiimiiiiiniiiiiiiiiriiiiimiiiiuiiniiiiiimi<iiiiiii^^       imiiiiiiiiiiiniiiiiiiHiiiiiiiiiiiiiiiiimiiiiiiiiniiniiiiiiimiimiiinii 

I     The  Best  Truss  Plank  Electric  Heater 

Ever  Produced 

Upon  request  we  will  tell  you  why 


No.  478E 


Single  Coil 


5400  Supplied  for  225  Cars  for 
Dept.  of  Street  Railways,  City  of  Detroit 


Still  in  the  Lead  on  New  Features 
ATTENTION- 
PURCHASING  AGENTS— STOREKEEPERS— HEATER  REPAIR  MEN 

All  Repair  Heater  Coils  Packed  in  Individual  Boxes — Labeled 

We  can  supply  coils  for  all  types  of  heaters — 
Write  for  quotation. 

GOLD  CAR  HEATING  &  LIGHTING  CO. 

BUSH  TERMINAL,  220  36th  Street,   BROOKLYN,  N.  Y. 

iifmttiimiiHiiiHmiiiMHiiuiHiiHiimiiiiiiiMmiiHiiiiiiitniiiiiiiiiiMiiin»iH)iiiiiiiiiiimiiiiiiiiiHiiiiHiiHiiiiiiiiiH^ 


140 


Electric    Railway    Journal 


March  17,  1923 


Type  R  5  Double  Register 


Twenty  years  ago 
and  Today — 

The  unquestioning  reliance  placed  upon 
International  Fare  Registers  by  the 
largest  systems  in  the  country  is  obvi- 
ous result  of  the  standards  of  design 
and  manufacture  originally  adopted 
and  consistently  followed  ever  since. 
International  registers  placed  in 
service  twenty  years  ago  are  still  in 
daily  use,  testifying  to  the  soundness  of 
these  standards,  and  the  faithfulness 
with  which  they  have  been  maintained. 

We  invite  correspondence  regarding  the 
solution  of  fare  collection  problems. 

General  Selling  Agents  for 
HEEREN  ENAMEL  BADGES 


The  International  Register  Company 

15  South  Throop  Street,  Chicago 


Collection,  Protection,  Auditing 

of  fares,  is  made 

Safely,  Quickly,  Accurately 

by  the  use  of 

Cleveland  Fare  Boxes 
"Rapid  Ready''  Change  Carriers 

"Steel  Strong"  Coin-Counting  and 
Coin-Sorting  Machines 

THE  CLEVELAND  FARE  BOX  CO.,  CLEVELAND,  O. 

Canadian  Cleveland  Fare  Box  Co.,  Ltd.,  Preston,  Ont. 


March  17,  1923 


Electric    Railway    Journal 


141 


Root  All  Spring  Steel  Life  Guard 

The  most  perfect  working  guard 
on  the  market 

Costs  no  more 

Abundant   references   gladly   furnished   to 

verify  the  above  claims. 
Play  Safe!    Any  guard  that  gives  unsatis- 
factory performance  is  expensive  at  any 
^^  price. 

SPECIFY  ROOT  ALL  SPRING  STEEL  LIFE  GUARDS 

on  your  cars 

The    ROOT    SNOW    SCRAPER   has 

solved   the   problem   of   removing   snow 

from  the  tracks  and  keeping  the  cars  on 

time. 

The  scraper  shown  here  is  our  No.  7  for 

either  hand  or  air  operation. 


"It  Never  Fails  to  Clean  the  Railt" 


ROOT  SPRING  SCRAPER  CO.,  KALAMAZOO,  MICH. 


Van  Dorn  Couplers  and  Draft  Gears 

For  City,  Interurban,  Subway  and  Elevated  Service 


For   Light    City    Cars 


No.    5    Automatic    Pin-and-Link    Coupler 


For  Heavy  Interurban  Qars 


For   City    and    Interurban    Car* 


No.   796  Radial   M.  C.  B.  Coupler 
with  Double  Spring  Draft  Gear — Vertical  Pivoting  Head 

Van  Dorn  Couplers  and  Draft  Gears  are  made  in  various 
types  and  sizes  to  meet  the  entire  range  of  requirements  of 
modern  electric  railway  operation. 

If  you  require  Couplers  for  light-weight  city  cars  or  for 
the  heaviest  interurban  types — or  anything  between — there  is 
a  Van  Dorn  Coupler  with  Draft  Gear  that  will  meet  your 
needs  satisfactorily  and   economically. 

All  Van  Dorn  Couplers  couple  automatically  by  impact. 
Coupling  is  positive  and  certain,  even  when  Couplers  are 
considerably  out  of  line  horizontally  or  vertically,  or  both. 


No.   1450  Radial  Car-and-Air  Coup- 
ler  with   Spring   Draft   Gear — Vertical   Pivoting    Head 

Van  Dorn  M.  C.  B.  Couplers  interchange  with  all  standard 
M.  C.  B.  Couplers  on  both  steam  and  electric  railroads. 

The  No.  1450  Radial  Car-and-Air  Coupler  shown  above 
is  so  designed  that  the  Van  Dorn  Electric  Coupler  may  easily 
be  attached.  The  Electric  Coupler  cares  for  all  circuits 
which  ordinarily  are  handled  through  jumpers — such  as 
multiple  control,  signal,  heater  and  light  circuits. 

The  car,  air  and  electrica!  connections  are  made  auto- 
matically on  impact  of  the  Coupler  heads,  thus  enabling 
trains  to  be  made  up  instantly  and  without  danger  of  accident 
to  trainmen. 


VAN  DORN  COUPLER  COMPANY 

2325  South  Paulina  Street,  Chicago,  111. 


142 


Electric    Railway    Journal 


March  17,  1923 


ft 


Built  for  Service^' 


Chillingworth 

One-Piece  Drawn  Steel 
Seamless  Gear  Cases 


Made  in  a  plant  devoted  ex- 
clusively to  the  manufacture 
of  gear  cases. 

A  highly  Specialized  Prod- 
uct combining  light  weight 
with  strength  and  durabil- 
ity, and  eliminating  objec- 
tionable  seams  and   rivets. 


Once  Used 
Always  Specified 


Chillingworth  Mfg.  Co. 

Ill  Broadway,  New  York  City 


giiiijiiiiiiiimiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiimiiiiiiiHiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiuiiiiiiiiiiiuiiiiiiijiiiiiiiiiiimiiiiiiiiiiiiiiiiiuiiii^ 

I    Our  Cars  Cost  Less 
To  Maintain 


Safety  First 


II T.V k,iM iP"? V  III! Biia;'*  ?•■ 


I  MMli  ■■*■?:?*!'■'•"**■' "- 


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 


I  Perley  A.  Thomas  Car  Works 

I  High  Point,  N.  C.  | 

'iiiriiiriiiiiiniiiiiiniiimiinimiimiiiiiiiiiiiiiimiiiniiiiiimimimiiiiiiimiiniiiniimiiiiiiiuraiiinrmrriiiiiiiriiiiiiiijiiniiiiiiiiiiiiin 


March  17,  1923 


Electric    Railway    Journal 


143 


afllllunilllllllllllllllllllltlllMlllllllllllliiiiiillllllJllliijllliiiiiilillillllin iiiiiiiriliiilill iiniilllliiiiniiiiiriiiiiiiiiiiiiiHilllliiinillJllllllliniiiiiiiiiiiilltiiiiii niiiiriiiiiiiiniiliiiitniiii uiiiliiimiiilliiiiHiiillilliiiiiuriilrilimllllllllliinilllllimtlliillliilluiillis 

§ 

The  Eclipse 
Railway  Supply  Co. 

Cleveland,  Ohio 

Manufacturers  of 
Fenders 

ifor  Standard  and  Safety  cars. 

Wheelguards 

Trolley  Retrievers 

Trolley  Catchers 

Fenders  for  Train  Operation 
Our  Specialty. 

Our  products  standard  on  many 
large  systems  East  and  West. 

itiiiimiiiiiiimiimimimiiiiiiiiuiHiimiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiimiiiiiimiiiiiiiiiiiimiiniiiitMiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiii^ 


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. 


Type  C  illustrated. 

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,  lU. 


144 


Electric    Railway    Journal 


March  17,  1923 


nmi 


iimnuiiiiuiiniwii 


ELECTRIC  SIGNALS  | 

vrill  meet  any  operating  conditions.  | 

I    No  matter  what  your  signal  problems  may  be,  we  can  show  | 

I    you    how    to    apply    United    States    Electric    Signals    for   in-  | 

I    creased   safety   and   improved   service.  | 

I  UNITED  STATES  ELECTRIC  SIGNAL  CO.  I 

I  WEST  NEWTON,  MASS.  I 

I  REPRRSEXT-VTIVES:  I 

E     Western:   Frank   F.   Bodler.   Monadnock  Bldg.,    San    Francisco.   Calif.  I 

I     Foreign:  Forest  City  Electric  Service  Supply  Co..  Sallord.  BBgland.  | 


.imiiiiitmiiiiiiiiiiiiiiiiHiiiiiiimiiHiiitiiiiiMiiiiuiiiiimiimiiiiliitiiiiiimimimiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiimmii; 

gilillHtllllllllllliliiiliiiirijiiiiiiiiiiiiiiiiiiiiininiiiniiiMiniiiitiiitiii iiiiiiiiiiiiiiiitiiiiiiilllinillilllllliiiliiilllllllllililllllllllinili:: 


TRUCK  WITH  TOWER  IN  RUNNING  POSITION 


This  3-Section 

TRENTON  TOWER 

ii  not  only  more  convenient,  but  itronger  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 
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. 


Drip  Points  for 
Added  Efficiency 

IlieT  prersot  creepiiir  moistnre  Mid  quicklj  drain  tka 
coat  in  wet  weather,  keepinr  the  Inner  area  di7. 


The  Above  Insulator — No.  72- 
Wet  31,400,  Line  10.000. 


-Voltare* — Test — Dry  M.OM. 


Our  eofineers  are   always  ready  to  help  yon  on   your  rtaaa 
insnlator  problein.    Write  for  cataloc. 


Hemingray  Glass  Company 

Muncie,  Ind. 

Elat.  I84S — ^Inc.  1870 


'ullllllllHllMliililllllmiiiiiiniiiMiiiiitiiiuMitiiiiMiiiiininiilnmiiliiiiiiiiiiiiiniiiiiniiiiiimimini 
uiiiiiniiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiii 


millimtiNiirtitiiiiiiiiip 
iiiiiiiiiimiiiiiiiiiiiiiimiiiiiiiiiiiiiimiiiiisiiiimmiiiiimiiiiiiiiiiiiiimiiiiiiimiiiiiiiiiib 


American 
Rail  Bonds 


CROWN 

UNITED  STATES 
TWIN  TERMINAL 
SOLDER 
TRIPLEX 

Arc  Weld  and  Flame  Weld 

Send  for  new 
Rail  Bond  Book 


American  Steel  &  Wire 
SSwvoRK  Company 


niimiinfimiiiiiimiiiiiiiimiiniiitMiiiMniitiiiiiitiiiniiuniiiiiiiMnuiiniiiihuiinnimiiiiiiuiiuiiiiiiiHimiiuiiiiiiiiiiiimiHiiiiu         ^uuMiuuiiimtiiiiiiiiiiumiuuituiiiiiitiiiiiuiiiu*iuimiiiiiHimuiuiii 


March  17,  1923 


Electric    Railway    Journal 


145 


nmiimiiiiiiniiiiiiiiniiiiiiinimi iiiiiiii i iiiiiiiiiiiiiiin iniiiiii iiiiiiiiiiiiiiiiiK      aniiriiintruiiiuiuiiiiiiiiiiiiiniiiniiii 


AMELECTRIC  PRODUCTS  |  |    j^OMflE        "W?^^ 

>PPER  WIRE  AND  CABLE   I    |  ^^-— ^  iLVIL  11=^  V  V    I 

TROiIiFwiRE  I  I  BARE  AND  INSULATED 


WEATHERPROOF  WIRE 
AND  CABLE 


I  B«c.  C  B.  Pit.  OfflM 

I  OslTanlsed  Iron  aod  Steel 

i  Wire  and  Strand 

1  IncandeBcent  Lamp  Cord 


PAPER  INSULATED 
UNDERGROUND  CABLE 


MAGNETIC  WIRE 


AMERICAN  ELECTRICAL  WORKS 

PHILLIPSDALE,  R.  I.  I 

Boston,    176    Fedenl;    Chleaso.    US    W.    Aduni;  i 

Ctneiimatl,  Tnotioo  Bldf.:  New  Tork,  S8S  B'mj  | 

^iHiiiiiiiiiiiiiiiimiiiMiiniiniiiiiiiuiiiMiniiiniiiiiiiiMHriiiniinnniiiiiiiiriniMiiiuiiiiiMiiiMiiiiiiuMiniMiniiiiiiiiiiiiiiitiimiiiiti^ 

iiiiiiiiiniiijiiiiiiiiiniiiiiiuiiiuiiiniiniiiiiiiiiiiiiiitiiiiiiiijiiiniiiiiriiiiiiiiiiniiitiiiiiiiiiiniiiiiiiiiniiiiniiiiiiiiniiitiiiiiiiiniiiiiiiii 

High-Grade  Track 
Work 

SWITCHES— -MATES— FROGS— CROSSINGS 

COMPLETE  LAYOUTS 

IMPROVED  ANTI-KICK   BIG-HEEL  SWITCHES 

HARD  CENTER  AND  MANGANESE 

CONSTRUCTION 

New  York  Switch  &  Crossing  Go.        | 
Hoboken,  N.  J.  | 

EiiimiimiiitiiiiiimiimiiMiiiniiniiiniHiiiiiiiHiiiiiiitMiuiiitiiiiiiiiiiMiniiiiiiiiiiiriiiitiiiiitriiniiiiiiiiiitiMiiiiiiiiiiitiiiniiiiiiiiitii^ 
;j|lilllliniliiiiiiilliilliiiiiiiii)iiiiiiiiniiluriiiriiiiiiiiiiiiiiiiriiHiiiiiiiiiitiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiri(iiiiMiiiiiiiiiMiihiiiiiiiiiiiiiiimiu 

i      BUCKEYE  JACKS     | 

I  high-grade  R.  R.  Track  and  Car  Jacks 

I  The  Buckeye  Jack  Mfg.  Co. 

I  Alliance,  Ohio 

3liiiilirinirilllHitrMiiiiiiiiilrri)riiiiiiiiiilllllliiMitriiiriutiiniiiiiriiiiiiiiiMiitriiiiitiiiiriniiiiiiirtiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin 
iiimiiiiiiiiiiiitiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiitiiiitiiiiiiiiiiiniiiiiitiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiittiiiiriiitiiiiniiiHs 


I  Rome  Merit  Wins  Customers 
I  Rome  Service  Holds  Them 
ROME  WIRE  COMPANY 

I  Main  Plant  and  Executive  Offices:  Rome,  N.  Y. 

I  "Diamsnd"  Branch:  Buffalo,  N.  Y. 

I  DUTBICT  SALES  OFFICES: 

I  New  York,  80  Church  St.                   Cblcaco.  111.,  14  B.  Tni'-i—  Wtw4. 

S  Boston.  Ma«s.,  UUIe  Bide.         Detroit,  Mich.,  96  Pane—  Bk, 

I  Loa  Anceles,  Oal.,  i.  O.  Pomero^r,  336  Azdm  W.       ailS-L 

^ililliniiliniriiiiilllllliiriniiiiliiillilllllllllutMHrillllllllllllililiiililiiiiiiiHiiiiniiiiiiiiiiiniiMiiiiiiittiiniiiiiitiiiniitHiiiiiiiiirilllM 


205  Broadwajr,   Cambridgeport,  Ma«<. 
E.taWijhed   J  858 

Manufacturer*  of 

Special  Work  for  Street  Railways 

Frogs,  Crossings,  Switches  and  Mates 
Turnouts  and  Cross  Connections 
Kerwm  Portable  Crossovers 
gtlkwin  Articulated  Cast  ManganeseCrossings 


;illlllllllliliiiifiniiiiiiiiiliiiiiiiitiiiiliiiliiini(iiiiliillli)ililliiiuliiiiuiiiii)tifiiiitiiiiiiiiiiuiuiitiiiitiiiiiitniiiiitiiiiiiiiiiiiiiiiuiiutliir. 
uitlllinilMliMiintiiiituiiiniiiiniMiiiiiiiiiniiiiiniiitiiiiiiiiiiiriiiiiniiMiiiiiniiniiiiiiiiiiiiuiiiHiiiniiiiiiiiiiiniiiiuiiitilliiiitiiiimli 

I     NASHVILLE  TIE  COMPANY 


Croii  Ties: 


White  Oak,  Chestnut,   and  Treated  Tiet. 
Oak    Switch   Ties. 


Prompt  ihipmtnt  from  our  ovm  itotki. 
Headquartera — Nashville,  Ti 


I        A.    D.    Andrews,    Terre    Haute,     Ind.,    Repretentatire. 

wlllllllirillinilllllllMllllliinitliMniiiiiniiitiiiiiiilMliiiiiiiiiiiiiiiiiiiiilMlttlillinniiMiiitiiiiiliiilliiillilimiiiirliliillitiliillllltilu 


iilliniiiiiiiTii iiiirrniiiit r iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiuiiiiuiiiiiiiiiiiiiiiiiiinUMitiiiiiiiiMmMiiiiriiiHiiiiiniiii 


ROEBLlNt 


INSULATED  WIRES  AND  CABLES  | 

JOHN   A.   ROEBLING'S   SONS    CO.,    TRENTON.  NEW   JERSKY     I 

villiiiiiiiHiiitiiiiiiiiniiiiiiiiiiiiniiniiiiiiiiiiiiiiitiiiiuiiiniiilliiliinMiiniMinriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiMiiiiiiiiiiiiiiiiiiiiiiritiii3 


GODWIN    STEEL 
PAVING      GUARDS 

Adapted     to     all     types 
of    rails    and 
paving. 


Proven    by 
service        to 
economically  pre- 
vent    seepage    and 
disintegration         o  f 
street  railway  pavinf. 

IVrite      for      Illustrated 
Catalog   No.  20. 


W.  S.  GODWIN  CO..  Inc.        ^^12  E.  Lexiniton  St.,  Baltimore.  Md. 

7iiiiiiiHMiliniiiiiiiiiiiiiiiiiiiiHMiiiriiiimiiiniiiiniiiiiriiiiiMiiiiiiiiiMiiiiiiiMHiiiiiiiiiiMiiiiiiiiH(iiiii>iiiiiiiiiiiniiitiiiiiitiiiiiiiiiiit« 


0iiimiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiriiiiiiiiiiiiiiiiiiiiiriiiiiiiiitiiiitiiHriiiHiiiiiiiiiiitiiiniii)iriiiiiiii(iiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiii.     *iiiiiiiiiiiiiiiiiitiiiiii>tiiiiiiniii(ititiii(iiiiiiiiiiiiiirimiiiiniii(tiiiiuiiiiiiiiiuMiHtiiiiiiiintniiiiiiiimiiiiHiiiiiHiiHiiiiiiiiiiiiriiiiiiinL 


I  Transmission  Line  and  Special  Crossing  I 
I  Structures,  Catenau-y  Bridges  | 


WRITE  FOR  OUR  NEW  DESCRIPTIVE  CATALOG 

ARCHBOLD-BRADY  CO. 


I    Engineers  and  Contractors  SYRACUSE,  N.  Y.    | 

^(iriliniliiiiiiitiiiiiilitiiiiiiiiMlliMiniiiriii**iiitiiiniiHiliiiiiinliiiriiiiriM<iliiiltiiitiiiirrMiiiiiiiriiiiiriiiiiiiiiiiiiiiiriiiiriiiiiiiiniHitin 

uimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiitiiinilitlillliimiitiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiii(iiilniii(iiiiniiiitiiiiuiiiniiiii>iiiiniiiuiiiiiiiiiMiiiii 


I  Trade  Mark 

aiiiMiiiiiHlllMilHiiiiiiiiiiiiiiiiitiiiiniitiiiiiiiiiiiiiuiiii 


I   Shaw  Lightning  Arresters 

I  Standard  in  the  Electric  Induatriea 

=  for  35  years 

Henry  M.  Shaw 

i  ISO  Coit  St.,  Irvington,  Newark,  N.  J. 

tiiiiiiitiiiiiitiiiiiiiiiiiiiiriiiinriiiiiriiiiHiiiiitiiiiiiiiiiittiiiiiriiiiiiiiiiiMitiiminiiiniiiiiiiiiiitiiiiiiiiiiiHiiiiiuiiiiMiHiiuiiiiitiiiiiiiiiE 
fnniiiiiriiiiiiiitiiiiiniiiiiinliiiniHiiiiiiimiiiiiriiiiiiiiiiiiiiiiuiiiiiiliiitiiiiitiinitiiiiiiiriiiiniiittiiiiiniiiiitriiiiniiinirmmiiiimii  j 

AUTOMATIC  SIGNALS 

Highway  Crossing  Bells 
Headway  Recorders 

NACHOD  SIGNAL  COMPANY,  INC. 
LOUISVILLE,  KY. 

iiiiiiuniniiim iraiiiniiililllliniiniiiiiii ml imiimmimnT     ''j iiiiiiiuiuiiinniimiiriiriiiimiiiinnnililiinilliiiniimiimiiinimiiihiiii niinmimiiiiiii iiiiii inniuiniilmiiiiiE 


/a/:p  InsulatorCoJncj[§R^.}(Y 


146 


Electric    Railway    Journal 


March  17,  1923 


iHtHiimimmHimiiHiiiiMiiiiiMriiiMiiiHii)iiiiriiiiiiiiiiitiiiinimiiiiiiiiiiitiiiiiiiti!iniiiHiiitiiiiiiiiiHiiiiiiiiiiH(iiuiiiiHiiiiiiim>'' 

GET  OUT,  DIRT! 


Steel  Chiael  on  one  end  | 

— Broom   on   the   other  | 

Both  Ends  of  the 
PAXSON 
Track  Broom  are  Business  Ends 

— for  which  reaaon  they  have  been  the  choice  of  railway  men  lor  I 

25  years.  I 

Made  of   flat  steel  sprine   wire.     Fits    frogs,   switches   and   groOTee.  | 

Has  strong  ash  handle  with  steel  chisel  on  other  end.    Broom  is  li^ht  f 

in  weight  but  strong  in  construction.    Send  for  a  sample — ^yon  will  § 

be  pleased.  i 

J.  W.  PAXSON  CO.  I 

ManufactuT€TM  = 

Nicetown  Lane  and  D  St.,  Philadelphia,  Pa.  | 

•iniuiHiiiniiiHiiiMnMiniiniiiitiiiiiiiniiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiMiiiiiiiiiriiiiiiiiiiiiiiiiMiiiiuiiniiniiniiiiiiiriiiiiiiuiiiiiiiiiiiiiiB 

niiniittiiitMiriiiiiiiiiiiuiiiiiiiiriiiiiiiiiiiiiiiiiiMiiMiirMitiinriHiiiiiiiniiiriiiiiiiMiiiiiiiiiiiiiiMitiiitiiiiiiiiiiitiiiniiiiiiiiiiiriiiiiiiiiic     ^i 


For  Accurate  Placing 

THE  Tribloc  lowers  its  load  gently  and 
accurately  into  place.  To  understand 
why,  one  has  only  to  examine  the  planet- 
ary gear  system.  Such  a  well  balanced 
drive  insures  absolute  smoothness  of  oper- 
ation. 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. 


«NO  a    DIAMOND   STREETS 


PHIL-ADEt.PHIA.    PA. 


OVtRStAS  (WPflKCNTATIVC 


VENTILATORS 


I       <^jfiZ^>^AUJEO  MACHINERY  COMPANY  OF  AMER»CA,-xifinmX> 

i  ^'^TL^^y^  »'  CMAMaCWS  ST    Htm  YOHK.U  VA.  '^^'^'^^^^^^ 

i        fA,mf         ^RuBacua         tumin         BAftcauoNA  mo  dk  .fANciRo 

^iiiMiiiiiiiiiiMiitiitMiHiiiiiiMiiriiiiiiiMiriiitiiiiiiiHriHiiiiiiriiiiiiiiiitiiiiiiiriiiiiiiiniiinMHtiniiiniiniiiiMiiiiiiinuiiiiiiniiiniimii 

9MHhmmiimiiiMiiiiiiiimiiiiiiuiniiiiiiiniiniHiiitMiHiiiiiiitiiiiiiiinuMiitiiiiiiniiiiiutiiitiiiiiiuiiiiiimiiiiiiiiintiiiiiiiinii)iiiiii'i 


"/fmericaw 

/IfNSULAnNG 
«/  lin.coiHFAi>nr 


PHIUOELPHlAIICi 
ENNSYLVANIAUJlM. 

"American"  Electric  Railway  Automatic  Signals. 
RECLAIMING   MACHINES  I     for  recovering 
INSULATING    MACHINES/    insulated  wire 


jmi^T 


THE  N-L  New  Style  Type  C  Venti- 
lator is  absolutely  weatherproof,  lays 
low  on  roof,  looks  well  and  meets  every 
requirement  of  ventilation. 

More  than  seven   thousand  N-L   Ventilators 
sold  during  1922. 

The  Nichols-Lintern  Company 

7960  Lorain  Ave.,  Cleveland,  O. 

N-L  Products  manufacturti  and  sold  in  Canada  by 

Railway   and    Power    Engineering   Corporation,    Lt«l., 

133  Eastern  Avenue*  Toronto,  Ontario 

iiiiniiinimmiiiiiiimiiiiiiiHiiiiHiiiiimiiMiimmmiiiiiiiimimiiiHHiiHiimiiiimimiiiHimiiiiHmiiiiiiiiiiiiin 


::MHiiiiiiiiiiiiiiniiniitriiiiiiniiniiiiiittiiiiiiiiiiifiiinitnii>iiiitiiifiiiiiiiiiiiniiiiiiiiiMitiiniiniittiiittii(iiiiiiniiHiMiiiiiinMniiiHiiw 
annMmiiiiiiiiMiiMitiiuMiiiiiniiniiiiiiiiiiJiiiiiiiiiiiiniiiiiiiniiriiiiiitiiiMiiiiiiiiiiMiiiiiiiiiniiitiiniiitiiiiMiniiiiiiiniiiiiiinMiiiiiiij 

I  Advertisements  for  the  | 

I  Searchlight    Section 

Can  be  received  at  the  New 

York  Office  of  Electric 

Railway  Journal 

until  10  a.  m. 


Wednesday 

For  issue  out  Saturday 


02X0 
jHfiiiiiiniMinniiiiniimitmimiiiiitHtiiiiiiiiiiiiHiiiiiHiiMiimiiHiiitimiiiiiiiiiiiiHiiHiiiiiiiniimiminHiiniiiMiitiiiiiiiitMitmiim 


March  17,  1923  Electeic    Railway    Journal 

wmiiiiiminiiiimiiiiiiuiiimiiiiiiii ui uii n kiiiii i irmiiii ii r iiiiniiii inmib    im ii n m iiii uiiiiiirimiiiiiiii 


147 


The  Baker 

Wood  Preserving  Company 
CREOSOTERS 

Washington  Court  House,  Ohio 


THE  WORLD'S  STANDARD 

"IRVINGTON" 


i  Black  aad  YaUow 

I    Vamwbml   Sflk,  Varni«Ii«d   Candirie,   VaraiakaJ   Payw    | 

I   I         IT^O-Siot  IiMuUtion       F1»»U«  Vamuked  Tubiaf         § 
I   I  lasnlating   Vamidie*  and   Compooodla  I 

is  i 

I  Irvington  Varnish  &.  Insulator  Co.  | 

I  i  Inrinfirton,  N.  J.  | 

I   I  Salei   Representativti   in   the   Principal   Cititi  I 

=    rtiiiiiuiiiiiiiiiimiiimiiiiiiiiiimiiiHiiiiiHiimiiHimiiimiiiiiiimiiiiiiiiimimiimniHimiiiiiiiiiinmiiiiimmiiiuiMiiiiiiimin'iMic 
=    ^'■■'''■■'''■■■'''■■■'■''■'"■>ii>>ii'<i>>>>i<<>iiii<trilMiiiiiltiiinuiiiiiiiimiiiiiitimiHiiutiiiiiimiiintuiniiiniiiiiuiiiiiiiiiitttiiiimiiiiiiip 


I   Don't  throw 

I   the  oily 

I   waste  away! 


I  Save  Money  By  Reclaiming  It!  | 

I  1  This   oil    extracting:  machine   is  reclaiming   hundreds   of    gallons   of  i 

=  §  perfectly   good   lubricating   oil   and   many    pounds  of    waste   for   the  = 

i  i  Milwaukee    Electric   Railway    &   Light   Co.    as    well    as    many   other  = 

I  i  companies.     It  will  do   the  same  for  you.      It  is  widely  used  as  a  i 

I  I  real    economy   producing   equipment.  1 

I  I  Write  for  fall  detaiU  I 

I  I  OIL  &  WASTE  SAVING  MACHINE  CO.  I 

I  I  Philadelphia,  Pa.  | 

"UiMiiiiiiiiiiininiHiniiiuHiiHniiHMUiiifMiiiritiiiiiiiiiiiiiiiriiiiiiMiiiiiitiiiiiriiiriiiiiiiiiiiiiiiiMiiiiiiiiiiiriiniMi iiiiiriiiiirriiniiff  ^nniiMtiiiitriiiniiiiiiiimKmnniHmiiHniiiiimmmiiitiiiiiMiniiiiniMnriiniiiiniiiiiiiiiiiiiiitrHiiiiiniiiiiniiuuiHiumHiiiuiiiH 


Cross  Ties  Bridge  Timbers 

Lumber  Posts 

Piling 

Treated  and  Untreated 


We  solicit  your  inquiries 


Creosoting    Plant    located 

Washington  Court  House,  Ohio 

On — Penna.  R.R.,  B.  St.  O.  R.R.,  D.  T.  &  I.  R.R. 

Operating   Mills    in    Southern    Ohio 


AURAND  COMMUTATOR  SLOTTER 

Makes  undercutting  easy 
and  inexpensive 

Saves  85%  of  Time  and  Labor 
over  old  hand  method 

Circular  Saws  of  proper  gauge  undercut  mica  to  uniform  depth. 
Write  us  today  for  catalog 

Green  Equipment  Corp. 

Commutator — Stones — Slotters — Cement 
342  So.  Dearborn  St.,  Chicago,  111. 


llimimiimiiiiiiiiiiiiiiiiiiiiuiiniiiiMinillllililiiiniiilliiniiiniiinMllHliiiliiniimiiiuiiiniiiniiniiiitiMiniiiiiMitiiluilimiiiiiiiitiiiiniiiiiMiiiinilliitiiinMiiimiiiniiiimiHiiiiimiiiiiiiiiimiiMMiiHiiiniiiii^ 

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  Buildine 
Pittsburgh,  Farmers  Deposit  Bank  Buildine 
Cleveland.  Guardian  Building 
Chicago,  Marquette  Building 
Cincinnati.  Traction  Building 
Atlanta,  Candler  Building 
•       Tucson.  Ariz..  21  So.  ."stone  Avenue 

DiLLLAB,  Tex„  2001  Matrnolia  Building 
Honolulu,  H.  T.,  Castle  &  Cooke  Building 


WORKS 

Bayonne,  N.J. 
Barberton,  Ohio 


iiiiiHiiiiiiuiiiiiimiiiiiiiiiimiiiniiiiiiiiiiiiiiiiimiiiii 


iiiitmiiiiiiimiiiiiiiimiiiiiiiDiiiiMiiiiiiiiiniiiiiiiiiiiimiiiiiMiiHiiiiMiiiiMiiiii 


Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers      since      1893 

BRANCH  OFFICES 

Detroit,  Ford  Building 

flEW  Orleans,  521-5  Baronne  Street 

Houston,  Texas,  Soulherii  Pacific  Building 

Denver,  435  Se\Miteenth  Street 

Salt  I.,ake  Citv,  705-6  Kenms  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 

iiiiMHiiiiiititiiiiMiiiiiiiiiiiiiiiiiiiiimiiiiiiimmiiiiimiiiinuiiiiiiiniiiiiiiimiiiHiiimiiiHiiniiiiiiiiiiiiiiimiiiitiiiiiiinii 


148 


Electric    Railway    Journal 


March  17,  1923 


vMfini 


niiiiiiiiiimiiiiMiiHiiiitiiiiiiiiiiiiiiiiiiHiiiiiiii iiiiiiimiiiiiiiiiiiniiHiiiiiiimiuiiimimiiimuiiiinmiiiiuiiiiiimiiMiitiiii£    uiiniiiiiiimiiiiiiiiiiimiiiiiHiiiiiuiiiiiiiitiimimiiiimmiiiiuMiiumiuiiiiMiiiiiuiuiiHiiiimiiiimH^^ 


Car  Seat  and 

Snow  Sweeper  Rattan 


For  60  years  we  have  been  the  largest  im- 
porters of  rattan  from  the  Far  East.  It 
is  therefore  to  be  expected  that  when  Rat- 
tan is  thought  of  our  name,  "He>-\vood- 
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: 

Heywood- Wakefield  Co.  HeywoodVVakefield  Co. 

516  West  34th  St..  New  York  1415  Michigan  Ave..  Chicago 

E.  F.  Boyle.  Monadnock  Bldg..  San  Francisco.  Cal. 

P.  N.  Grigg:.  630  Louisiana  Ave.,  'Washington.  D.  C. 

Railway  and  Power  Engineering  Corp..  Toronto  and  Montreal 

G.  F.  Cotter  Supply  Co.,  Houston.  Texas 


Don't  Advertise 
Unless — 


you  are  absolutely   on   the   level 
with  your  customers — 

Unless  your  goods  are  so  excel- 
lent that  everyone  who  buys  them 
once  will  want  them  again — 

Unless  there  is  real  need  for 
what  you  make — 

Unless  you  appreciate  that  it 
takes  time  and  costs  money  to 
educate  an  industry  to  associate 
your  trade  mark  with  a  definite 
standard  of  quality — 

Unless  your  business  is  built  on 
the  firm  foundation  of  economical  | 

production  and  sound  finance.  | 

I 

Published  by  the  Electric  Railway  Journal  in  co-operation     | 
with    The  American   Association   of    Advertising   Agencies     | 


{Miiiiiiiiiiimiiiiiiiiiimiimiimiiiiiiiiiiiiniimiiiiiimiiiiimiiiiiimtiiiiiiiiiiiiiiiiiiiiiiiiimiiiitiiiiiimiiiiimiiiiiiiiiiiimiiiimimiin    -jiiiiiiiiiimiiiiiimiiiiimimiiiiiiiiiiiiimtiiiiiiniiiiiiiiiiiiiiHiitmiiiiiniiiiiiiitiimiiuiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiin 
MnnniiiiihiiuiiHiiniinniiiiiiuMiiillHHiniiiMiiniiiiMiHMiuHnMiuiniiiniiiMiHiiiiiiiniiiniiiMiiiiiiuiiMiitMUMiniiitiiiiiiiiiiiiiiiiiiiiHiinimiimiiiiilliiMitiinMiM*niMMiiriiitiiiiiuiiiiiiii^ 

Motor  Overhaul  Is  Expensive  | 

Vour  replacement  coils   should   be   absolutely  | 

dependable.  | 

More    than    thirty    years    experience    in    the  | 

production    of   armature    and    field    coils    for  | 

railway  motors  has  qualified   us  to  give  you  I 

coils  which  will  stand  up  in  the  most  severe  | 

service.  They  are  made  in  a  shop  specializ-  | 

ing  on  this   work  alone.     Every  job  receives  | 

the  constant  supervision  of  a  manager  who  | 

has   made  coils  ever  since  the  days  of  coil-  | 

wound  armatures.  1 

Let    us    quote   you   our   prices  = 

Elliott-Thompson  Electric  Co.  | 

Ajax    Building,    Cleveland,    Ohio  | 

>iiiiimmiiiiiiiiiiiiiiimiiiiimiiiimiiimiiiiMiiitiiiiiiiiiiiiitiiiiriiiimiiiiiiiiiiiiiiiniuitiiiiiiiiiiiiiMii^ 


«iiiiiiiiiiiiiiiiiiiiiHtiiiiiiiiiiiiiiiiiiiMiniiiiiiiitiiiitiiiiiiiiitiiniiiiiiiiiii tiiiiiiiiiiiiiiiiiiiii:iiiii[iiiiiiiitiiuiliiilitllimil(illlllillillllll)llllilimiltllimilllillliiHlllillli 


uiiirniiniiltiiliniiiiiiiiiiiiiiiiiiifiiiiiMiriiiiiMniiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiliiiuiiiiiiiiiriiiiimiiitiiitiiiiiiiiiiiiiiiiiiiiiiiti      »iiiiiiiiiiiriiiiiiiiiiiniiitKniiiiiiniiiiiiiriiiiiiiiiiiiiiiiiriiiitiiniimiiiiiiiiiiiiiiiiniiiiiiiitiiii iiiiiiiiiiiiMiiiiiniiiitiiiitiiiiiiiiiiiii* 


I  75%  of  the  electric  railways 


6-V  Punches 


Send  for  Catalog 
BONNEY-VEHSLAGE  TOOL  CO.,  Newark,  N.  J. 


MUmillUU-      Car  Heating  and  Ventilation 


PS 


ma 


I  ^HMBiniNN 


is  one  of  the  winter  problems  that  you  musi  i 

settle   without   delay.      We  can   show   you   how  E 

to    take    care    of    both,    with    one    equipment  S 

Now    is    the   time    to   eret    your   cars   readv    tor  i 

next   «vinter.     Write  for  details,  s 

The  Peter  Smith  Heater  Company  | 

1725    Mt.    Elliott   Ave..   Detroit,   Mich.       | 

^jnr:!i!iiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiifimiiiiiiiiiiiiiiuiiitiiiiiiiiiiiiimiMiiiHiiiiiiiiiiiiiiiiiiiiiiiiiitiiiHiiin  ~>iiniiiuiHMiniiitiiiiiii(iiimiiriiiifiiiiiiiiiiniiiiiiiiiiiiiiiiiiMitiiiiiriiiiiiitiiiHiiitriiitiiittiiiiiiitMiitiiiitiiiiiiiiH>iHiiiuiiiiiriitiiiiiR 

•iwHHmiiitiiimiiiiiiimiiHiiiiMiiiiiimiiiniiiiiiiiiiiiniiniiiiiiiimiiiiiiiuiiiiiiiiiiiiiiiiuiiiiHiiiiiiiiiinMiiniiiiiiiuiiiMiniimiiiiiiiii 

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  Pittsburgh  Kansas  City  Dallas  Chicago  San  Francisco  hondon,  'Sag. 

IMlllllllllHtniliniiaMIIIIUIIIIIIIHIIIINIIIIIIIMIUIMMiUinHIIIIHIIIHIIHIIIimilMIIIHIIHIIHIMUIIMflllUMIMIinMirMinilllMlinilllllllllllll^ 


IIIIHlKlllllllltlllltllllHIIUUII 


March  17,  1923 


Electric    Eailway    Journal 


149 


JtimiiiiiMinMMinniiiiiiniiiMiMiniiiihniiiiiiitiriintHUiiuuiiuiiiiiiiiiniiittiiiniiiiuiiiitiiiiiiiiiuiiiiiMiiiiiitiiiiiiiiiiHiiniiiHiiii'^ 


JOHNSON 


Universal 
Changer 


Adjustable 


The  best  changer  on  the  market. 
Can  be  adjusted  by  the  conductor  to 
throw  out  a  r&ryine  number  of 
coins,  necessary  to  meet  changes  in 
rates    of     fares. 


uiitiiiiiiuiiiiiiiiiiiniiittiiii<iiiii(iiiiMni)iiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiriiiiiiiii!iiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiii)iiu)iiimiHntiiiiiiii)iiiiiiC; 

I      „^                                          B.   A.   Ueseman,  Jr..  Pretldeot  = 

=      Charles  C.  Castle,  First  Vlce-Prwldent            W.    C.   Lincoln.  Muiiger  Stlei   and  = 

H      Harold    A.     Hegeman.    Vice-President.                 Englnferlng  = 

I          Treas.   and  Acting  Sec'y  5 

National  Railway  Appliance  Co.  1 

i           Grand  Central  Terminal,  452  Lexington   Ave.,  Cor.  45th  St.,  2 

=                                                               New  York  i 

=                                                         BRANCH    OFFK'KS:  i 

=     Munsey    BIdg..   Washington,   D.    C;    100    Boylston    St.,    Boston,    Hasi.:    Union  = 

=      Trust   Bldg.,   Harrlaburg.   Pa.;    negeman-Castle   Corporation.    Railway   Ezcbanse  I 

=      Bldg.,   Chicago,    111.  £ 

Railway  Supplies  I 


Flexible 


£ach  barrel  a  separate  unit,  permit- 
ting the  conductor  to  interchange 
the  barrels  to  suit  his  Dersonal  re- 
quirements, and  to  fadlltata  the  ad- 
dition of  extra  barrels. 


=  Tool  Steel  Gears  and  Pinions 

=  Anderson  Slack  Adjusters 

E  (jenesco  Paint  Oils 

i  Dunham   Hopper   Door  Devices 

I  Anglo-American   Varnish  Co., 

=  Varni^heH.  Enamels,  etc. 

=  Drew  Line  Material  and  Railway 

=         Specralties 

=  Turnstile  Car  Corporation 

=  Niitional  Hand  Holds 

=  Pittsburgh  Forge  &  Iron  Co.'s 

=  Products  = 

i  Tnemec  Paint  &  Oil  Co.'s  Cement  Paint  = 

=  Fort  Pitt  Spring  &  Mfg.  Co.,  Springs  s 

nniiiniiiiiiiiiiiiiiiiiiiiintrHiMniiiiiiiMiiiMiiiiriiHMiiiiiMiiiMMiriiiiuiiiiirinuiiiniiiiiiiiiiniiiiiiiiniiiimiiitiiniiiiiiHiiiiiiiiiiimir: 

HiimiiimMiiiiiniiuiiiiiniuiiiniiiiiiuiiiniuiiiiiiiiiiiiiiiitiiiniiiiiiiiiiiiiiiritiiiiiiiiiiiiniiiiiiiiuiiiiiiiiiiiiiuiiiniiiiriiiiiiiiiiiimiii^      ^■"'■■■(■''■■'■''"■ii'iMiMiniiiriiiiHiiiiiuininiiiiiiiimiiutiiimiiiiiuiiiiiiiimiifiiiiiMiiiiiiiiiuiiiuiiiiiiiiimiiiiiMiHitiiiiiiiiiiiiH 


I  JOHNSON  FARE  BOX  COMPANY  | 

I  Ravenswood,  Chicago,  111.  | 

^iiiitiiiiiiiiiiMiiiiiiitiiHiiitiiniiiiHiUMittinriiiiriiiMiiiriiitiiiiiiiiiriiiiiiiiiitiititiniriiiiiiMtiiiittiiiiiiimiiitiiiiiMitiiiiMiiiiiiiiiiiii^ 


Economy    Electric    Devices    Co.,  = 

Power  Saving  Meters  = 

Lind  Aluminam  Field  Colls  1 

C-H  Electric  Heaters  | 

Garland  Ventilators  | 

National    Safety    Car    Sqalpment  I 

Co.'s  One-Man  Safety  Cars  | 

Flaxllnum   Insulation  1 

E-Z  Car  Control  Corporation  I 

Safety  Devices  i 


Waterproofed  Trolley  Cord 


'^s^^^^^^mmm^ 


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. 

SeU  by  Net  Weightm  and  Full  Length* 

SILVER  LAKE  COMPANY 

Manufacturers  of  bell,  signal  and  other  cords. 
Newtonville,  Massachusetts 


THORNTON     | 

The  trolley  wheel  with  the  high      f 
mileage  tide  bearing  | 

Thornton  Wheels  with  Thornton  side  | 

bearings  are   unusually  long-lived,   re-  | 

quire   less  lubrication,   and   less  main-  | 

tenance.     They   are  free   from   vibra-  | 

tion  and   noiseless.     No  bushings.     In-  | 

vesiigate  them.  j  | 

Bearing-s  make  fifty  thousand  or  more  miW?  3 

Send  for  descriptive  circular  | 

Thornton  Trolley  Wheel  Co.,  | 

Incorporated  s 

Ashland,  Kentucky  | 


allltllllllllllllllllllltllillliliililtllliiiHiiiriilHiiniiiiiiiniiiiiiiiiiiiiiintiiiiiiiiiiriiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimilKlliiiF      ''diitiiii iiiiiiiii:iiiiiiiiii.iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii<niiiiiiiiiiriiiiiniiiiii.'ffiiMiiittiiii( ii i ti iiiiii uuiiip 

..''iiiliiraiiiiiiiiiiiuiiiniiHiiniiiniiniiiHiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiimiimiimiiiiMiiiriiiiiiiiniiiiiiiiiiiiiiiiiiiiiiriiimiiiiiiiiiiiiiiiHiiiiimiiiuiniimiiim  iniiiiniiiiiiuiiiiiutiiiiiiiiiiniiiiuiiiniiiiiiiiiniiiiiiiiiuiiims 


MAIL     THAT     ORDER     TO      NIC 


SMiiiiiiiiiiMiMiiiiiiiiiiiiiiiiiiuMiiiiiiiniiiiiiinimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiimiiiiiiimiimiiiitiiiMiiiMiiiniiiiiiiiiiiiimiiniimiiHiiiin^ 

iiiiiiiiimiiiiiiiimiiimiiMiiimiimiiiiuiumiiiimmiiiiiiuiiuH 


jnMiiiiiiiiiiiiiiiiiiiiiumiiiiiiiiiiimiiiiiiiiiimiiiiiiiiiiMiiiiiiimiiiiiiiiniiiiuiiiiiiiiiiiimiiiiiiimiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiH^ 

STUCKI 

SIDE 

BEARINGS  I  r^f 

A.  STUCKI  CO.    I  I 

Olivw  BItlc.        i  i 

Pittsburck,  Pa.     |  i 

riHuiiiiiiiiiiitiiiiiiiiriiiuiiiiiiiiriiitiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiHtiiiiitiiiiiiiiniini  iirriiiriiiiiiiiniiiniiittMiitMi'iiiiiiiiiniiir  = 

£iiiiiiiimiiniiiMiimiiiiiiiiiiiiiiiiiiiittiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiHiiiiiiiiMiiiiiiiHiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiimimtiHiiiiiiiiiii^  | 

I     Car  Seating,  Broom  and  Snow  Sweeper     |  | 

1  Rattan,  Mouldings,  etc.  I  | 


giiiiliiimilillllllimiimiilltiiiiiintiiHlllilliilltniiiiMiiiii 


"THEY'RE   FORGED— NOT   CAST 
THAT'S  WHY  THEY  LAST' 


m   nr. 


LO. 


n\  Ps. 


-wi 


C    O    F»    R    E    R 


rc 


^0" 


AMERICAN  RATTAN  &  REED  MFG.  CO. 

Brooklyn,  N.  Y. 

AMERICAN  meant  QUALITY 
RATTAN  SUPPLIES  OF  EVERY  DESCRIPTION 


§      I 

I     i 


(No  Alloy) 

TROLLEY  WHEELS 

The  saving  more  than  equals 
yearly  cost  of  wheels 

Settd  for  Particulars 

THE  COPPER  PRODUCTS  FORGING  CO. 

1412  East  47th  Street,  CLEVELAND 


^lilllllllllliliiiiuiiiljiliiiiiiiiii iiiiiiiiij iiimiiiniiiiiiii Jiuiiiiiiir i rriiliiilillill nil      ^u'lmi i miiiiiiiuim iiimiimiiimiiimumiiiim mini i 


iiiiiiMiiliiitiimiiiiiimiiiKiiii 


aiiiiiiiiiitiiiiiiuiiiiiiiiiiiiiiiiiniiiiiiiiiiiiitinitiiiiiiiuiiiiiiiiiiiiiiiiiiriiiiMiriiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiitiiiiiiiiimiiiiiiiig  uiiminiiiimniiitiiiiitniiinmi»iiiiiMiHiHiiii"'i'""i"'""""»""""""""" 

i  I  i  55  New  Veers  in  the  Last  4  Month* 

I  The  Most  Successful  Men  in  the  Electric  Railway  ||  tf  t.t^c'  c  k  cttv  tdi?  a  rkC 

I  Industry  read  the  |  I  KAbb  3 AT  till  KtALIZS 

I  I  I  present  an  Unusual  Combination 

I     EL-ECTRIC  RAILWAY  JOURNAL     I  i  m  that  the,  ^ive  better  results  at  less  cost 

I  i  i  Uanu/actured  and  Sold  6» 

I  Every  Week  |  |      Morton  Manufacturing  Company,  Chicag;o 

?iiii n iilllllimiin Jillil miiir iiMiiiiMiiiiriiiiiiiiiinllilllllllllli iiliii Miimiiuiiimi uiic  ^iliimiimiillimiiili iiiiillllilllllilii lll r i Hiumiimuiiililiiiamiiiiiraimrnu iiiiiiiimiiinnimuiiilS 


150 


Electric    Railway    Journal 


March  17,  1923 


eres 


H 

the  best  sales -story 
yet!! 


A  certain  big  company  had  an  electric  generator  lying 
around  its  plant  for  about  two  years.  During  that 
time  letter  after  letter  was  sent  to  its  numerous  branch 
offices  asking  if  any  of  them  could  use  it.  Finally  the 
company  decided  to  run  a  "blind"  ad  in  the  Searchlight 
Section — and  a  few  days  later  got  a  wire  for  the 
machine  from  one  of  its  own  branch  houses. 

What  direct  personal  letters  did  not  accomplish  in  two 
years,  "Searchlight"  advertising  did  in  two  weeks!  May- 
be "Searchlight"  appeared  at  the  psychological  moment 
but  — 

These  facts  are  evident:  "Searchlight"  is  so  well 
known  and  has  such  a  complete  circulation  that  it  can 
be  depended  upon  to  find  buyers  wherever  they  may 
be — even  among  the  owners'  branch  offices. 

For  Every  Business  Want 

"Think  Searchlight  First'' 


SE^CHLIGHT  SECTION 


March  17,  1923 


Electric    Railway    Journal 


151 


Searchlight  Section 


CRANES  and  I 
HOISTS 

2 — 10-ton    Buffalo  4-wheel  Locomotive  I 

Cranes,  double  drum,   35-ft.  Boom,  | 

with   ^-yd.  buckets.  I 

1 — 10-ton    Brownhoist    Electric    Loco-  | 

motive      Crane,      4-wheel,     double  | 

drum,  40-ft.  boom.  f 

2 — Byers     Auto     Cranes    on    traction  I 

wheels,   30-ft.  and  35-ft.  booms,  yi  I 

and  %-yd.  buckets.  f 

2 — Brownhoist     Electrically     operated  | 

Locomotive     Cranes,     15-ft.    gauge,  | 

75-ft.  booms,   for  Clamshell  Bucket  | 

operation.        Condition      equal      to  | 

new.  I 

6 — Clyde  Electric  Hoists,  75  hp.  triple  | 

drum      with      attached      swingers,  | 

banked  levers,  etc.,   (NEW).  | 

6— Haiss    10   x    12   Twin   Drum   Coal  | 

Hoists.  I 

6— Clyde     Stiff     Leg     Derricks,     65-ft.  | 

booms,  for  Clamshell  Bucket  oper-  i 

ation.      (NEW).  | 

j  FORSYTHE  BROTHERS  | 

30  Church   Street,   New  York  City  | 

Phone:  Cortlandt  6272  | 


■■■■ifiiiitiniiiii: 


j;fMniiiiMHiititiiiMiiii 


50%  off  List 

(to  the  trade) 

on  T-W  Universal  Geared  scroll  3  jaw 
(2  sets  of  jaws) 

NEW  CHUCKS 


POSITIONS  VACANT 


miiiitiMilliiiiilitiKiilMiii 


These  Chucks  are  absolutely  (ruaranteed 
against  any  defect  in  material,  construction 
or  accuracy. 

BETTER  THAN  THE  BEST 
/n  all  sizes:  ^**' 

4  inches   *S^  22 

5  inches    24.00 

6  inches   28.00 

7  i/j    inches    32.00 

!)   inches    .38.00 

10 1^    inches    44.00 

13  inches    52.00 

FIFTY  <S0)   PER  CENT.  OFF  LIST 
"The   House   of   a    Thousand   Bargains". 

WITBAR  TOOL  COMPANY 

242-244  Lafayette  St.,  New  York  City. 

Phone  Canal  6040. 


In  Stock 

5000  New  Gears  and  Pinions 
AH  Sizes  and  Types 

TRANSIT   Edlll'MENT   COMP.VNY 

501  Fitth  Avenue.  New  York. 


ONE  high  grade  switchboard  engineer 
wanted ;  also  one  switchboard  builder. 
American  Electric  Switch  Company,  Can- 
ton, Ohio. 


POSITIONS  WANTED 


AUDITOR  or  assistant.  Twenty  years  of 
experience  in  electric  railway,  light  and 
power.  At  present  employed  but  desire 
to  make  change.  PW-529,  Elec.  Ry. 
Journal,  10th  Ave.,  at  36th  St.,  New  York 
City. 


SUPERINTENDENT  of  equipment,  with 
good  record  based  on  broad  experience, 
city  and  interurban,  now  employed,  de- 
sires a  change.  Willing  to  rebuild  run 
down  property.  Interview  solicited.  PW- 
525,  Electric  Railway  Journal,  10th  Ave. 
at  36th  St.,  New  York. 


TWENTY  years  track  department.  Fa- 
miliar all  details.  Roadmaster  or  track 
superintendent.  Small  city  preferred. 
References  or  interview.  PW-B31,  Elec. 
Ry.  Journal,  10th  Ave.  at  36th  St.,  New 
York   City. 


SALESMEN    WANTED 


Salesman 

Wanted  by  a  manufacturer  of  rail  bonds 
and  welding  apparatus.  Man  familiar 
with  selling  to  electric  railway  field  pre- 
ferred. SW-530,  Elec.  Ry.  Journal,  10th 
Ave.  at  36th  St..  New  Y'ork  City. 


REPRESENTATION  AVAILABLE 


Ohio    Representation 

Established  manufacturers  agent  covering 
Ohio  desires  account  with  manufacturer 
of  electric  railway  equipment.  RA-523, 
Electric  Railway  Journal,  Leader-News 
Bldg.,   Cleveland  Ohio. 


I  FOB  SAI.B 

20— Peter  Witt  Car. 

Waicht   Complete,  33,000   lbs. 
i    Seat     63.     4 — Q.     E.     Mo.     268-C     Motora. 
i    K  12-H   Control.   West.   Air  Taylor  Tnioka 
I    R  H.  Type.    Complete. 
I  ELICCTRIC  EQUIPMENT  CO. 

I        Commonwealth  Bldr..   Philadelphia.  P». 


FOR  SALE 

1  Single  Truck  Car 

Remodeled    for    One-Man    Operation 

Lonsituriinal  Seats:  Golden  Oak  Finish; 
Brill  21 -E  Trucks:  3.1-in.  Wlieels:  7-tt.  0-in. 
Whii'l  Bajie;  Wcstinirliouse  12A  Motors; 
K-10  Controllers;  Folding  Doors  and  Stpps, 
Hand  Operated. 

Lensrth  over  bumpers  28-ft.  2-ln. 

Width  8-ft.  0-in. 

Height  ll-ft.-0-in. 

Weigrht  about  15  Tons. 

Excellent  condition 

Vincennes   Electric   Railway  Co., 

Vincennes.    Indiana. 

,„ii„iii iiii„i„iiiiii,ii„iiiiiiii,t«iiiii»iiiiiMi)ii niiiiiiiiiiitiiiiiiiiiiiii,; 

,i,i,iiii,i,iiitiiiii,iiii„iiii <■ "••« <r,iiiiiiiiiiti,i»i»>iMii»: 

STANDARD — BRAND  NEW!  | 

H.  S.  Sids  Milling  Cuttorj  and  Metal  Slitting  Saws.  § 

All  ilzes;   50%    off.  i 

PIsIn  Milling  Cutters,    60%  off.       .     ,   ,,  I 

H.   S.   Twist   Drills.    75%    off  Standard  List.  | 

Drill  Sleeve  Sockets — Morse  Tapers.   80%  off  list.  | 

WITBAR  TOOI,  COMPANY  I 

S14    Lafayette   Street.   New   York   City  | 

Phone:  Canal  6640  I 


Where  to? — 


I  As  this  ad  goes  to  press,  I'm  in  Ohio. 

I  Last  week  I  was  south.     Next  week, — 

I  well,  I'll  call  on  you,  if  you  wish.     It 

I  doesn't  matter   where  you're  located ; 

I  I'll  go  to  you. 

i  Just  now,  I  ha ve  for  immediate  delivery : 

I  1 — 15     ton    cap.     Industrial,     double 

I  drums,  8  wheel  MCB,  ASME  boiler, 

I  40  ft.  boom,  shop  No.  3092,  built 

I  1917,  excellent  condition. 

I  1^-20    ton    cap.    Brownhoist,     single 

i  drum,  40  ft.  boom,  ASME  boiler, 

I  8  wheel  MCB,  shop  No.  5699,  ready 

I  for  work. 

I  1 — 10  ton  cap.  Byers,  shop  No.  1867, 

f  built    1921,    double    drums,    40    ft. 

I  boom,  mounted  on  a  4  wide  faced 

i  traction  wheels  almost  new. 

I  1 — Big  Brownhoist  Locomotive  Crane, 

I  100  ft.  boom,  double  drums,  separ- 

i  ate    engines    for    each    operation, 

I  mounted   on   two  8   wheel   trucks, 

I  space  27  feet  c.  toe.    Excellent  con- 

I  dition  throughout,  also  suitable  for 

f  use  as  a  dragline  outfit. 

I  1 — New    '  5    ton   cap.    "Ohio,"    50    ft. 

I  boom,  double  drums,  8  wheel  MCB. 

I  Will  furnish  factory  guarantee  and 

I  erector's  services. 

I  1 — Nearly  New  Browning  Locomotive 

I  Crane,    25    ton    capacity,    double 

I  drums,  60  ft.  boom  with  1  yd.  clam 

I  shell. 

Philip  T. 

KING 

I  "the  Crane  Man" 

I  30  Church  St.,  New  York 


CHAIN   HOISTS 

New  and  Lih*  New 
Attractive  Price* 

3  ton — 2  ton — 1   ton 
%  ton — M  ton 

Screw  and  Spur  Geared 
Yale  and   Towne 
Wright  Mfg.  Co. 

Lavrrence  Machinery  Co. 

Woolworth  Bldsr..  New  York  City 
Phone:   Barclay   2150. 


|^(gKi[L[i®[a7  g[ie'in]©K] 


152  wmn       s\\^/±\\ii{a^\\i\\i^\^\ir  i^Mcnrwinii^i       o^         March  n,  1923 

Electric  Raihvaj-  Journal 
iiiiimimiiiniimiiiiiiiHiiniiiiiiiiiMmiiimiiimiiniiiiiiMMiiiiiiiiiiiiniMiimiiiiiiiiiHiiiiiiiiiHiiHiiniimiNiimiiiiiiHimiiiin 


FOR  SALE 


G.  E.  CO.  ROTARY  CONVERTER 

60  cycle,  13,200  or  6600  Volt  A.C.  to  590  Volt  D.C.,  2200  Kw. 


Includes  the  following: 

Item  1— Type  HCC,  16  pole,  2200  kw.,  450 
r.p.m.,  590  volt  Synchronous  Con- 
verter with  booster  and  instruments. 

Item  2—3  type  WC,  60  cycle,  900  kva.,  13,200- 
6600  volt  primary,  368  volt  secondary, 
water-cooled  Transformers  with  10% 
taps  above  and  below  normal  and  50% 
starting  tap. 

Item  3 — Complete  3  panel  switchboard  for  the 
above. 

Built  1917 


Has  been  run  only  (or  test — prompt  shipment — attractive  price 

Apply   General  Chemical  Company,  40  Rector  St.,  New  York,  N.  Y. 

KuiiimiiiilliiiiiMiiiiniiiiiiiiMiiiiiiiniiiHiiiuiiiHiiniMuiiiMiiuiiiuiiniiHiiiuiuiiuMitMiniiuMtMiniiiuiiuiiiiiiHiiiiiiiMiiiiiiniiiiiiuiiniuiiiii 

illllllMMIllllllMIIMMMMIIiaillHIIII(l>IMIIIIMMtlMIIHIIIHIIHt»MMHIIMIIHIIHHMIHHHIIHIIHIHHMMMIt«IMIItlMMtllllMIIIIIIIIMIMIIItllllllltllIIIIIIMI|i 


No.  201—2—3—6. 

4 — 4,^-ft.  Interurban  Passenger  and  Baggage  Cars — Wood  Body. 

End    Entrance,    Cane    Seat.    Monitor    Roof    Motor    G.E.    57. 

Quadruple,   3-Tum  Control    Westinghouse.    K-14,    Single   End. 

Brakes.  Westinghouse.  Compressors.  Nat.  Brake  &  Electric  Co. 

B.B.  3   Baldwin  Trucks,  34-in.  Wheels.   4% -in.  Axles.   Each 

»'.i,000.00. 


'  No.  207. 

1  Interurban  Passenger  and  Bagga^re.  All  Steel  Center  Entrance. 
Ij  51-ft.  Car.  Motor.  Westinghouse.  306  V  4  Quadruple.  Con- 
V  irol  Westinghouse  H.L.,  Brakes.  Westinghouse,  with  Mat. 
I  Brake  Compressor.  B.B.2.  Baldwin  Trucks,  34-ln.  Wheels.  5-in. 

I  Axles.   C4,S00.00, 


Ten    other  cars  in  very  good  condition  are  covered  by  our  Bulletin — mailed  upon  reauest. 

BUFFALO  HOUSE  WRECKING  &  SALVAGE  CO. 


Buffalo,  N.  Y. 


Phone,  Fillmore   1856 


■  '■■IIMHIMIIIIItlllllMtHliMllllt 


ROTARY   CONVERTER 

1 — 300-kw..  25-ey.  West.    Will  sell  or  trade 
for  fiO-cy.  Converter  of  same  capacity. 

KANKAKEE  &  TRBANA   TRACTION  CO. 

Urbana.  III. 


H.  E.  Salzberg  Co.,  Inc. 


30  Church  St.,  New  York 


200-kw.    General    Electric    Belted    Railway  | 

Generator;   525/575  v..  348  amp.,  com-  = 

pound   wound;    Type   MP.   Class   6-200-  = 

425:  Form  H;   425  r.p.m.    In  A-1   con-  I 

dilion.    Complete  with  g-enerator  panel.  I 

pulley    and    rails.     Price    S740    caah.  | 

f.o.b.  cars.  | 

ARTHUR   S.  PARTRIDGE  I 

415  Pine  Street.  St.  Louis.  Mo.  | 

IIIIIMUMllMIIHltUMMIHMIIHIIHtllHHIIItllllllllt? 


Always  in  the  market  to  buy  or  sell 
Railway  Power  Plant  Equipment  and 
Supplies. 

Let  us  know  your  needs 

Complete   Power   Plants   Dismantled 


March  17,  1923 

Electric  Railway  Journal 


®CJi^@[JO[La(§[}irLf'  §[ieirD@Eii]@ 


153 


— for  the 
Elect?  ic  Railway 
Power  Plant 


T^HIS  is  just  one  of  the  many 
opportunities  for  real  savings 
on  the  purchase  of  power 
plant  equipment  offered  by  Mac 
Govern. 

Whenever  you  are  in  the  market 
for  such  machinery,  it  will  pay 
you  to  consult  Mac  Govern  first. 
Mac  Govern  &  Company,  Inc. 
have  for  more  than  20  years  con- 
scientiously served  the  interests 
buyers  and  have  earned  the  place 
of  foremost  dealers  in  the  field 
for  all  classes  of  used  and  surplus 
new  power  plant  machinery. 

We  are  always  ready  and  pleased 
to  assist  you  in  the  matter  of  buy- 
ing power  equipment  for  your 
road  and  invite  your  inquiries. 

Ask  MacGovern  for 

Turbo  Units 

A.  C.   Engine  Units — Boilers 
D.   C.   Engine  Units — Motors 

Motor  Generator  Sets 
Frequency  Changers 

A.   C.  and   D.  C.   Generators 
Transformers 

Rotaries 


Comp 


ressors- 


-Cond 


ondensers 


Everything  for  the  Power  Plant 


NEW 

Complete 

Boiler  Plant 

8230  Hp. 

Purchased  by  MacGovern 
and  now  offered  for 
Immediate  Delivery 

This  plant  is  brand  new — never 
installed.  It  is  the  very  latest  word 
in  design  and  construction  by  Sargent 
&  Lundy  engineers.  Some  parts  are 
still  in  original  factory  crates. 

Prices  approximately  two-thirds  of 
manufacturer's  present  quotations. 

Complete  specifications  available. 
Plant  consists  of  the  following: 

10 — B.    &    W.    Sterling    Boilers    each    823    hp. 
ivith      superheaters      and      Diamond      Soot 
Blowers. 
10 — Taylor     Underfeed     Stokers     with     acces- 
sories. 

2 — 6,000   hp.   Feed   Water   Heaters. 

2 — Boiler  Feed  Pumps — Allis-Chalmers,  cen- 
trifugal type.      200  gals,  per  minute. 

1 — Coal  Crusher. 

3 — Coal  Conveyors — Bucket,  Vertical  apd 
Freight. 

1 — 10-ton  Traveling  Crane. 

1 — Air  Compressor — belt  driven.  Complete 
with  all  fittings.  Capacity  600  cu.  ft.  per 
min.  at  90  lbs. 

Circulating  Water  Piping  and  Elbow* — 30  in. 
and   36  in.  cast  iron. 

Sirocco  Fans  Storage  Battery 

Switchboards  Smokestacks 

Quick-Sale  Equipment 

Opportunities  such  bs  this  are 
short-lived.  They  demand  imme' 
diate  action.  What  you  may  wish 
to  order  tomorrow  might  be  sold 
today. 


Inquire   today   and  be  sure. 


MACGOVERN 

POWER 


&COMPANY1NC 

MACHINERY 


114  Liberty  Street,  New  York  City 
Canadian  Office:  28S  Beaver  Hall  Hill,  Montreal,  Canada 


154 


Electric    Railway    Journal 


March  17,  1923 


WHAT  AND  WHERE  TO  BUI 

Equipment,  Apparatus  and  Supplies  Used  by  the  Electric  Railway  industry  with 
Names  of  Manufacturers  and  Distributors  Advertising  in  this  Issue 


Advert'oing,  Street   Car 

Collier.  Inc..   Barron   G. 
Air  (ircait  Breakers 

RolkT-Smith  Co. 
Air   Recetyerg  &  Aftereoolen 

XnE'ersoU-Band  Co. 
Ammeters 

Roller-Smith   Co. 
Anchors,  Gu}' 

Eiec.  Service  Supplies  Co. 

Otuo  Brass  Co. 

Drew   Elec.  &  Mfgr.  Co. 

Western  Electric  Co. 

WeetiDghouse  E.  &  M.  Co. 
Armature  Shop  Tools 

Armature    Coil    Equip.    Co. 

Klec.   Service  Supplies  Co. 
Automatic      Betorn      Switeb 
Stands 

Aamapo   Ajax  uorp. 

Automatic    Safety    Switch 
Stands 
Ramapo  AJax  Corp. 

Axles 

Bemis  Car  Truck  Co. 
Cambria  Steel  Co. 
Midvale   Steel   &  Ord.  Co. 
Standard  Steel   Works  Co. 
St.  Louis  Car  Co. 


.Axle  Straighteners 
Columbia  AT.  W.  &  M. 


I.  Go 


Axles,  Car  Wheel 
Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Carnegie    Steel    Co. 
Westinghouse  E.  &  M.  Co. 

Babbitt  Metal 

Ajax   Metal   Co. 

More-Jones  B.  &  M.  Co. 
Babbitting    Devices 

Columbia  M.  W.  &  M.  I.  Co. 
Badges  and  Buttons 

Elec.   Service   Sup.  Co. 

lot.  Register  Co..  The 
Batteries,   Dry 

National  Carbon  Co. 
Bearings  and  Bearing   Sfetali 

Ajax   Metal   Co. 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  &  Jff.  I.  Co. 

Drew   Elec.  &  Mf&.  Co. 

General    Electric  Co. 

Gilbert  Jc  Sons  B.  F.  Co..  A. 

Le    Grand.    Kic 

More- Jones  Br.  &  Metal  Co. 

St,   Louis  Car   Co. 

Westinghouse  E.  &  M.  Co, 
B«adK,   Insulating 

Martindale   Electric  Co. 
Bearings,    Center    and    Boiler 
Side 

Baldwin    Locomotive    Wks. 

Burry    Railway    Supply    Co. 

Stuck!   Co.,   A. 
Bearings.  Roller 

Stafford  Roller  Bearing  Car 
Truck  Coro. 
Bearings.    Roller,    Ball    & 
Til  rust 

Norma  Co.,  The 
Bells  and  Gongs 

Brill  Co..  The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 

Consolidated  Car  Heatl'r  Co. 

Elec.  Service  Sup.  Co. 

'  I.  Louis  Car  Co. 

Western  Electric  Co. 

Boilers 

Babcock   &  Wilcox   Co. 

Edgcmoor  Iron  Co. 
BMler    Tubes 

Cambria  Steel  Co. 

Edgemoor  Iron  Co. 

Midvale  Steel  &  Ord.  Co. 

Blowers.    Portable,    Motor- 
Driven 

Martindale  Electric  Co. 

Bond  Testers 

Amer.  Steel  &  Wire  Co. 
Elec.   Service   Sup.  Co. 

Bonding  Apparatus 

Amer.  Steel  &   Wire  Co. 
Elec.    Ry.   Improvement   Co. 
Elec.    Service   Sup.   Co. 
Indianapolis  Switch   &.  Frog 

Co. 
Ohio  Brass  Co. 
Railway  Track-Work  Co. 
Rail  Welding  &  Bonding  Co. 
"Western   Electric  Co. 

Bnnds.  Rail 
Amer.  Steel  &  Wire  Co. 
Irew  Elec.   &  Mfg.  Co. 
Eleo,   Ry.  Improvement  Co. 
Elec.  Service  Sup.  Co. 
General    Electric  Co. 
Indianapolis  Switch  &  Frog 
Co, 


Ohio  Brass  Co. 

Page   Steel   &   Wire  Co. 

Railway    TTaok    Work    Co. 

Rail  Welding  &  Bonding  Co. 

Westinghouse  E.  &  M,  Co. 

Western  Electric  Co. 
Bond  Testers 

Roller-Smith  Co. 
Book  Publishers 

McGraw-Hill  Book  Co. 
Boxes,  Switch 

Johns-Pratt  Co. 
Krackets      and     Cross     Arms 
(See      also      Poles,       Ties, 
I'usts.  Etc.) 

American   Bridge  Co. 

Bales  Exp.  Steel  Tr.  Co. 

i^rew   fc/ieu.   &   Mfg.  Co. 

Electric  Ry.   Equipment  Co. 

Elec.   Service   Sup.   Co. 

Hubbard  &  Co. 

Ohio  Brass  Co. 

Western  Electric  Co. 

Brake  Adjusters 

Gould    Coupler   Co. 

Naiiona.    Ry.  Appliance  Co. 

Westinghouse  Tr.   Br.  Co. 
Brake  Shoes 

Amer.  Br.   Shoe  &  Fdy.  Co. 

Barbuur-Stockwell    Co. 

Bemis   Car  Truck   Co. 

Brill  Co..  The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 

St.  Louis  Car  Co. 
Brakes,    Brake    Systems    «nd 
Brake  Parts 

Aoklcy   Brake   &   Sup.  Corp. 

Allis-Chalmers  Mfg.  Co. 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 

Safety  Car   Devices  Co. 

General   Electric  Co. 

National   Brake  Co. 

St.   Louis  Car  Co. 

Safely   Car  Devices  Co. 

Westinghouse    Tr.    Br.    Co. 
BridgeH  &  Buildings 

Amtrican   Bridge  Co. 
Brooms,    Brushes,    Etc. 

Worcester  Brush  &  Scraper 
Co. 
Brooms,     Track,     Steel     and 
Rattan 

Amer.   Rattan   &  Reed  Mfg. 
Co. 

Paxson  Co..  J.  W. 

Brashes.  Carbon 

General    Electric   Co. 

Jeandron.   W.  J. 

Le   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. 

Bunkers.  Coal 

Amrrican   Bridge   Co. 
Buses.  Motor 

Brill  Co..  The  J.  G. 

St.   Louis  Car   Co. 
Bus  Seats 

Hale  &  Kilburn  Corp. 

Heywood- Wakefield  Co. 
Itushings 

National    Vulcanized  Fibre 
Co. 

Bushings.  Case  Hardened  and 

Manganese 
Bemis  Car  Truck  Co. 
Brill   Co..   The   J.   G. 
St.  Louis  Car  Co. 

Cables.  (See     Wires     and 

Cables) 

Cambric    Tapes,    yellow    and 
black    varnished 
Irvington  Varnish  &.  Ins.  Co. 
Mica  Insulator  Co. 

Carbon  Brushefl  (See  Brashes, 
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,   Passinger,  Freight,  Ex- 
press,   etc. 

Amer.   Car  Co. 

Brill  Co..  The  J.  G. 

Cambria  Steel  Co. 


Euhlman  Car  Co..  G.  C. 
Midvale  Steel  &  Ord.  Co. 
Missouri   Car   Co. 
>iV'Guire-Cummings  Mfg.  Co. 
National   Ry.   Appliance  Co. 
St.   Louis  Car   Co. 
Perley  A.  Thomas 
Wason  Mfg.  Co. 
Cars.  Gas,  Ball 
St.  Louis  Car  Co. 

Cars,  Second  Hand 

Electric  Equipment  Co. 

Transit   Equipment  Co. 
Cars,   Self -Propelled 

General    Electric    Co. 
Castings,    Brass.    Composition 
or  Copper 

Ajax   Metal    Co. 

Anderson    M^g.    Co..    A.    & 
J.  M. 

Co'umbia  M.  W.  &  M.  I.  Co. 

Drew    Eiec.    &   Mfg.   Co. 

More-Jones  Br.  &  Metal  Co. 
Castings,  Gray  Iron  and  Steel 

Amt  ru-an    Briiipc    Co. 

Bemis  Car  Truck  Co. 

Columbia  M.  W,  &.  M,  I.  Co. 

St.  Louis  Car  Co. 

Standard    Steel    Works    Co. 

Castings.  Malleable  and  Braas 

Amer.   Br.  Shoe  &  Fdy.   Co. 

Bemis  Car   Truck    Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Le  Grand.  Klc 

St.  Louis  Car  Co. 
Catchers       and       Retrievers, 
Trolley 

Earn.  Chaa,   I. 

Ellipse   Ry.  Supply  Co. 

Elec.   Service  Sup.  Co. 

Ohio   Brass  Co. 

Trolley  Supply  Co. 

Wood  Co..   Chas.  N. 
Catenary  Construction 

Arch  bold-Brady  Co. 

Western  Electric  Co. 
Ceiling  Car 

Pantasote   Co.,    The 
Ceilings,   Plywood,   Panels 

Haskelite  Mfg.  Co. 
(^r  cult-Breakers 

General  Electric  Co. 

Roller-Smith  Co. 

Westinghouse  E.  &  M.  Co. 
Clamps    and    Connectors    for 
Wires  and  Cables 

Anderson    Mfg.    Co..     A,    & 
J.  M. 

Dossert    &    Co. 

Elec.    Ry.   Eijuipment  Co. 

Eiec.   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) 
BriU  Qo..  The  J.  G. 
Root  Spring  Scraper  Co. 
St.  Louis  Car  Co. 

Clusters   and    Sockets 

General    Electric   Co. 

Coal    ad    Ash    Handling    (See 
Conveying      and      Hoisting 
Machinery) 
Coll     Banding     and     Winding 
Machines 
Armature  Coil  Equip.  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Eiec.    Service   Sup.   Co. 

Colls.    Armature  and   Field 

Columbia  M.  W.  &  M.  I.  Co. 

(Seneral    Electric  Co. 

Elliott-Thompson    Elec.    Co. 

Rome  Wire  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    Grinders 

Martindale  Electric  Co. 
Commutator    Slotting    Equip. 
Hand  and  Motor-DrlTcn 

Martindale  Electric  Co. 
Commutator    Slotters 

Eiec.    Service  Sup.  Co. 

(ieneral   Electric  Co. 

Green  Equip.  Co. 

Martindale  Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Commutator   Stones 

Green  Equip.  Co. 

Martindale  Electric  Co. 


Commutator    Truing    Devices 

(Jeneral   Electric  (5o. 
Commutatotrs  or  Parts 

Cameron  Elec'l  Mfg.  Co. 

Cleveland    Armature    Works 

Columbia  M.  W.  &  M.  I.  Co. 

(General    Eiectric  Co. 

Mica  Insulator  Qo. 

Westinghouse   B.    &  M.  Co 
Compressors,    Air 

(Jeneral  Electric  Co. 

Ingersoll-Rand    Co. 

Western  Electric  Co. 

Westinghouse  Tr.  Br.  Co. 
Compressors.    Air    Portable 

Ingersoll-Rand  Co. 
Concrete   Products 

Massey    Concrete    Products 
Corp. 

Concrete  Reinforcing  Bars 

Cambria  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 
Condensers 

Al  is-ChaJmera   Mfg.   Co. 

General    Electric  Co. 

Ingersoll-Rand    Co. 

Westinghouse  E.  &  M.  Co. 
Condensor  Papers 

Irvington  Varnish  &  Ins.  Co. 
Connectors.   Solderless 

Dossert   &  Co. 

Westinghouse  E.  &  M.  Co. 
Connectors,    Trailer   Car 

Consolidated  Car  Heating  Co. 

Elec.    Service   Sup.    Qo. 

Ohio    Brass   Co. 
Controllers  or  Parts 

Columbia  M.  W.  ic  M.  I.  Co 

General    Electric  Co. 

Westinghouse  E.  Bt  H.  Co. 
Controller    Regulators 

Elec.   Service   Sup.   Co. 
Controlling  Systems 

General   Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Convert  ers,    Botanr 

Allis-Chalmers   Mfg.   Co. 

General   Electric   Co. 

Westinghouse  E.  jc  M.  Co. 
Conveying   and    Hoisting   Ma- 
chinery 

American   Bridge  Co. 

Columbia  M.  W.  &  M.  I.  Co. 
Cooling  Systems 

Spray  Engim-ering  Co. 
Copper   Wire 

Anaconda  Copper  Mining  Co. 

Ctirii   .Adjusters 

National    Vulcanized    Fibre 
Co. 
Cord.   Bell.   Trolley,   Begister, 

Brill   Co..  The  J.  G. 

Elec.   Service   Sup.  Co. 

Internat'l  Register  Co..  The 

Roebling's  Sons  Co.,  John  A. 

St.  Louis  Car  Co. 

Samson    Cordage   Works 

Silver  Lake  Co. 
Cord  Connectors  and  Couplers 

Elec.    Service   Sup.   Co. 

Samson    Cordage    Works 

Wood  Co..  Chas.  N. 
Cord.   Trolley 

Trolley  Supply  Co. 

Couplers.   Car 

Brill  Co..  The  J.   G. 

Gould  Coupler  Co. 

Ohio  Brass  Co. 

St.  Louis  Car  Co. 

Van   Dom  Coupler  Co. 

Westinghouse  Tr.  Br,  Co. 
Cranes 

Allis-Chalmers   Mfg.   (3o. 
Cross  Arms    (See  Brackets) 
Crossing  Foundations 

Internatiional    Steel   Tie  Co. 
Crossings 

Ramapo    Ajax    Corp. 
Crossing    Signals      (See     Sig- 
nals.   Crossing) 
Oossing,  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 

Newport  Culvert  Co. 
Culverts.  Pipe  Concrete 

Massey   (Concrete   Products 
Corp. 


Curtains  and  Curtain  Fixtnreo 

Bnh  Co..  The  J.  G. 
Edwards  Co.,  Inc.The  OJI. 
Elec.    Service   Sup,   Co. 
Morton  Mfg.  Co. 
Paotaaote   (Jo..   The 
St.  Louis  Car  Co. 
Cnt-Outs 
Johna-Pratt  Co. 

Dealer's  Machinery 

Elec.   Equipment  Co. 

Foster  Co..    H.   M. 
Derailing    Devices     (See    also 
Irack   Work) 

Wharton.   Jr..    &  Co..   Wm. 
Derailing    Swlehes,    Tee    RaI| 

Ramapo    Ajax    Corp. 
Detective  Service 

Wish-Service,  P.  Edward 

Doors  &  Door  Fixture* 
Edwards  Co.,  Inc.The  O.  Iff 
HaJe    &    Kilburn    Corp 
St.  Louis  Car  Co. 

Doors   and   Shutters    (Steel 
Rolling) 

Kinnear  Mfg.  Co. 

Door    Operating    Devices 

T^nll    Co..    The  J.    G. 

Consolidated  Car  Heati'g  Co 

General    Electric   Co. 

Natl    Pneumatic   Co..    Inc. 

Safety    Car    Devices    Co. 
l>«or«.    Folding    Vestibule 

Nat  1    Pneumatic  Co..    Ine. 
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 

?'oebIing'fl  Sons  &  Co..  J.  A 

Western  Electric  Co. 

Electric  Grinders 

Railway    Track-Work    Co. 

Seymour   Rail    Grinder   Co. 
Electric  I.«comotive8 

St.   Louis  Car  Co. 
Electrodes,    Carbon 

Indianapolis  Switch  &  Frog 
Co. 

Railway    Track  Work    Co. 
Electrodes.  Steel 

Indianapolis  Switch  &  Frog 
Co. 

Railway    Track-Work    Co. 
Enamels 

Beckwilh-Cniandler    Co. 

Gliddon  Co. 

Engineers,     Consulting,     Con- 
tracting and   Operating 
Allison   &  Co..  J.  S. 
Archbold-Brady  Co. 
Arnold  Co..  The 
Heeler,  John   A. 
Bibbins.  J.  Rowland 
Day   &   Zimmerman.    Inc. 
Drum   St  Co.,   A.   L. 
Ford.   Bacon  &  Daviis 
Hemphill    &   Wells 
Holt^t.    Eneelhardt   W. 
Jackson.  Walter 
Ong,  Joe  R. 
Richey.  Albert  S. 
Robinson   &  Co..    Dwight  P. 
Sanderson  &  Porter 
Smith  &  Co..   C.   E. 
Stone   &  Webster 
White  Eng.  Corp..  The  J.  O. 

Engines.  Gas.  Oil  or  Steam 
Allis-Chalmers   Mfg.  Co. 
Ingersoll-Rand    Co. 
Westinghouse  E.  &  M.  Co. 

Extension     Platform    Trap 
Doors- 
Edwards  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. 

Fence 

Cambria  Steel  Co. 
Midvale  Steel  Sc  Ord.  Co. 

Fences.     Woven      Wixy     and 
Fence   Posts 
Amer.  Steel  &  Wire  Co. 


March  17,  1923 


Electric    Railway    Journal 


165 


Special  Trackwork 

of  Every  Description 

THE  BUDA  COMPANY 

Harvey  (chli".;')  Illinoi* 


156 


Electric    Railway    Journal 


March  17,  1923 


Fenders  and  Wheel  Guards 

Brill  Co..  The  J.  G. 

Cleveland  Fare  Box  Co. 

Consolidated  Car  Fender  Co. 

Eclipse  Ry.   Supply  Co. 

Elec.  Service  Sup.  Co. 

Le  Grand.  Nlc 

Hoot  Spring:  Scraper  Co. 

St.  Louis  Car  Co. 

Star  Braas  Works 

Trolley  Supply  Co. 
Files,    Commutotor    Slotting 

Marlindale  Electric  Co. 
Fibre  and  Fibre  Tnbine 

Westinghouse  E.  &  M.  Co. 
Field  Coils    (See  Coils) 
Fire  Doors  and  Shutters 

Kinnear  Mfg".  Co. 
Flangeway  Guards.  Steel 

Godwin  Co..  Inc.,  W.  S. 
Fiaxlinam   Insulation 

Nat'l  Ry.  Appliance  Co. 
Floodlights 

Elec.  Service  Sup.  Co. 
Flooring.  Grating 

Irving"  Iron  Works 
Folding  Doors,  Wood.  Steel 

Kinnear  Mfg.  Co. 

Forgtn^s 

Cambria  Steel  Co. 

Carnegie  Steel  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Duff  Mfg.  Co. 

Midvale  Steel  &  Ord.  Co. 

Standard   Steel    Works   Co. 
Frogs  &  Crossings,  Tee  Ball 

Ramapo  Ajax  Corp. 
Frogs,     Track       (See      Track 

Work) 
Frogs,  Trolly 

Ohio  Brass  Co. 

(Fnnnel    Castings 

Wharton.    Jr..    Inc.,    &   Co., 
Wm. 
Foraitnre.  Metal  Office 

Edwards  Co..  Inc.The  O.M. 
Fuses,    Cartridge,    Xou-Reflll- 
able 

Johns-Pratt  Co. 
Fuses  and  Fuse  Boxes 

Columbia  J4.  W.  4b  M.  I. -Co. 

Consolidated  Car  Heatllr  Co 

General   Electric  Co. 

Western  Electric  Co. 

Westinghouse  E.  &  M:.  Co. 
Fu»e«,  Cartridge,  KeflUable 

Johns-Pratt   Co. 
Fuses,  High  Voltage 

Johns-Pratt   Co. 
Fuses.    Befl liable 

Columbia  M.  W.  &  M.  I.  Co. 

General  Electric  Co. 

Gaskets 

Power  Specialty  0>. 
Westinghouse  Tr.  Br.  Co. 

Gasoline    Torches 

Economy   Elec.   Devices  Co. 

Gas-Electric  Cars 

General  Electric  Co. 
Gas    Producers 

Westinghouse  E.  &  M.  Co. 

Gates.  Car 

Brill  Co..  The  J.  G. 
St.  Louis  Car  Co. 
Gear  Blanks 

Cambria  Steel  Co. 
Carnegie  Steel  (^. 
Midvale  Steel  &  Ord.  Co. 
Standard   Steel   Works  Co. 

Gear  Cases 

Chillingworth  Mfg.  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Elec.  Service  Sup.  Qo. 
Westinghouse  E.  &  M.  Co. 
Gears  and  Pinions 
Ackley   Brake   &  Supply 

Corp. 
Bemis   Car  Truck   Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Elec.   Service  Sup.  Co. 
General    Electric   Co. 
Nafl    Ry.    Appliance  Co. 
Nuttall  Co..  B.  D. 
Tool  Steel  Gear  &  Pinion  Co. 

Generating  Sets,   Gas-Electric 

General   Electric  Co. 
Generators 
Allis-Chalmera  Hfg.  Co. 
General    Electric    Co. 
Western  Electric  Co. 
Westinghouse  E.  &  K.  Co. 

Girder  Rails 

Lorain  Steel  Co. 

Goggles — Eye 

Indianapolis  Switch  &  Frog 
Co. 
Gong    (See  Bells  and  Gongs) 
Greases    (See    Lubricants) 
Grinders  and  Grind.  Supplies 

Indianapolis  Switch  &  Frog 
Co. 

Metal   &  Thermit  Corp. 

Railway    Track-work    Go. 
Grinders,  Portable 

Railway  Track-Work  Co. 


Grinders,    Portable    Electric 
Railway  Track-Work  Co. 

Seymour  Rail  Grinder  Co. 

Grinding   Blocks   aod   Wheels 

Railway    Track-work    Co. 
(iround  Wires 

Page  Steel  &  Wire  Co. 
Guard  Bail   Clamps 

Ramapo  Ajax  Corp. 
Guard  Bails.  Tee  Ball  A 
Manganese 

Ramapo  Ajax  Corp. 
Guards.    Cattle 

American   Bridge  Co. 
Guards,   TroUey 

Eiec.  Service  Sup.  Co. 

Ohio    Brass  Co. 
Hammers    Pneomatle 

IngersoU-Rand   Co. 
Harps,  Trolly 

Anderson    Ufg.    Co.,    A.    * 
J.  M. 

Bayonet  Trolley   Harp  Co. 

Elec.  Service  Sup.  Co. 

More  Jones  Br.   &  Metal  Co. 

Nuttall  Co..   R.  D. 

Star  Brass  Works 

Thornton  Trolley  Wheel  Co. 

Western  Electric  Co. 
Headlights 

Elec.  Service  Sup.  Co. 

0«ieral  EQectrlc  Co. 

Ohio  Braas  Co. 

St.   Louis  Car  Co. 

Trolley  Supply  Co. 
Headlining 

Haskelite  Mfg.  Co. 

Pantasote  Co.,  The 

Heaters.  Oar   (Electric) 

Consolidated  Car  Heatl'g  Co. 
Economy  Elec.  Devicos  Co. 
Gold  Car  Heat.  &  Light.  Co. 
Nat'l  Ry.  Appliance  Co..  P. 
Smith  Heater  Co..  Peter 

Helmets — Welding 
Indianapolis  Switch  &  Frog 

Co. 
Railway   Track-Work   Co. 

Heaters.    Car,    Hot    Air    and 
Water 

Elec.    Service   Sup.   Co. 
Smith  Heater  Co..  Peter 

Hoists   and   Lifts 

Columbia  M.  W.  &  M.  I.  Co. 

Ford  Chain   Block  (3o. 
Hoists,    Portable 

Ingeraoll-Rand  Co. 

Houses,    Station   &   Watch- 
men,8.    Concrete 

Massey    Concrete   Products 
Corp. 
Hydraulic    Machinery 

AlUs-Chalmers     Mfg.     Co. 

Industrial    Co-ordination 
Shermaii   Service.   Inc. 
Instruments  Measuring,  Test- 
ing and  Recording 

Economy    Eiec.    Devices   0». 
Elec.    Service    Sup.    Co. 
General  Electric  Co. 
Roller-Smith  Co. 
Western  Electric  Co. 
Westinghouse   B.    &   M.    Cb. 

Insulating    Cloth,    Paper   and 
Tape 

Anchor- Webbing  Co. 
General  Electric  Co. 
Ir\'ington     Varnish     &     Ins. 

Co. 
Mica  Insulator  Co. 
National  Vulcanized  Fibre 

Co. 
Stand.   Underground  Cable 

Co. 
Westinghouse   E.    &    M.   Co. 
Insulating  SHk 
Irvington     Varnish     &     Ins. 

Co. 
Insulating    Varnishes 
Irvington     Varnish     &     Ins. 

Co. 

Insulation    (See  also   Paints) 
Anderson.    M.   Co..    A.   & 

J.   M. 
Electric    Ry.    EUiuiptmt.    Co. 
Electric   Service   Sup.   Co. 
(General    Electric  Co. 
Irvington    Varnish    &    Ins. 

Co. 
Mica   Insulator   Co. 
Westinghouse    E.    &   M*.   Co. 
Insulators     (see    also    Line 

Mftterial) 
Anderson.    M.    Ck)..    A.    & 

J.  M. 
Drew  Elec.  &  Mfg.  Co. 
Electric    Ry.    Equipmt.    Co. 
Electric  S^vice  Sup.  Co. 


General    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   Fins 

Drew  Elec.   &  Mfg.  Co. 

Elec.    Service   Sup.   Co. 

Hubbard  &  Co. 
Insulators,  High  Voltage 

Lapp  Insulator  Co.,   Inc. 
Insurance,  Fire 

Marsh    &    McLennan 

Jacks     (See    also    Cranes, 
Hoists   and   Lifts) 
Buckeye  Jack  Mfg.  Co. 
Buda  Co. 
Duff  Mfg.  Co. 
Elec.  Service  Sup.  Co. 
Joints.  Ball 

(See  Rail  Jointe) 

Journal  Boxes 

Bemis  Car   Truck  Co. 
Brill  Co.,  J.  G. 
St.  Louis  Car  Co. 
Junction    Boxes 

Std.  Underground  Cable  Co. 

Lamps,   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. 

Lamps.  Signal  and  Marker 

Nichol  s-Li  ntem     Co . 

I^antems.     Classiflcation 

Nichol  8 -Llntern    Co. 

Lightning    Protection 
Anderson.   M.   Co.,   A.   & 

J.    M. 
Elec.   Service  Sup.   Co. 
Gfeneral   Electric  Co. 
Ohio   Brass   Co. 
Shaw.  Henry  M. 
Westinghouse    E.    &    M.    Co. 

Line    Material     (See    also 
Brai-kets,    Insulators, 
Wires,  etc.) 

Anderson.    M.    Co..    A.    St. 
J.  M. 

Archbold-Brady    Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Dossert  &  Co. 

Drew  Elec.  &  Mfg.  Co. 

Electric    Ry.    Equipmt.    Co. 

Elec.    Service   Sup.   Co. 

Hubbard   &   Co. 

More-Jones  Br.  &  Metal  Co. 

Ohio    Brass    Co. 

Western   Electric  Co. 

Westinghouse    E.    &   M.    Co. 

Lockers.  Metal 
Edwards  Co..  Inc.The  O.  M. 

Locking  Spring  Boxes 

Wharton    Jr..    &   Co..    Wm. 

locomotives.    Electric 

Baldwin  Locomotive  Wks. 
(Jeneral    Electric   Co. 
McGuire-Cummings  Mfg.  Co. 
Westinghouse   E.    &   M.    Co. 

Lubricating  Engineers 

Galena    Signal    Oil    Co. 
Universal    Lubricating    Co. 
Vacuum    Oil    Co. 

Lubricants,  Oil  and  Grease 

Galena  Signal  Ck). 

Universal   Lubricating   Co. 

Vacuum    Oil    Co. 
Machine   Tools 

Columbia  M.  W.  &  M.  I.  Co. 
.Machine   Work 

Columbia  M.  W.  &  M.  I.  Co. 
.Hachinery,   Insulating 

Amer.  Insulating  Mach.  Co. 

>Iangajiese  Steel  Castings 
Wharton,   Jr..   &   Co..    Wm. 

Manganese  Steel   Guard  Balls 
Ramapo  Ajax  Corp. 

Manganese    Steel    Switches 
Frogs  &  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.  (^o. 

Roller-Smith  Co. 
.Mica 

Mica   Insulator  Co. 
Molding.    Metal 

Allis-Chalmers  Mfg.   Co. 

Motor  Buses    (See   Buses, 
Motor) 

Motornian's    Safety    Mirrors 

Drew  Elec.  &  Mfg.  Co. 
Motor    Leads 
Dossert  &  Co. 

Motormen's  Seats 
Allis-Chalmers   Mfg.    Co. 
Brill  Co.,  J.  G. 
Elec.    Service   Sup.    Co. 
Wood  Co..  Chas.  N. 

)Iotormen*s  Seals 
Heywood-Wakefield  Co. 
St.  Louis  Car  Co. 

Motors,    Electric 
Westinghouse    E.    &    M.    Co. 

Motors    and   Generators.   Sets 
General  Electric  Co. 

Nails 

Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 

Newspaper.  Selling  System 

Read-Wyl-U-RydCo. 

Nuts   and   Bolts 

Barbour-Stockweli    Co. 
Bemis    Car    Truck    Co . 
Columbia  M.  W.  &  M.  I.  Co. 
Hubbard   &  Co. 

Ohm  meters 

Roller-Smith  Co. 

Oil   Purifiers 

DeLaval  Separator   Co. 

Oils    (8ee    Lubricants), 

Omnibuses    (See  Buses, 
Motor) 

Oxy-Acetylene    (See   Cutting 
Apparatus     Oxy-Acetylene ) 

Packing 

Power   Specialty   Co. 

Paint  Guns 

Dayton    Air    Brush    Co. 
Spray  Engineering  Co. 

Paints   and    Varnishes    (Insn- 

1        lating) 

I     Ackley   Brake   &   Supply 
Corp. 
Mica  Insulator   Co. 

Paints    &   Varnishes, 
Preservative 

Beckwith-Chandler   Co. 

Paints    and    Varnishes    for 
Wf>odwork 

Beckwith-Chandler  Co. 

Glidden  Co. 

National  Ry.  Appliance   Co. 

Paint  Spraying  Devices 

Dayton    Air   Brush    Co. 
Spray  Engineering  Co. 

Pavement   Breakers 

Ingersoll-Rand    Co. 

Paving  Guards.  Steel 
Godwin  Co.,  Inc..  W.  S. 

Paving  Material 

Amer.  Br.   Shoe  &  Fdy.  Co. 

Pickups,  Trolley  Wire 
Drew    Elec.    &    Mfg.    Co. 
Elec.    Service    Sup    Co. 
Ohio   Brass   Co. 

Pinion  Pullers 
Columbia  M.  W.  &  M.  I.  Co. 
Drew    Eiec.    &    Mfg.    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  Fittings 

Power   Specialty   Co. 

Standard    Steel    Works    Co. 

Westinghouse  Tr.  Brake  Co. 
Planers  (See  Machine  Tools) 


Plates  for  Tee  Bail  Switches 

Ramapo   Ajax   Corp. 
Pliers.    Rubber    Insulated 
Elec.    Service   Sup.   (^o. 
Rubber    Insulated    Metals 
Corp. 

Pneumatic  Tools 

IngersoU-Rand  Co. 
Pole  Line  Hardware 

Drew    Elec.    &    Mfg.    Co. 

Ohio  Brass  Co. 
Poles.   Metal   Street 

Bates  Exp.  Steel  Truss  Co. 

Elec.   Ry.  Equipmt.  Co. 

Hubbard  &  Co. 

Western  Electric  Co. 
Pole  Sleeves 

Drew  Elec.  &  Mfg.  Co. 
Poles,   Posts  &  Pilings, 
Concrete 

Massey    Concrete    Products 
Corp. 

Pole  Reinforcing 

Drew   Elect.   &   Mfg.  Co. 
Hubbard  &  Co. 

Poles   &  Ties  Treated 

Baker  Wood  Preserving   Co. 
International    Creosoting    & 
Construction  Co 
Page   &   Hill    Co. 

Poles,    Ties,    Posts,    Piling    & 
l^nmber 

Baker   Wood   Preser\'ing   Co. 
Bell  Lumber  Co. 
International     Creosoting    & 

Construction    Co. 
Le  Grand.  Inc..  Nic 
Long  Bell  Lumber  Co. 
Nashville   Tie    Co. 
Page    &   Hill    Co. 
Southern    Cypress   Mfrs. 

Assn. 

Poles.    Trolley 

Anderson   Mfg.  Co..  A.   & 

J.   M. 
Bayonet    Trolley   Harp    Co. 
Bell  Lumber  Co. 
Columbia  M.   W.  &  M.  I.  Co. 
Elec.    Service    Supplies    Co. 
Long  Bell  Lumber  Co. 
Nuttall   Co..   R.  D. 

Poles,   Tabular  Steel 
Elec.  Ry.   Equipmt.  Co. 
Elec.    Service   Sup.   Co. 

Porcelain.  Special  High  Volt- 
ge 

Lapp  Insulator  Co.,   Inc. 

Portable  Grinders 

bUUti   Co. 

Power  Saving  Devices 
Economy   Elec.    Devices   Co. 
National   Ry.   Appliance   Co. 

Presses,  Transfer 
Meisel  Press  Mfg.  Co. 

Pressure  Regulators 

General    Electric  Co. 
Westinghouse    E.    &   M.    Co. 

l^oduction     Engineering 

Sherman    Ser\'ice,    Inc. 

Pumps 

AlUs-Chalmers   Mfg.   Co. 
Ingersoll-Rand  Co. 

Pumps,  Vacuum 

IngersoU-Rand  Co. 

Punches,   Ticket 

Bonney-Vehslage    Tool    Co. 
Internal  Register  Co..  The 
Wood  Co..  Chas.  N. 

Rail  Braces  &  Fastenings 

Ramapo    Ajax    Corp. 

Rail  Grinders    (See  Grinders) 

Bail   Joints 

Carnegie  Steel   Co. 

Ball  Joints — Welded 

Indianapolis  Switch  &  Frog 

Co. 
Lorain    Steel   Co. 

Bails,    Steel 

Cambria  Steel  Co. 
Carnegie  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 

Railway  Paving  Guards,  Steel 

Godwin   Co..    Inc.,    W.   S. 

Railway   Safety    Switches 

Consolidated  Car  Heat.  Co. 
Westinghouse    E.    &   M.    Co. 

Bail  Welding 

Alumino-Thermic    Corp. 
Metal  &   Thermit  Corp. 
Railway   Track-Work    Co. 
Rail  Welding  &  Bonding  Co. 

Rattan 
Amer.   Rattan   &   Reed  Mfg. 

Co. 
Brill  Co..  The  J.  G. 
Elec.    Service    Sup.    Co. 
Hale  &  Kilburn  Corp. 
Hey  wood-Wake  field    Co. 
McGuirevCummingsMfg.  Co. 
St.  Loi^s  Car  Co. 


March  17,  1923 


Electric    Railway    Journal 


157 


Utility  Ventilators  and  Heat  Regulators 

Are  in  Use  on  Over 

20,000  Cars  of  157  Different  Railway  Properties 
Throughout  the  U.  S.  and  Canada 


RAILWAY  UTILITY  COMPANY 

141-151  W.  22nd  St.,  Chicago,  111. 

J.  H.  Denton,  1328  Broadway,  New  York  F.  O.  Grayson,  LaSalle  Bldg.,  St.  Louis        F.  S.  McNamara,  307  Barth  Bld«.,  Denver 

O.  W.   Meissner,   10   St.  Antoine   Street,   Montreal,   Can.  Detroit  Railway  Supply  Co.,  351  Equity  BIdg.,  Detroit 


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D-87   for  Wide  Treads 


I     American  Brake  Shoe  and  Foundry  Co. 
I  30  Church  Street,  New  York 

I    332  So.  Michigan  Ave.,  Chicago        Chattanooga,  Tenn.     |    j 

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345  Madison  Avenue,  New  York 

Pittsburg  Office:  634  Wabash  Bldg. 
San  Francisco  Office:  525  Market  Street 

Cauadian  Distribotors:  Ljman  Tube  tt  Supply  Co^ 
Mootnal  and  Toronto 


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158 


Electeic    Railway    Journal 


March  17,  1923 


ReclaimerB,   Waste   &   Oil 

Oil   &   Waste    Savins   Mch. 
Co. 

Resisters  and  FlUin^s 

Brill  Co..  The  J.  G. 
Elec.   Service  Sup.  Co. 
Intern'l    Register    Co..    The 
Ohmer  Fare  Register  Co. 
Rooke   Automatic   Rg.   Co. 
St.  Louis  Car  Co. 

Reinforcement,   Concrete 
Amer.   Steel    &  Wire  Co. 
Carnegie   Steel   Co. 

Repair  Shop  Appliances    (See 
also    Coil    Banding   and 
Winding  Machines) 
Columbia  M.  W.  &  M.  I.  Co. 

Elec.   Service   Sup.  Co. 

Repair  Work    (See  also  Coils) 
Columbia  M.  W.  &  M.  I.  Co. 
General    Electric   Co. 
Westinghouse    E.    &   M.   Co. 

Replacers,   Car 
Columbia  M.  W.  &  M.  I.  Co. 

Elec.   Service   Sup.  Co. 

Re  Ni  stances 
Consolidated   Car    Heat.   Co. 

Resistance,  Grid 

•Columbia  M.  W.  &  M.  I.  Co. 

Resistance.    Wire   and    Tube 

(General    Electric   Co. 
Weelinghouse  E.    &  M.  Co. 


WHAT  AND  WHERE  TO  BUY 


Trolley     (See 
and    Retrievers. 


Co. 


Retrievers, 
Catchers 
Trolley) 

Rheostats 
General   Electric   Co. 
Mica    Insulator   Co. 
'Vestinghouse  E.  &  W. 

Roiled  Steel  Wheels 
Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 

Roller   Bearings 

Stafford  Roller  Bearing 
Car  Truck  Corp. 

Roofing  Car 

Paptasote  Co.,  The 

Roofs 

Haskelite  Mfg.  Co. 

Sanders,    Track 

Brill  Co..  The  J.  G. 
Columbia  M.  W.  &  M.  I.  Co. 
Elec.  Service  Sup.  Co. 
Nichols-Lin  tern     Co. 
Ohio  Brass  Co. 
St.  Louis  Car  Co. 

Sash  Balancers 
Edwards  Co.,  Inc.The  O.  M. 

Sash  Fixtures,  Car 

Brill  Co.,  The  J.  G. 
Edwards  Co.,  Inc.The  O.  M. 
St.  Louis  Car  Co. 

Sash,  Metal.  Car  Window 
Edwards  Co..  Inc., The  O.  M. 
Hale    &    Kilburn    Corp. 

Scrapers,    Track    (See    Clean- 
ers and  Scrapers,   Track) 

Screw  Drivers,  Rubber 

Insulated 
Elec.    Service    Sup.    Co. 
Rubber  Insulated  Metals 

Corp. 

^•eats.    Bus 
St.  Louis  Car  Co. 

Seats.  Car    (See  also  Rattan) 
Amer.  Rattan  &  Reed  Mfg. 

Co. 
Brill  Co..  The  J.  G. 
Hale    &    Kilburn    Corp. 
Heywood-Wakefield  Co. 
St.  Louis  Car  Co. 

Seating  Materials 

Brill   Co.,   J.   G. 
Hey  wood- Wakefield    Co. 
Pantasote  Co..  The 
St.  Louis  Car  Co. 

Sliades,  Yestibale 

Brill   Co..    The  J. 


G. 


Shovels 

Allis-Chalmers    Mfg.    Co. 
Brill  Co..  The  J.  G. 
Hubbard  &  Co. 

Shatters,  Steel  &  Wood,  Bl- 
Folding 

Kinnear  Mfg.   Co. 

Side  Bearings    (See  Bearings, 
Center  and  Side) 

Signals.    Car   Starting 

Consolidated  Car  Heat.  Co. 
Elec.    Service    Sup.    Co. 
Nat'l    Pneumatic   Co..    Inc. 

filgnals,  Indicating 

Nichols-Lintern  Co. 


Signal  Systems,  Block 

Elec.    Service    Sup.    Co- 
Nachod   Signal   Co..   Inc. 
U.   S.    Elec.    Signal   Co. 
Wood  Co..  Chas.  N. 

Signal     Systems,     Highway 
Crossing 

Nachod   Signal   Co.,  Inc. 
U.  S.  Elec.  Signal  Co. 

Slack    Adjasters     (See    Brake 
Adjusters) 

Slag 
Carnegie  Steel  Co. 

Sleet   Wheds  and  Cutters 

Anderson  Mfg.  Co..   A.   & 
J.    M. 
Bayonet    Trolley    Harp    Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric   Ry.   Equipmt.   Co. 
Elec.    Service   Sup.    Co. 
More-Jones  Br.  &  Metal  Co. 
Nuttali  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  Fttider  Co. 
MffGuire-Cummiugs  Mfg.Co. 
St.  Louis  Car  Co. 

Soldering    and    Brazing    Ap- 
paratus    (See    Welding 
Processes  and  Apparatus) 
Irvington    Varnish    &    Ins. 
Co. 

Special  Trackwork 

Lorain  Steel  Co. 

Spikes 
Amer.  Steel  &  Wire  Co. 

Splicing    Compounds 
Westinghouse  E,   &  M.   Co. 

Splicing  Sleeves    (See  Clamps 
and    Connectors) 

Spray    Nozzles 
Drew    Elec.    & 


Mfg.   Co. 


Springs,   Car  and   Truck 

Amer.  Steel   &  Wire  Co. 
Bemis   Car   Truck   Co. 
Brill  Co.,   The  J.   G 
St.  Louis  Car  Co. 
Standard  Steel   Works   Co. 

Sprinklers,    Track    and    Road 

Brill    Co.,   The   J.   G. 
McGuire-Cummings  Mfg.  Co. 
St.  Louis  Car  Co. 

Steel  Castings 
Wharton,  Jr.,   &  Co.,  Wm. 

Steel  Freight  Cars 

Cambria  Steel  Co. 
Midvale  Steel  &  Or.d  Co. 

Steei  and  Steel  Products 

Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 
Morton    Mfg.    Co, 

Steps,  Car 
Morton   Mfg.  Co. 
Universal   Safety   Tread   Co. 

Steps,  Ladder  &  Stair.  Non- 
Slipping 

Irving  Iron  Works 

Steps.  Safety 
Irving  Iron  Works 

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. 

Structural  Steel 
Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 

Subway  Grating 

Irving  Iron  Works 

Subway  Boxes 
Johns-Pratt  Co. 

Superheaters 

Babcock   &    Wilcox   Co. 
Power   Specialty   Co. 

Sweepers,   Snow    (See   Snow 
Plows,  Sweepers  and 
Brooms) 


Switciies,  Safety 
Johns-Pratt  Co. 

Switch  Stands 
Indianapolis  Switch  &  Frog 
Co. 

Switch   Stands   &   Fixtures 
Ramapo    Ajax   Corp. 

Switches,  Selector 

Nichols-Lintern  Co. 

Switches.  Tee  Rail 
Ramapo  Ajax  Corp. 

Switches,  Track  (See  Track 
Special   Work) 

Switches    and    Switchboards 

Atlis-Chalmers     Mfg.    Co 
Anderson  Mfg.  Co.,  A.  J.  & 

J.  M. 
Elec.    Service   Supplies   Co. 
General   Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Synchroscopes 
Roller-Smith  Co. 

Tamper   Tie 
Inp^ersoU-Rand  Co. 
Railway    Track-Work    Co. 

Tapes   and  Cloths    (See  Insu- 
lating Cloth,   Paper   and 
Tape) 

Tee  Rail  Special  Track  Work 

Ramapo    Ajax   Corp. 

Telephones    and    Parts 

Elec.   Service   Supplies    Co. 
We.stern  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. 
Gold   Car   Heating   &  Light- 
ing Co. 
Railway  Utility  Co. 
Smith  Heater  Co.,  Peter 

Ticket  Choppers  &  Destroyers 

Elec.    Service   Supplies   Co. 

Tickets  and  Transfers 
Globe  Ticket  Co. 


Tie  Plates 

Cambria  Steel  Co. 
Midvale  Steel  &  Ord. 


Co. 


Ties.  Mechanical 

Dayton   Mechanical    Tie  Co. 

Ties  and  Tie  Rods,  Steel 

American    Bridge    Co. 
Barbour-Stockwell    Co. 
Carnegie   Steel  Co. 
International    Steel    Tie    Co. 

Ties.  Wood  Cross   (See  Poles. 
Ties,  Posts,  etc.) 

Tongue  Switches 

Wharton.  Jr..  &  Co.. 


Track,  Special   Work 

Barbour-Stockwell  Co. 
Buda  Co. 

N.  Y.  Switch  &  Crossing  Co. 
Ramapo    Ajax   Corp. 
Wharton.  Jr.  &  Co.,  Inc..  W. 

Transfer  Issuing  Machines 

Ohmer  Fare  Register  Co. 

Transfer    (See  Tickets) 

Transfer  Tables 

American  Bridge  Co. 

Transformers 

Allis-Chalmers   Mfg.   Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse  E.  &  M.  Co. 

Treads,   Safety.  Stair.   Car 
Step 
Morton  Mfg.  Co. 
Universal  Safety  Tread  Co. 

Trolley  Bases 
Anderson  Mfg.  Co..  A.  J.  & 

J.  M. 
Elec.    Service   Supplies   Co. 
General  Electric  Co. 
Nuttali  Co.,  R.  D. 
Ohio    Brass   Co. 
Trolley  Supply  Co. 

Trolley   Bases,  Retrieving 

Ackley  Brake  &  Supply 

Corp. 
Anderson    Mfg.    Co..    A.    & 

J.  M. 
Elec.    Service    Supplies 
Nuttali  Co..   R.  D. 
Ohio  Brass  Co. 
Western  Electric  Co. 

Trolley  Buses 

Brill  Co..  The  J.  G. 
General    Electric    Co, 
Westinghouse  E.  &  M.  C 

Trolley  Material 

Drew   Elec.    &    Mfg.    Co. 
Ohio    Brass    Ck>. 


Co. 


Wm. 


Tool   Steel 

Cambria  Steel  &  Ord.  Co. 
Carnegie   Steel  Co. 
Midvale  Steel   &  Ord.  Co. 

Tools,  Track  &  Miscellaneous 

Amer.   Steel   &  Wire  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Elec.    Service    Supplies   Co. 
Hubbard  &  Co. 
Railway    Track-work    Co. 

Torches,  Acetylene    (See  Cut- 
ting   Ai^aratns) 

Tower  Wagons  and  Auto 
Trucks 

MeCardell   &   Co.,   J,   B. 

Towers  and  Transmission 
Structures 

American  Bridge  Co. 
Arcnooid-Brady    Co. 
Bates  Exp.  Steel   Truss  Co. 
Westinghouse  E.    &   M.   Co. 

Traclc    Expansion    Joints 
Wliarton.    Jr..    &    Co..    Inc., 
Wm. 

Tracli   Grinders 

Indianapolis  Switch  &  Frog 
Co. 

Pailway  Tracls-Worls   Co. 

Seymour  Rail  Grinder  Co. 
Traolilrss    TroUej-   Cars 

St.  Louis  Car  Co. 


Elec.   Service  Sup.   Co. 
Miller  Trolley  Shoe  Co. 

Trolley    Materials.    OverKead 
More-Jones    Brass    &    Metal 
Co. 

Trolley   Wheels   and   Harpa 

More-Jones    Brass    &    Metal 

Co. 
Thornton  Trolley  Wheel  Co. 

Trolleys  and  Trolley  Systems 
Ford  Chain  Block  Co.^ 

Trolley    Wheel    Bushlnes 
More-Jones  Brass  Sc  Metal 
Co 

Trolify    Wheels    (See  Wheels, 
Trolley) 

Trolley    Wire 

Aroer.    Electrical    Works 
Amer.  Steel   &  Wire  Oo. 
Anaconda  Copper  Min.  Co. 
Bridgeport  Brass  Co. 
Ro(l)ling's    Sons    Co.,    J.    A. 
Rome   Wire    Co. 
Western   Electric  Co. 

Trurk  .  Car 

Baldwin  Locomotive  Wka. 
Be'i  . ,  Car  Truck  Co. 
Bril    Co..   The  J.   G. 

McGuire-Cummingrs  Mfg.  Co. 
St.  Louis  Car  Co. 

Tuning  Yellow  &  Black 
Flexible  Varnish 
Irvington    Varnish    &   Ins. 
Co. 

Turbines.  Steam 

Allis-Chalmers   Mfg.   Co. 
General    Electric   Co. 
Terry  Steam  Turbine  Co. 
Westinghouse  E.  &  M.  Co. 

Turntables 
Indianapolis  Switch  &  Prog 
Co. 

Turnstiles 

Elec.   Service  Sup.  Co. 
Perey  Mfg.   Co..    Inc. 
Upholstery    Materials 
Amer.   Rattan  &  Reed  Mfg. 
Co. 

Valves 

Ohio   Brass    Co. 
Westinghouse  Tr.  Br.  Co. 

Varnished    Papers 
Inington    Varnish    &    Ins. 
Co, 

Varnished  Silk 
Irvington  Varnish   &  Ins. 
Co. 


Varnishes 

Beokwith-Chandler  Co. 
Glidden  Co. 

Ventilators,   Car 

Brill    Co.,    The  J.   G. 
Nat'l  tv.  Appliance  Co. 
Nichols  Untern  Co. 
Railway    Ctility   Co. 
St.  Louis  Car  Co. 

Voltmeters 

Roller-Smith  Co. 

Waste  Sa.'lng  Machines 
Oil    &    Waste    Saving    Meh. 
Co. 

Weather  Stripping,   Window 
Top,  Bottom  &  Sides 
Edwards    Co..  Inc.The  O.  M. 

Welded  Rail  Joints 

Aliimino-Thermic  Corp. 
IndianapoUs  Switch  &  Froe 

Metal  &.  Thermit  Corp. 
Ohio  Brass  Co. 
Railway  Track-Work   Co. 
Bail  Welding  &  Bonding  Co. 

Welders,    Portable   Electric 

Elec.  Ry.  Improvement   Co. 

Co. 
Indianapolis  Switch  &  Fro* 
Ohio  Brass  Co. 
Railway    Track-Work    Co. 
Rail  Welding  &  Bonding  Co. 

Welders,  Steel 

Green  Equip.  Co. 

Welding   Processes   and 
Apparatus 

Alumino-Therniie  Corp. 
Electric  Railway  Imp.  Co. 
General  Electric  Co. 
Green  Equip.  Co. 
IndianapoUs  Switch  &  Fror 

Co. 
Metal  &  Thermit  Corp. 
Ohio   Brass  Co. 
j     Railway   Track-Work    Co. 
Rail  Welding  &  Bonding  Co. 
Westinghouse  E.  &  M.  Co, 

Welding    Steel 
Indianapolis  Switch  &  Frog 

Co. 
Railway  Track  Work  Co. 

Welding  Wire  and  Rods 

Page  Steel  &  Wire  Co. 

Wheel    Guards    (See   Fenders 
and  Wheel  Guards) 

Wheel  Presses    (See  Machine 
Tools) 

Wheels,  Car,  Cast  Iron 

Bemis  Car  Truck  Co. 
Griffin  Wheel  Co. 

Wheels    Car    Steel    &    Steel 
Tire 

Carnegie  Steel   Co. 
Standard  Steel  Works  Co. 

Wheels,    Trolley 

Anderson  Mfg.  Co..  A^  J.  & 

J.  M. 
Bayonet  Trolley  Harp  Co. 
Columbia  M.  W.  &  M.  I.  (3o. 
Copper    Products    Forging 

Co. 
Gilbert  &  Sons  B.  F.  A. 
Electric  Ry.   Equip.  Co. 
Elec.    Service    Supplies   Co. 
Flood    City    Mfg.    Ck). 
(Jeneral    Electric   Co. 
More-Jones  Br.  &  Metal  Co. 
Nuttali  Co..  B.  D 

Whistles,   Air 

General    Electric    Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 

Wire 

Cambria  Steel   Co. 
Midvale  Steel  &  Ord.  Co. 

Wire  Rope 
Amer.  Steel  &  Wire  (3o. 
Roebling's  Sons  Co.,  J.  A. 

Wire,  Trolley 

Page  Steel  &  Wire  Co. 

Wires  and  Cables 
Amer.   Electrical   Works 
Amer.   Steel   &   Wire  Co. 
Anaconda   Coppra*    Min.    Co. 
Bridg:eport   Brass  O3. 
General  Electric  (3o. 
Indianapolis  Switch  &  B*rog 

Co. 
Page  Steel  Ic  Wire  Co. 
Roebling's  Sons  Co.,  J.  A. 
Rome    Wire    Co. 
.^d.  Underground  Cable  Co. 
Western  Eleotrio  Co. 
Westinghouse  Tr.  Br.  C!o. 

Wood   Preservative^ 

Baker  Wood  Preservative 
Co. 


Wood  Bolting  Doors 

Kinnear  Mfg.  Co. 


March  17,  1923 


Electric    Railway    Journal 


159 


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160 


Electric    Railway    Journal 


March  17,  1923 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Page 
A 

Ack'.ey  Brake  i  Supply  Corp ...    33 

Ajax  Metal  Co l'-8 

Allis-Chalmers  Mfg.  Co 100 

Allison  4  Co.,  J.  E B-t 

Alumino-Thermic     Corp 70-71 

Amer,  Brake  Shoe  &  Fdy.   Co..l.^7 

American  Bridge  Co 65 

American  Car  Co Iti'i-ltiS 

American    Electrical   Works 143 

American    Insulating    Machinery 

Co 14« 

American    Rattan    &    Reed    Mfg. 

Co 149 

American   Steel  &  Wire  Co 144 

Anchor    Webbing   Co 136 

Anaconda  Copper  Mining  Co .  .  .  23 
Anderson  Mfg.  Co..  A.  &  J.  M.  .    84 

Arehbold-Brady   Co 14lj 

Arnold  Co.,   The 64 

B 

Babcock  &  Wilcox  Co 147 

Baker  Wood  Preserving  Co 147 

Baldwin   Locomotive   Works.  ...  129 

Barbour-Stockweil  Co 145 

Bales  Expanded  Steel  Truss  Oo..    29 

Bayonet  Trolley  Harp  Co 110 

Beekwith-Chandler  Co 72-73 

Beeler.  John  A 64 

Bell  Lumber  Co 160 

Bemis  Car  Truck  Co 104-105 

Bibbins.  J.  Rowland 65 

Bonney-Vehslage  Tool   Co 148 

Bridgeport  Brass  Co 44-45 

Brill  Co..  The  J.  G 102-163 

Buckeye  Jack  Mfg.  Co 145 

Buda    Co 155 

Buffalo   House   Wrecking   &   Sal- 
vage   Co 152 

Burry  Railway  Supply  Co 109 

C 

Cambria  SUel  Co 1,34 

Cameron  Electric  Mfg.  Co 136 

Carnegie  Steel  Co 114 

Chillingworth  Mfg.  Co 142 

Cleveland  Fare  Box  Co 140 

Collier,  Inc..  Barron  G 86-87 

Columbia  M.  W.  &  M.  I.  Co.  .  .  .120 
Consolidated  Car  Fender  Co.118-119 

Consolidated   Car  Heating 42 

Copper  Products  Forging  Co .  .  .  .149 

D 

Day   &  Zimmerman,    Inc 64 

Dayton  Air  Brush  Co 138 

Dayton  Mechanical  Tie  Co.  .  .  .88-89 

De  Laval  Separator  Co 103 

DIflercential  Steel  Car  Co..  The 

30-31 

Dossert  &   Co 32 

Drew  Elec.  &  Mfg.  Co 83 

Duff  Mfg.  Co 76 

Dram  &  Co.,  A.  L 64 


Page 
K 

Earn,  Chas.  1 107 

Eclipse  Railway  Supply  Co 143 

Economy   Elec.   Devices  Co 13 

Edgemoor    Iron    Co 101 

Edwards  Co.,  Inc.,  The  O.  M.  ...138 
Electric  Arc  Cutting  &   Welding 

Co 135 

Electric   Equipment   Co 151 

Electric  Railway  Equfipment  Co.  39 
Electric     Railway     Improvement 

Co 28 

Electric  Service  Supplies  Co..  19-20 
Elliott-Thompson  Electric  Co.  .  .148 

r. 

Ford,  Bacon  &  Davis 04 

Ford  ChaJn  Block  Co 146 

Forsylhe     Bros 151 

••For   Sale"    Ads ],->0153 

G 

Galena-Signal  Oil  Co ..50-51 

General  Chemical  Co 152 

General   Electric  Co.. 

53  56.  Back  Cover 

Gilbert  &  Sons.  A Ill 

Glidden  Co.,  The 75 

G.obe  Ticket  Co 96 

Godwin  Co..  Inc..  W.   S 145 

Gold  Car  Heating  &  Ltg.  Co.  .  .  .139 

Gould  Coupler  Co 143 

Green    Equipment   Corp 147 

H 

Hale  &  Kilbuni  Corp 97 

Haskelite  Mfg.  Co 36 

"Help    Wanted"    Ads 151 

Hemingray    Glass  Co 144 

Hemphill  &  Wells 64 

Hey  wood- Wakefield   Co 148 

Hoist.  Englehardt   W 64 

Hubbard   &  Co 133 

Indianapolis  Switch  &  Frog  Co. .    85 

Ingersoll-Rand  Co 86-67 

International   Creosoting   &   Con- 
struction Co 32 

International  Register  Co..  The.  140 
International    Steel    Tie    Co.. 

Front  Cover 

Irving  Iron  Works 121 

In^inglon    Varnish   &   Insulator 
Co 147 

i 

Jackson.  Walter    64 

Jeandron.    W.    J 157 

Johnson  Fare  Box  Co 149 

Johns-Pratt  Co 37 

K 

Kinnear  Mfg.  Co 79 

King.  Philip  T 152 

Kuhlman  Car  Co 162-163 


Page 

Lapp   Insulator  Co..   Inc 143 

Lawrence    Mchy.    Co 151 

Le  Carbone  Co 137 

Lc  Grand,  Inc.,  Nic 149 

Long  Bell  Lumber  Co 43 

Lorain   Steel  Co 93 

M 

McCardell  &  Co I4j 

McGraw-Hill  Book  Co 132 

McGuire   Cummings   Mfg.    Co.  .  .    34 

MacGovern    &  Co..    Ine 153 

Marsh    &    McLennan 38 

Martindale  Electric  Co 137 

Massey   Concrete   Products   Corp.  21 

Meisel  Press  Mfg.  Co 78 

Mica  Insulator  Co 77 

Miller   Trolley   Shoe    Co 116-117 

Midvale   Steel    &   Ordnance 134 

Metal  &  Thermit  Ct)rp 48-49 

Missouri  Car  Co 127 

More-Jones    Brass    &   Metal    Co.. 

122-123 

Morton  Mfg.  Co 149 

N 

Nachod  Signal  Co.,  Inc 145 

Na.shville  Tie  Co 143 

National  Brake  Co 61 

National  Carbon  Co .    94 

National  Pneumatic  Co..  Iii^.  .16-17 
National  Railway  Appliance  Co.  149 
National  Vulcanized  Fibre  Co.  ..137 
New  York  Switch  &  Crossing  Co. 145 

Newiwrl  Culvert  Co 68 

Nichols-Lintern     Co 148 

Norma  Co.  of  America,  The.  .  .  .115 
NuttaM  Co.,  R.  D 52 


O 

Ohio  Brass    Co 14-15 

Ohmer  Fare  Register  Co 1 39 

Oil  tc  Waste  Saving  Machine  Co.  147 
Ong,  Joe   R 63 

P 

Page  &  Hill  Co 40-41 

Page  Steel  &  Wire  Co 131 

Pantasote  Co 106 

Parsons,    Klapp,    Brinckerhoff    & 

Douglas   64 

Paxson  Co..  J.  W 148 

Perey  Mfg.   Co..    Inc 102 

Positions  Wanted  &  Vacant ...,  151 
Power  Specialty  Co 148 

K 

Railway  Track-work  Co 90-91 

Railway  Utility  Co 157 

Rail   Welding  &  Bonding  Co.  .  .  .    69 

Read-Wyl-U-Ryd     Co 74 

Ramapo  Ajax  Corp 135 


Page 

Riehey.   Albert  S 64 

Robinson  &  Co.,   Dwight  P 04 

Roebling's  Sons  Co.,  John  A,  ,  .145 

Roller-Smith    Co 134 

Rome  Wire  Co 143 

Rooke  Automatic  Register  Co..  181 

Root  Spring  Scraper  Co 141 

Rubber   Insulated   Metal    Corp..  130 

8 

Safety  Car  Devices  Co 12 

St.  Louis  Car  Co 124 

Salzberg  Co.,  Inc..  H.  E 152 

Samson  Cordage  Works 108 

Sanderson  &  Porter    64 

Searchlight    Section    130-153 

Seymour    Portable    Rail    Grinder 

Co 63 

Sherman   Service  Inc 35 

Shaw    Henry   M 145 

Silver  Lake   Co .  . 149 

Spray  Engineering  Co 98 

Smith  &  Co..  C.  E 64 

Smith  Heater  Co..  Peter 148 

SouUurn  Cypress  Mfg.  Assn.  .  .  .132 
Stafford  Roller  Bearing  Car 

Truck  Corp.   1 13 

Standard  Steel  Works  Co 126 

Standard  Underground  Cable  Co .  130 

Star  Brass  Works 112 

Stone   &  Webster    64 

Stucki   Co.,  A 149 

T 

Terry  Steam  Turbine  Co 99 

Thomas  Car  Works,  Perley  A  .  .  142 
Thornton  Trolley  Wheel  Co....  149 
Tool  Steel  Gear  &  Pinion  Co.  ,,.125 

Transit  Equip.   Co 131 

Trolley  Supply  Co .  ■. 18 

V 

U.  S.  Electric  Signal  Co 144 

Universal   Lubricating  Co 1 33 

Universal   Safety  Tread  Co 160 

V 

Vacuum  Oil  Co 62-83 

Van  .Dorn  Coupler  Co 141 

W 

"Want"  Ads 151 

Wason  Mfg.  Co 162-163 

Western   Electric  Co 24-27 

Westinghouse    Electric    4    Mfg. 

Co 2.4-10 

Westinghouse  Traction  Brake  Co.  1 1 

Wharton,  Jr.,  Co..  Wm 92-93 

White  Engineering  Corp..   J.  G.  .    84 

Wish  Service.  The  P.  Edw 65 

Witbar  Tool  Co 151 

Wood  Co  .  Chas.  N 131 


iiiiiiiimiiitmiiiiiiiiiiiiiiiiniiimiiiniiniiiiiiiiiuiuiriiiiimiiiiiiiiiiiiiiiiiiiiinniiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiimiiinimiiiiiiiie      Bniiiiiiiiiii miimiuiiinimiiiiiiiniiirmiimiii iiiiiiiiimi iiinniniii t niiiiiiiiiiiiinniimiiimiiiiiiiiiir. 

SAFFTY    TRFADS  I  Northern     CEDAR    POLES    Western  | 


Universal  Safety  Tread  Company 

Offlctt   in   all    PrincifMl    CUies  I  | 

40  Conrt  Street  Send  for  Catalogne  RR  Boston,  Mass.    1  I 

=  : 


We  guarantee 
i     I    all  grades  of  poles;  also  any  butt-treating  specifications 

BELL  LUMBER  COMPANY 

Minneapolis,    Minn. 


riiiniiiiiminiiiiiiiiuiiiiiiiimimmntiiiiHiiiiMiiiiiiniiiiniUMiiMiiiiiiiiiiiiiiiiiininiMHMitiiiiiiiitiiiiiiiiiiiiiiiiimiiiiiiHiiiiiin  '•iiimiiitiiiiiiiiniimiiMiiiMHiiimiiinimiiMiiiiiiiiiiiiniiiMiiniiiiiiHiiitMiminiiiiiiitHiiniiiiMimiMiiimiiiMimiiniiimiiiiiimiiK 


March  17,  1923 


Electric    Railway    Journal 


161 


900  new  type  ROOKE  Automatic  Registers  on 

this  one  road  illustrate  their  abil- 
ity to  meet  every  fare  collection 
requirement 

Fare  Collection  Safeguarded  and  Standardized! 


* 


The  United  Electric  Railways  Company 
operates  in  the  second  most  populous  sec- 
tion of  New  England  (Providence  and 
vicinity),  serves  and  connects  up  a  half 
dozen  small  cities.  It  operates  hundreds 
of  one-man  cars,  hundreds  of  pay-enter, 
pa\'-leave  cars,  ordinary  box  cars,  open 
running-board  cars  in  summer,  busy  in- 
terurban  and  interstate  zone  collecting 
lines — operates  an  increasing  fleet  of 
motor  buses  serving  suburban  and  cross- 
town  lines,  cares  for  street  collections  dur- 
ing rush  hours,  etc.,  etc. — all  fare  collec- 
tions from  this  varied  operation  being 
cared  for  by  the  ROOKE  register. 

This  standardization  is  unique  as  regards 
its  extent  and  financial  effectiveness.  In- 
stead of  two  or  three  different  kinds  of 
boxes  and  overhead  registers  with  a  few 
punch  cards,  cash  receipt  schemes  or  turn- 
stile devices,  this  company  meets  all  its 
fare-collecting  contingencies  by  making 
proper  use  of  but  one  mechanism.  The 
new  model  ROOKE  Automatic  Register 
receives  nickels,  dimes,  quarters  and 
metal  tickets  into  its  one  coin  slot  for  in- 
stantaneous registration  and  accurate 
classification  on  different  totalizing 
counters. 

On  the  bus  lines,  this  means  that  the  15, 
25  and  30-cent  cash  fares  are  paid  by  in- 
serting any  combination  of  those  coins  into 
the  one-slot  of  the  register.  In  the  city 
operation  metal  tickets  are  covering  a  re- 
duced  fare    rate    and    are   paid   into   the 


register  and  accurately  classified  apart 
from  the  higher  cash  fare  charge. 

Conductors  operating  pay-enter  and  pay- 
leave  cars  prefer  the  ROOKE  register  to 
any  box  system  on  account  of  its  greater 
flexibility  in  enabling  them  to  convenience 
both  themselves  and  their  passengers, 
keep  them  moving,  etc.  On  the  one-man 
cars  an  even  300  ROOKE  Box  Portables 
are  in  service.  These  boxes  are  merely 
stands  or  holders  for  the  portable  register. 
The  operator  has  both  hands  free,  can 
see  each  coin  paid — has  absolute  collec- 
tion control,  and  can  instantly  remove  the 
register  in  order  to  "go  after"  fares 
should  inside  collection  be  necessary. 

No  other  large  company  in  this  country, 
operating  such  a  varied  service  enjoys  the 
degree  of  passenger  co-operation  which  is 
obtained  here.  Passengers  ahvays  register 
their  o^vn  fares  no  matter  when  fare  is 
paid  or  on  what  type  of  car  or  motor  bus 
it  is  paid.  They  become  habituated  to 
this  method  of  payment  and  the  method 
of  payment  insures  instantaneous  registra- 
tion and  accurate  accounting. 

It  is  the  ne^■.^  capacity  ROOKE  that  makes 
all  this  possible.  The  old  one-coin 
ROOKE  is  a  memory.  The  new  machine 
"grips"  the  nickel-dime-quarter  and  metal 
ticket  and  "tugs"  the  coin  into  one  ample 
lot  mouth — then  s'aallovjs,  registers, 
rings  and  disgorges  instantaneously.  No 
other  method  or  mechanism  permits  of 
such  standardization  or  delivers  such 
tieht  financial  results. 


Rooke  Automatic  Register  Company 

Providence,  R.  I. 


162 


Electric    Railway    Journal 


March  17,  1923 


Bangor  Railway   tS  Light   Company's 
New  Double-Truck  Safety  Cars 


Comfortable  Riding  and  Low  Maintenance 
are  Chief  Characteristics  of  Brill  No.  77-E 
Low- Level  Truck  for  Light -Weight  Cars 


The  tendency  in  present-day  car  con- 
struction for  city,  suburban  and  in- 
terurban  service  is  toward  light 
weight.  For  these  light  weight  cars, 
there  exists  a  demand  for  a  type  of 
truck  in  which  comfortable  riding 
and  low  maintenance  expense  have 
not  been  sacrificed,  and  the  Brill 
No.  77-E  Low-Level  Truck  is  find- 
ing favor  for  this  class  of  service. 


Constructed  with  solid-forged  side- 
frames  there  is  less  liability  of  break- 
downs and  its  construction  with  such 
important  Brill  features  as  the  Bol- 
ster Guide,  Graduated  Spring  Sys- 
tem and  Half-Ball  Brake  Hangers 
enable  the  Brill  77-E  Low-Level 
Truck  to  provide  the  most  com- 
fortable riding  action  under  any  type 
of  light-weight  double-truck  car. 


Write  for  copy  of  Bulletin  No.  259. 

The  J.  G.  Brill  Company 

Pmii_a.de:i_pi-iia.,  Pa.. 


American    Car    Co. 

ST.    t-OU)S      r</IO. 


C.C.  KuHuMAN  Car  Co.      —      Wason    Manfc  Co. 

Cl-EVEl_  AMD.  Owio.  scntf^CFIELD.MASS. 


March  17,  1923 


Electric    Railway    Journal 


Louisville's 
55  New  Safety  Cars 

Equipped  with 

Brill  Automatic 
Slack  Adjusters 


The  Brill  Automatic  Slack  Ad- 
juster has  been  adopted  by  many 
railway  companies  as  standard 
equipment  for  their  Birney 
Safety  Cars.  To  these  has  just 
been  added  the  Louisville  Rail- 
way Company,  which  recently 
received  fifty-five  new  Safety 
Cars  built  by  us,  all  of  which 
were  equipped  with  this  new 
Air-Operated  Slack  Adjuster  for 
compensating  for  wheel  and 
brake  shoe  wear. 


Its  application  direct  to  the  bot- 
tom brake  rod  is  an  assurance  of 
the  absence  of  lost  motion,  and 
the  fact  that  it  operates  only 
when  brake  adjustment  is  nec- 
essary reduces  maintenance  to 
the  minimum. 

With  Brill  Automatic  Slack  Ad- 
justers on  your  Safety  Cars  your 
brake  rigging  is  always  adjusted 
and  safe  and  efficient  brake 
operation  is  assured. 


Write  for  full  particulars. 


m  The  J.  G.  Brill  Company  M 

liaSl  Pmii-adei-phia,  Pa.  "" 


American   Car   Ca    — 

ST.    I.OUIS     MO. 


G.C.  KuHLMAN  Car  Co. 

CI-CVCUAf^O.aHIO. 


^     Wason    Manp'c  Co. 
SPniNOFici-o.MAsa. 


Maintenance  is  Less  with  Modern  Motors 


aE-265— 35  H  J. 


GE-254— 140  H.P. 


-and  service  is  improved 


^?r5? 


Records  of  a  large  number  of  railway  motors 
which  have  been  in  service  15  to  20  years  show 
annual  maintenance  and  inspection  costs  of 
$120  to  $250  per  motor. 

Similar  records  on  modem  G-E  railway  motors 
show  annual  maintenance  and  inspection  costs 
of  only  $35  per  motor. 

Investigate  the  savings  in  operating  costs,  and 
the  increased  reliability  of  service  which  can  be 
obtained  by  replacing  your  older  machines. 


G 


General  Office 
Schenectady;  N.Y 


(stric 


Sales  Offices  in      25-1% 


■©mmpainij  xfj^fs&^s 


McGraw-Hill  Co.,   Inc. 


March  24,  1923 


Twenty  Cents  Per  Copy 


i^^MMiPiiif 


^^^H 


NEGIE  BRANCH 

TEXAS. 


¥ 


Enable  small  gangs  to  equal 
the  work  output  of  large  ones 

A  five  man  gang  with  I-R  Pneumatic 
Tampers  will  tamp  more  track  and  do  a 
better  job  than  sixteen  men  hand  tamping. 

INGERSOLL-RAND  COMPANY 

11  BROADWAY,  NEW  YORK  CITY 

OKces  in  all  principal  domestic  and  foreign  citie* 
Foi'  Canada  refer  Canadian  Inger.oll-Rand   Co.,  Limited,  260   St.  James  St.,   Montreal 

Inoer^oll  -Rand 


Electric    Railway    Journal 


March  24,  1923 


Advertising  For  Freight 


The  advertisement  repro- 
duced in  the  circle  to  the 
right,  speaks  for  itself. 

Why  not  follow  the  ex- 
ample of  such  roads? 

They  do  not  wait  for  busi- 
ness to  come  to  them — 

They  go  after  it 

Baldwin -Westinghouse 
Electric  Locomotives  and 
Westinghouse  Baggage- 
Car  Equipments  w^ill  haul 
your  freight  economically 
and  provide  dependable 
service. 


FAST   FREIGHT    SERVICE 
INDIANAPOLIS  TO   LOUISVILLE 

Early  Morning  Delivery  to  Both  Cities 

THROUGH  RATES 

Louisville,  Ky.  and  Intermediate  Points 

TO 
All  Points  Reached  by  Electric  Railways 

Second  Morning  Delivery 

Terre  Haute,  Lafayette,  Logansport,  South 
Bend,  Fort  Wayne,  Ind.;  Dayton,  Toledo, 
Cleveland,  Ohio;  Detroit,  Flint,  Jackson, 
Lansing  and  Grand  Rapids,  Mich. 

For  Detailed  Information  See  Local  Agent 
INTERSTATE  PUBLIC  SERVICE  COMPANY 


WESTINCHOUS^  ; 
ELECTRIC    JA 


Westinghouse  Electric  8C  Manufacturing  Company 
East  Pittsburgh,  Pa. 


Westinghouse 


Vol.  61,  No.  12 


New  York,  March  24, 1923 


Pages  503-548 


HENRY  H.  NOKBIS 
Engineering  Editor 

MOBBIS  BUCK 
Associate  Editor 

C.  W.  SQCIEB 

Associate  Editor 

CARLW.  STOCKS 

Associate  Editor 

O.  J.  MaoMURRAY 

Nen-s  Editor 

JOHN  A.  MILLER,  JB. 

Editorial  Assistant 


Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


K.  A.  BOWERS 
Paeiae  Co«st  Editor 
Rlilto  BIdg.,  8u  rranclsn 
H.  S.  KNOWLTON 
New  E^land  editor 
Tremoat  Bldf.,  Boston 
MEBBILL  B.  KNOX 
Editorial  Assistant 
Old  ColooT  Bld(.,  Chicago 
PAUL  WOOTON 
Washington  Representatlr* 
C(d<irado  Bldg. 

BABOLD  V.  BOZELL 

Consulting  Editor 


CONTENTS 

Editorials    503 

Remodeling  Power  Plant  for  Fuel  Oil  Use 505 

Berkshire  Street  Railway,  Pittsfleld,  Mass.,  is  changing  over  six 
boileis,  using  the  steam  atomizing  system  ;  a  100.000-gal.  oil  tank, 
filled  from  tank  cars  by  gravity,  provides  ample  fuel  reserve. 

Further  Changes  in  Detroit  Municipal  System  Described. 508 

Three  more  of  consultant's  series  of  leaflets  deal  with  equipment, 
overhead  and  transportation.  How  the  practices  of  the  United 
Railway  have  been  changed  under  municipal  operation. 

The  Readers'  Forum 512 

Taking  Employees'  Suggestions  Seriously 513 

Association  News  and  Discussions  514 

Illinois  Association  Holds  Third  Joint  Conference 514 

Executive  problems,  highway  construction  and  inventory  methods 
hold  interest  of  railway  men.  Education  and  public  relations  were 
subjects  at  sessions  held  with  state  gas  and  electric  associations. 

Training  Young  Engineers  in  Utility  Work 515 

By  Britton  I.  BuDD, 

Manufacture  of  Electric  Railway  Equipment 516 

By  C.  E.  Thompson. 

The  Sale  of  the  Ride 517 

By  Walter  Jackson. 

The  Future  of  the  Electric  Railway  Business 518 

By  W.  H.  Sawyer. 

Stores  and  Inventory  Methods 519 

By  Stanley  P.  Farwell. 

Railway  Engineering  Association  Meets  in  Chicago 523 

Merita  of  the  Company  Publication 525 

By  a.  R.  Baxter. 

Jack-in-the-Pulpit  Is  Succeeding  the  Shrinking  Violet. .  .526 

By  Labbrt  St.  Clair. 

Fifty  Billions  in  Transportation 528 

American  Association  News 529 

Maintenance  of  Equipment 530 

New  Equipment  Available 532 

News  of  the   Industry 533 


McGraw-Hill  Co.,  Inc.,  Tenth  Ave.  at  36th  St.,  New  York 

jAUBfl  H.  MoOraw,  Preeldent  Cable  Address :    "Machinist.  N.  Yi'*- 

Abtudb  J.  Baldwin,  Vice-President  /             .  ' 

Mauiolm  Mdis.  Vlce-Preeldent  Publishers  of 

B.  J.  Mehehn,  Vice-President  Entrfneerltu  tlW'KtMrd 

Mason  Bbitton,  Vice-President  American  MacMnttt 

0.  D.  Stbbet,  Vice-President  Power 

Jaues  H.  MoObaw,  Jb.,  See.  and  Trees.  CJ^^ite^  Of^                     (' 

Wabhinoton:  Utiallwoioal  Engineer ing 

Colorado  Building  OmI  Age 

CBioAGo;  f^^£££fA        BngUxeeririg  and  MimAr^j  Jovrnal-Preet 

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Copyright,   1^23,  by  McGraw-Hill  Company,  Inc. 

Published  weekly.  Entered  as  second-class  matter,  June  33,  1908.  at  the  Post  Offloa, 
at  New  York,   under  the  Act  of  Marcb   3.    1879.     Printed  In  U.   8.   A. 


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Bui  Traeteportatien 
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the  underlying  causes  affecting  the  industry  as  a 
whole. 

2.  "The  News  of  the  Industry." 

3.  Legal  news. 

4.  Foreign  news. 

5.  Articles  discussing  the  trend  and  effect  of 
legislative  enactments,  judiciary  dedsions  and 
public  opinion,  affecting  the  electric  railway  in- 
dustry. 

6.  Articles  on  economic  and  accounting  prin- 
ciples.— J.  K.,  Consulting  Engineer. 

Interested  in  Organization  and  Accounting 

Those  articles  written  hfy  authorities  in  the 
electric  railway  business,  letters  appearing  in  the 
"Readers'  Forum,"  "Financial  and  Corporate," 
articles  on  electric  railway  accounting. 

— J.  O.  B.,  Assistant  Treasurer. 

Looking  Out  for  Costs  and  Selling  Ideas 

Records  of  actual  costs  of  doing  work— rpar- 
ticularly  of  unusual  jobs  and  methods  of  ^oing 
the  work.  References  to  old  friends  in  the  per- 
sonal columns.  Articles  on  merchandising  trans- 
portation with  a  view  to  selling  it  to  the  people 
on  the  sidewalk.  This  is  more  than  "good  serv- 
ice."— D.  F.  C,  Consulting  Engineer.         ; 

Watching  Electrification  Developments 

We  are  especially  interested  in  articles  describ- 
ing railway  electrification,  electric  locomotives  of 
all  types,  and^-the  rtiaintenan^^and  operation  of 
electric  r^^l^^^P'"?'*-  ^Ij^nd  the  Journal 
of  value  ■^^PWMHjfen  with  information  of  this 
kind.  Tw^m^^Hfcsuch  information  that  you 
preKsEifhflHntr  jDleased  we  wi^,  be  with 
iffV.%  Manufacturer.    .  ■» 

"  Engineering 

Descriptions  of  apparatus  designed.     Discus- 
sions of  "engineering  problems.     Foreign  installa- 
tions and  practices.     Method  of  traffic  handling. 
Econorrifes  in  transportation.     Developments. 
— F.  E.  H'.,  Manufacturer. 

His  Problems  Apparent  From  This 

Fares.       Fare    collection    in    multiple 
Municipal  ownership.     Jitney  regulation,     rav- 
ing obligations. — C.  O.  W .,  General  Manager. 


Circulation  of  this  issue,  6,000 


Advertising  Index— Alphabetical,  40;  Classified,  36,  38;  Searchlight  Section,  35 


Electric    Railway    Journal 


March  24,  1923 


Assured  Protection 


for  your  cars,yoiir  line  anJ 
youi*  station  is  obtainedly 
installin^^stinghouse'- 
Dkect-Cun-ent  Lightning 
Arresters. 


rVESTINCHOUSC 
ELtCTBIC 


There  is  a  Westinghouse 
Lightning  Arrester  exactly 
suited  for  every  application 
and  for  every  voltage. 

Type  MP  for  voltages  up  to  750. 
For  Car,  Line  and  Station  Use. 

Type  K-3  for  voltages  up  to  1500. 

For    Car,    Line    and    Station    Use,  ^ 
practically  no  maintenance  required. 

Type  AR  for  voltages  up  to  3800. 

For  Car,  Line  and  small  substations. 

Type  A  Electrolytic,  for  voltages  up  to 
2450,  gives  maximum  protection  for 
all  stations,  large  or  small. 


Westinghouse  Electric  8C  Manufacturing  Company 
East  Pittsburgh,  Pa. 


Westinghouse 


March  24,  1923 


Electric    Railway    journal 


"KTJNCHQUSrX 


ELECTRIC 


^'•v 


xs 


SPEED  UP  Steel  Car  Repairino' 
iDith  Electric  Arc  Cuttingc 

Electric  Arc  Cutting  is  now  a  very  important  factor  in  meeting  the 
great  demand  for  repairing  steel  cars  and  speeding  them  into 
revenue  earning  service. 

Greater  output  per  man  per  day  is  the  result.  It  takes  only  one  man 
to  burn  off  the  heads  of  rivets  and  cut  up  the  sides  of  steel  cars  for 
patches  or  new  ends.  Moreover,  rivets  are  burned  off  without 
mutilating  the  sheet,  the  holes  can  be  used  over  again.  This  fact  is 
indeed  important,  especially  when  working  on  thin  or  deteriorated 
side  sheets.    Don't  use  rivet  busters — burn  them  out. 

Westinghouse  equipment  for  this  class  of  work  has  met  with  universal  success. 
Leading  railroads  and  car  builders  are  saving  thousands  of  dollars  per  month  by 
using  Westinghouse  Arc  Welding  Equipment  and  the  graphite  process  of  electric 
arc  cutting. 

Write  for  bulletins  describing  in  full  the  Westinghouse  Electric  Arc  Cutting 
EUquipment. 

Westinghouse  Electric  &  Manufacturing  Company 
East  Pittsburgh,  Pa. 


— __      \ 


W^tingbouse 


Electric    Railway    Journal 


March  24,  1923 


Easy  to  "^ct  at" 


THE  ready  accessibility  to  all  parts 
is  one  of  the  most  marked  advan- 
tages of  Westinghouse  DH  "Bunga- 
low" Compressors. 

Your  inspectors  find  DH  Compressors 
so  easy  to  "get  at"  that  a  high  state  of 


efficiency,  with  minimum  effort  and 
expense,  is  always  assured. 

Three  sizes — 10,  16  and  25  cu.  ft.  dis- 
placement. Have  you  seen  Publication 
2016? 


Westinghouse  Traction   Brake  Company 

General    Offices    and    Works:      Wilmerding,    Pa. 


Boston,  Mass. 
Chicago,  111. 
Columbus.  Ohio 
Denver.  Colo. 
Houston.  Tex. 


OFFICES: 

Los  Angeles 
Mexico  City 
St.  Louis.  Mo. 
St.  Paul,  Minn. 


.  New  York 
Pittsburgh 
Washington 
Seattle 
San  Francisco 


WESriNGIIOUSETRACTIONBR\KES 


March  24,  1923 


Electric    Railway    Journal 


Saving  money  by  neglecting  tlie  rail  bonding 

is  like  cutting  down  the  grocery  bill 

by  eating  at  a  hotel 


Type  AW-8  Bond  for  Ball  of  Rail 
Also  made  for  Base  of  Rail 

O-B  Arc  Weld  Bonds  have  four  fun- 
damental features  which  simplify  in- 
stallation and  make  a  better  weld 
possible. 


Type  ST-2  Bond 

O-B    Gas  Weld   Bonds   were   pioneers. 
They  are  still  first. 


Type  F-3  Bond 

Concealed   Type  of   Bond,  installed 
under  splice  bar 


Type  EP-2  Bond 

A  lon^  bond  for  around  the  splice  bar. 
Especially    valuable   on    joints    where 

rail  movement  is  considerable 
O-B  Stud  Terminal  Bonds  are  made  in 
all  lengths  and  capacities  with  cither 
compressed    or    pin-driven    terminals. 


You  are  paying  more  for  poor  bonding  than  good  bonding  costs. 

O-B  Bonds  are  good  bonds. 


The  Ohio  (^  Brass  c^ 


Mansfield, 


Ohio.U.SA. 


New  York     Philadelphia     Pittsburgh     Charleston.  W.Va     Chicago     Los  Angeles     San  rrancisco      Paris,  Trance 
Products:   Trolley  Material,    Rail  Bonds.    Electric  Railway  Car  Equipment.    High  Tension  Porcelain  Insulators.    Third  Rail  ln»ulator> 


Electric    Railway    Journal  March  24,  1923 


^  Jnsurance  plus 

Marsh  &yrC-Ijennan  tSemce 


Additions  and  Betterments 

When  plans  are  taking  shape 
for  additions  and  betterments, 
you  can  profitably  employ  the 
services  of  Marsh  and 
McLennan  engineers. 

They  enable  you  to  safeguard 
profits,  eliminate  hazards  and 
reduce  insurance  cost. 

Business  executives  of  many  of 
our  large  corporations  have 
used  this  service  profitably. 


MARSH  &  MCLENNAN 

175  W.Jackson  Blvd.  Chicago,  111. 

Minneapolis  Denver  San  Francisco  Winnipeg 

New  York  Duluth  Seattle  Montreal 

Detroit  Columbus  Cleveland  London 


March  24,  1923 


Electric    Railway    Journal 


m 


LTHOUGH  we  are  urging 
the  use  of  Steel  Tie  Track 
Construction  we  cannot  tell 
you  with  a  cost  accountant's  pre- 
cision its  exact  cost. 

You  can,  however,  by  careful  esti- 
mates based  on  other's  experience, 
veiV  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  customers  on  1922  work 
which,  with  other  data,  we  will  be 
pleased  to  send  to  any  interested 
railwav  man. 


THE  INTERNATIONAL  STEEL  TIE  CO. 

Cleveland 


10 


Electric    Railway    Journal 


March  24,  1923 


Make  this 
as  good  as  new 


with  the 

RECIPROCATING 

TRACK 

GRINDER 


A  Real  Rail  Restorer! 

Not  only  do  the  corrugations  disappear,  but  under  the  action 
of  the  grinding  blocks  of  the  Reciprocating  Track  Grinder, 
the  rail  head  resumes  its  original  shape.  That's  because  these 
grinding  blocks  automatically  assume  the  contour  of  the 
original  rail-head,  and  keep  it  without  requiring  constant 
dressing. 

Longer  Life  of  both  track  structure  and  rolling  stock  result 
from  the  elimination  of  corrugations.  This  is  a  maintenance 
proposition  that  pays  in  every  way. 

Do  your  welding  and  grinding  with 
AJAX  ond  ATLAS 

Electric  Arc  Welders  Rail  Grinders 


A  155  lb.,  convenient  and  simple 
electric  welding  outfit.  Its  high 
ampere  output  makes  it  especi- 
ally desirable  for  electric  rail- 
way lines  where  the  voltage  is 
sometimes  low. 


with  this  light,  fast  and  efficient 
rotary  grinder,  built-up  joints 
and  special  work  can  be  smoothed 
off  in  shortest  time  and  without 
delaying  traffic. 


Railway  Track- work  Co. 

3132-48  E.  Thompson  St.,  Philadelphia,  Pa. 
30  Church  St.  New  York 


Chas.  N.  Wood  Co. 

Boston 

Atlas  Railway  Supply  Co. 

Chicago 

Equipment  &  Engineering  Co 
London.    Eng. 


AGESTS: 

Electrical  Engineering  &  Mfg.  Co. 

Pittsburgh 

P.  W.  Wood 

New  Orleans 


March  24,  1923 


Electric    Railway    Journal 


11 


North,  East,  South,  West! 


KEYSTONE 

CAR  SPECIALTIES 

Illuminated   Deitination    Signs 

Steel    Gear   Cases 

Motormen's   Seats 

Faraday    Car    Signals 

Lighting    Fixtures 

Golden   Glow    Headlights 

Headlight    Resistances 

Air  Sander* 

Trolley  Catchers 

Shelby  Trolley  Poles 

Rotary  Gongs 

International     Fare     Registers 

Fare   Register    Fittings 

Samson  Cordage 

Air   Valves 

Cord   Connectors 

Trailer  Connectors 

,  Automatic    Door    Signals 

Standard    Trolley    Harps 

Standard  Trolley  Wheels 

Check  off  your  wants 
and  send  for  respec- 
tive data  sheets  today 


You'll  find  ranking 
railways  of  the  country 
specifying  from  this  list 

If  we  started  in  to  enumerate  the  systems  satisfactorily 
using  one  or  more  of  the  Keystone  Car  Specialties 
listed  on  this  page,  we'd  have  to  mention  nearly  every 
electric  railway  line  in  the  United  States.  This 
universal  approval  of  Keystone  Specialties  is  very 
gratifying,  but  we  hope  to  see  our  good  friends  standard- 
izing on  the  complete  line  of  Keystone  Car  Specialties. 


Maybe  you  haven't  the  entire  file  of  Keystone  data  sheets. 
Shall  we  send  them? 


Electric  Service  Supplies  Ca 

Manufacturer  of  Railway  Material  and  Electrical  Supplie* 

PHILADELPHIA  NEW  YORK  CHICAGO 

17th  and  Cambria  Streets  50  Church  Street  Monadnock    BIdg. 

Branch  OtRcts:  Boston,  Scranton,  Pittsburgh 

Canadian  Distributora  : 

Lyman  Tube  A  Supply  C9.,  Ltd,  Montreal,  Toronto,  Winnipeg  Vancouver 


12 


Electric    Railway    Journal 


March  24,  1923 


Gosh,  how  the  contracts  roll  in! 

North,  East,  South  and  West  electric  street  rail- 
ways are  demonstrating  their  faith  in  Texaco — 

They  say  it  with  contracts/ 

Contracts  count. 

And  a  contract  with  The  Texas  Company  for  lubrication  counts  especially,  because 
of  what's  behind  it. 

(Just  to  touch  the  high  spots)  here's  what  is  back  of  a  Texaco  contract: 


S!^ 


A  huge,  dependable  organization  which,  in 
itself,  controls  every  process  of  production, 
refining,  handling,   and  distribution. 

The  vast  stocks  of  Texaco  Lubricants,  always 
on  hand,  are  of  a  high  grade  and  constant 
quality.  As  we  ourselves  make  them,  sell 
them,  ship  them,  we  can  and  do  guarantee 
their  uniformity. 

Texaco    has    more    than    adequate    shipping 


facilities.  Its  OWN  tank  cars.  Its  OWN 
warehouses  dotting  the  Country.  Its  OWN 
motor  vehicles  for   local   delivery. 

Nothing  in  the  way  of  lubrication  is  foreign 
to  Texaco.  We  are  lubricating  every  kind 
of  equipment  which  uses  or  produces  power. 
We  can  and  do  supply  high  grade  oils  fully 
able  to  meet  your  every  requirement  whether 
for  Power  house,  Sub-station,  Rolling  stock 
or  Track — also  burning  oils  and  gasoline. 


In  addition  to  all  this: — Texaco  Engineering  Service — 


the  unstinted  .st-rvice  of  experienced. 
Draetical.  capable  Lubrication  Engineers. 
si>eciali8ts  in  street  railway  work,  who  will 
investigate,  advise,  demonstrate  and  co- 
operate with  new  or  old  clients  for  the  one 
purpose  of  bringing  down  maintenance  and 
lubricating  costs  to  the  lowest  possible 
!evol,   and  keeping  them  there. 


Even  before  you  sign  a  contract,  they  will 
be  glad  to  explain  the  proposition,  sulrey 
your  road,  if  necessary,  and  make  practical 
recommendations. 

You'll  like  the  way  they  go  a'ooul  things 
so  much  that  it  is  quite  likely  that  YOU 
will  be  the  one  to  suggest  a  contract. 


There  Is  a  Texaco  Lubricant  for  Every  Purpose 


THE  TEXAS  COMPANY 


DEPT'  RJ'  17  BATTERY  PLACE  ^NEWYORK  CITY 

HOUSTON  -  CHICAGO  -  NEW  YORK 

OFFICES  IN  PRINCIPAL  CITIES 


March  24,  1923 


Electric    Railway    Journal 


IS 


Over  10,000  cars,  here 
and  abroad^  are  equipped 
with  one  or  more  of  these- 


NATIONAL  PNEUMATIC 

Door  and  Step  Control 

Motorman's  Signal  Lights 

Safety  Interlocking  Door  Control 

Door  and  Step  Operating  Mechanism 

Multiple  Unit  Door  Control 


het  us  quote  for  your  new  cars 

National  Pneumatic  Company,  Inc. 

Originators  and  Manufacturers 

PRINCIPAL  OFFICE:  SO  Church  St.,  NEW  YORK 

Philadelphia— Colonial  Trust  Building        Chicago— McCormick  Building 

Works — Rahway,  New  Jersey 

Manufactured  in  Canada  by 
Dominion  Wheel  &  Foundries,  Ltd.,    Toronto,   Ont. 


14 


Electric    Railway    Journal 


March  24,  1923 


March  24,  1923 


Electric    Railway    Journal 


16 


The  Enco  S.  A.  R. — How  It  Is 
Revolutionizing  Oil  Burning 

No  one  achievement  has  done  more  to  broaden  the  industrial  applicability 
of  fuel  oil  than  the  Enco  S.  A.  R. — the  only  successful  use  of  steam 
atomization  in  conjunction  with  air  registers  rather  than  checker  work. 


THIS  method  of  oil  burning,  devel- 
oped by  The  Engineer  Company 
and  known  as  the  S.  A.  R.  System,  has 
several  novel  features  and  many  advan- 
tages. In  this  system  a  steam  atomiz- 
ing burner  producing  a  hollow  cone 
spray     is     used     with     an     air     register. 


An  Enco  S.  A.  R.   Unit   With  Radiation  Plate 
Removed 

This  arrangement  offers  the  folloiuing 
advantages: 

JLOW  OIL  PRESSURE,  not  over  thirty  pounds, 
permitting  the  use  of  low  pressure  pumps, 
heaters,  strainers  and  piping. 

IX)W  OIL  TEaiPEaiATtlRES.  saving  steam 
and,  in  connection  with  the  low  pressure,  re- 
ducing the  danger  from  leaks. 

SIMPLICITY  OF  OPERATION.  The  burners 
will  run  lor  weeks  without  cleaning.  Mo 
special  training  is  required  to  operate  them. 

WIDE  VARIATION  IN  CAPACITY— Irom  a 
pilot  light  to  over  100  gallons  per  hour  witn- 
out  change  in  the  burner,  simply  by  varying 
the  oil  and  steam  pressures.  As  the  spray 
angle  is  determined  by  the  holes  in  the  nozzle 
and  by  the  draft,  the  hollow  cone  fills  the 
furnace  opening  at  all  capacities. 

ABILITY  TO  REACH  RATINGS  far  above 
those  obtained  by  steam  atomizers  over  tne 
customary  checker  work.  Rating  as  high  as 
250%  have  beea  reached  with  natural  dralt 
and  much  higher  with  both  induced  and  forced 
draft. 

LOW  FLAME  VELOCITIES  with  probability 
o{  httle  or  no  damage  to  furnaces  and  tubes 
or  boiler  shells  at  high  ratings. 


ADAPTABILITY  to  forced  and  induced  draft. 

NO  CONCENTRATION  OF  HEAT  to  produce 
a  blow  torch  effect,  as  the  flame  is  soft  and 
diffused. 

CAPACITY.  As  mauy  burners  may  be  In- 
stalled as  the  area  of  the  boiler  front  permits, 
owing  to  the  method  of  admitting  air  for'com- 
bustion  around  the  burners  through  the  front 
wall,  instead  of  underneath  the  burners. 

LOW  STEAM  CONSUMPTION  lor  atomization 
due  to  the  highly  efficient  method  of  atomizing 
and  the  superheating  of  the  oil  spray  as  it 
issues  Irom  the  burner. 

S.MALL  LIABILITY  OF  DAMAGE  to  furnaces 
or  boilers  due  to  inefficient  operation. 

ABILITY   TO  OPERATE  AT  HIGH   RATINGS 

at  low  dralt,  because  ol  the  register  design 
and  the  fabric  ol  the  hollow  cone,  which  offers 
little  or  no  resistance  to  the  entering  air  and 
burns  largely  on  surlace  contact. 

GOOD  HEAT  DISTRIBUTION  IN  THE  FUR- 
NACE. A  large  proportion  of  the  heat  is 
developed  in  the  front  part  of  the  furnace.  As 
the  drive  is  lost  soon  after  the  spray  leaves  the 
nozzle,  the  furnace  is  filled  from  side  wall  to 
side  wall  and  from  Iront  to  bridge  wall  with 
the  much  sought  "floating  fla.me." 

RELIABILITY  OF  OPERATION.  Even  under 
adverse  conditions,  very  good  results  are 
obtained.  Though  cold,  heavy  or  dirty  oil, 
fluctuation  in  pump  pressure,  wet  steam,  etc.. 
are  to  be  avoided  if  possible,  assurance  that 
the  equipment  will  function  and  steam  can  be 
gotten  up  and  maintained,  even  with  such 
conditions.  Is  of  value. 

A  radiation  plate  mounted  in  frort  of  the 
register  serves  the  double  purrtose  of  protect- 
ing the  operator  from  possible  flare-backs  when 
lighting  off  and  pre-heating  the  entering  air  by 
the  reflected  radiant  heat  from  the  furnace. 


Hccliuiial   View,  Showing  Assembly  ot  S.  A.  B. 
Unit  in  Boiler  Wall 


By  reason  of  their  unusual  experience 
in  combustion  engineering,  the  Engineer 
Company  has  been  peculiarly  fitted  to 
cope  with  the  subject  of  oil  burning. 
It  is  in  a  position  to  render  a  complete 
advisory  and  engineering  service  as 
well  as  to  supply  the  oil  burning  equip- 
ment best  suited  to  the  needs  of  each 
plant. 

Sectional  Vievis  of  Steam  Atomizer 
for  Hollotu  Cone  Flame 


A — Stetnn  l7tlfts 

n — Oil  Inlet 

C — Venturi  yozsle 


D — Tangential  Steam  Inlets 

K — Mixing  Chamber 

F — Nostle 

O — Hollow  Cont  Sprat  OutM 


THE  ENGINEER  CO. 


17  Battery  Place 


New  York  City 


Branch  Offices  in  all  the  Larger  Cities 


16 


Electric    Railway    Journal 


March  24,  1923 


Tailor-Made 


Advertising 


One  great  fact  must  be  remembered 
by  those  who  have  made  the  decision 
to  advertise.  The  advertising  plan 
must  fit  the  business  to  which  it  is 
applied.  There  are  no  ready-to-wear 
advertising  plans;  each  one  must  be 
tailor  made. 

The  purpose  of  advertising  is  to 
increase  business  and  not  to  relieve 
any  one  of  his  arduous  duties.  The 
manufacturer's  salesman  who  regards 
advertising  as  a  substitute  for  his  own 
efforts  has  missed  the  point.  His 
efforts  are  needed  more  than  ever  to 
support  the  advertising  and  put  it 
across.  His  reward  is  larger  sales. 

Likewise,  the  merchant  who  chooses 
the  advertised  brands  because  they 
are  "soft  and  easy"  selling,  has  over- 
looked the  essential  idea.  Certainly 
they  sell  easier ;  but  this  is  not  the  big 
important  truth.  Rather,  he  should 
see  that  the  manufacturer's  adver- 


tising is  an  instrument  put  into  his 
hands  for  increasing  his  volume  and 
speeding  up  his  turnover.  Looking  at 
the  matter  in  this  light,  he  will  bend 
every  effort  to  co-operate  with  the 
advertising  and  seek  to  make  it  pay 
him  additional  profits. 

Advertising  is  not  a  form  of  per- 
petual motion  that  goes  on  forever 
without  human  assistance.  The 
biggest  problem  any  man  has  to  settle 
after  he  has  determined  to  advertise, 
and  decided  how  to  advertise,  is  this: 
How  can  I  use  my  advertising  so  as  to 
get  the  most  out  of  it?  Without 
close-linked  co-operation  it  dissipates 
its  force  into  air. 

It  must  be  hitched  on  to  a  business 
properly.  Then  it  must  be  utilized 
with  intelligence.  When  these  con- 
ditions are  fulfilled  it  does  a  type  of 
work  for  which  there  is  no  efficient 
substitute. 


[Published  by  the  Electric  Railway  Journal  in  co-operation! 
with  The  American  Association  of  Advertising  AgenciesJ 


March  24,  1923 


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 
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 
arriving  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 !" 


Galena-Signal  (Kl  Cbmpanyi 


New  York  Franklin,  Pa.  .  Chicago 

"  and  offices  in  principal  ciiies  "^ 


18 


Electric    Railway    Journal 


March  24,  1923 


Do  you  know  what  lightning  costs  you? 


Consider,  too,  your  service 

While  searching  for  every  means  to  cut  down  mainte- 
nance costs,  have  you  considered  eliminating  repair  bills 
for  damages  from  lightning? 

Service  records  show  that  our  D-C.  Aluminum  Arresters 
will  prevent  practically  all  lightning  damage  to  car 
equipments.  For  instance,  on  50  roads  with  5000  cars 
equipped  with  them,  there  were  only  43  cases  of  slight 
damage  from  lightning  during  a  whole  year — averaging 
less  than  one  per  railway  and  less  than  one  for  every 
hundred  cars.  Some  of  these  equipments  have  suffered 
no  damage  from  lightning  for  several  years  since  the 
arresters  were  installed. 

Such  facts  are  significant.  They  call  for  a  study  of  your 
maintenance  records.  And  probably  you  will  find  one 
item  of  expense  that  the  D-C.  Aluminum  Arrester  can 
save  you. 


General  Office 
Sclaenectady;N.Y 


General^Electric 


Company 


Sales  Offices  in 
all  large  cities  man 


Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Company.  Inc. 

Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


Volume   61 


New  York,  Saturday,  March  24, 1923 


Number  12 


"So  the  People 
May  Know" 

IN  THE  series  of  bulletins  issued  on  the  Detroit 
municipal  street  railway  system,  Walter  Jackson 
continues  to  praise  the  practices  adopted  by  the  city's 
engineers.  Sometimes  this  desire  appears  to  have  led 
him  into  statements  that  are  difficult  to  sustain.  For 
instance,  when  he  says  that  "a  hard-drawn  copper  wire 
is  especially  uncertain  because  only  the  skin  of  this 
kind  of  wire  is  hard"  it  hardly  squares  with  experience. 
Of  course  it  is  true,  as  he  says,  that  a  knowledge  of  wire 
wear,  had  the  D.U.R.  left  the  record,  would  have  helped 
to  prevent  breakdowns.  He  estimates  a  loss  in  revenue 
of  $12,000  a  month  from  trolley  breakages,  resting  his 
argument  on  the  statement,  "Suppose  that  the  breakage 
of  a  trolley  wire  has  caused  the  loss  of  only  100  car- 
miles,"  and  combining  it  with  average  revenues  for  the 
entire  system  of  40  cents  per  car-mile.  Situations  can 
be  conceived  where  the  wire  may  be  broken  and  no  car- 
miles  lost,  as  a  delay  of  a  few  minutes  does  not  imply 
that  the  cars  would  not  complete  their  trips.  The  loss  of 
100  car-miles,  referred  to  as  the  minimum  likely  loss 
by  Mr.  Jackson,  would  mean,  for  instance,  that  each  of 
ten  cars  actually  failed  to  make  a  10-mile  trip.  Since 
he  states  that  trolley  breaks  averaged  ten  a  day,  there 
must  have  been  1,000  car-miles  loss  every  day. 

It  is  pointed  out  that  the  city  is  using  the  trainmen 
"efficiently,  humanely  and  with  minimum  outlay  for 
overtime  and  bonus  rates."  To  illustrate  this  he  cities 
the  Woodward  Avenue  schedule,  which  has  forty  straight 
runs  out  of  114,  or  only  35  per  cent  of  the  total.  The 
schedule  also  includes  sixteen  three-piece  runs,  or  14 
per  cent  of  the  total.  A  street  railway  that  today  can 
get  away  with  such  a  schedule  is  indeed  fortunate.  One 
prominent  system  comes  to  mind  whose  men  demand 
and  get  60  per  cent  straight  runs,  with  three-piece  runs 
practically  barred. 

His  severe  condemnation  of  the  single-end  car  would 
indicate  that  many  operators  of  large  properties  are 
■wholly  incompetent.  He  says  quite  a  large  school  of 
electric  railway  operators  "deliberately  crippled  the 
flexibility  of  their  railways  by  adopting  what  is  termed 
the  single-end  car,  but  which  might  more  appropriately 
be  called  the  one-armed  car."  This  indicts  the  man- 
agements in  a  score  of  cities  where  the  single-end  car 
gives  excellent  service. 

The  climax  is  reached  when,  with  a  series  of  "sup- 
poses" as  a  basis,  the  consultant  attempts  to  show  that 
the  average  fare  in  Detroit  is  the  lowest  in  the  United 
States,  3.86  cents.  If  there  is  any  authority  back  of 
this  figure  it  is  not  given.  The  Department  of  Street 
Railways  keeps  statistics  that  might  well  be  used  for 
such  a  comparison  so  that  the  public  might  have  figures 
based  on  facts.  From  the  actual  figures,  the  average 
fare  per  total  passenger  during  January,  1923,  is  found 
to  be  4.03  cents. 


Numerous  other  illustrations  could  be  cited,  but  these 
suffice  to  show  the  character  of  the  consulting  work 
acceptable  to  the  municipal  operators  in  Detroit.  Of 
course,  it  is  to  be  remembered  that  an  election  is  to 
take  place  April  2  and  the  people  must  be  "prepared." 


A  Wide  Acquaintance  Helps 
to  Foster  Good  Will 

THE  electric  railway  executive  should  be  well  known 
in  his  community  in  order  that  the  problems  of  his 
company  shall  receive  the  fair  consideration  they 
deserve  from  the  public.  There  is  probably  no  better 
time  for  him  to  meet  the  representative  men  of  other 
industries  than  at  midday  lunch.  Chambers  of  com- 
merce, rotary  clubs,  athletic  clubs,  the  public  restaurant 
are  all  desirable  places  in  which  to  spend  the  luncheon 
hour.  Acquaintances  and  friendships  made  at  these 
luncheons  may  some  day  prove  of  great  benefit.  On  the 
other  hand,  if  the  officials  of  a  railway  company  have 
a  clannish  spirit,  lunch  together  by  themselves,  and 
associate  very  little  with  the  general  public,  they  are 
throwing  away  an  opportunity  to  foster  good  will.  The 
company-furnished  lunch,  for  this  reason,  is  not  as 
desirable  as  might  be  thought  when  considering  only  its 
value  as  a  measure  to  increase  intra-company  business 
efficiency. 


A  Word  in  Defense  of 

the  Unpopular  Questionnaire 

THIS  is  the  season  of  the  questionnaire.  During 
the  next  few  weeks  electric  railway  department 
heads  will  be  bombarded  by  committees  with  lists  of 
questions  to  answer  for  the  benefit  of  the  industry. 
Each  year  the  number  grows  larger,  or  at  least  it 
appears  to  do  so.  Some  of  the  victims  are  inclined  to 
feel  that  research  by  this  method  is  being  carried 
too  far. 

Of  course  the  complainants  realize  that  the  ques- 
tionnaires are  intended  for  their  benefit;  that  there  is 
"nothing  in  it"  for  the  committees  which  send  them 
out.  In  fact  the  questions  are  framed  at  meetings 
where  the  attendants  not  only  are  spending  their  time 
and  energy  but  the  cost  of  attending  which  must  be 
borne  by  themselves  or  their  companies.  Further,  the 
complainants  appreciate  the  fact  that  the  questionnaire 
furnishes  the  most  practicable  means,  and  in  many 
cases  the  only  means,  for  securing  information  as  to 
present  practice.  Many  of  the  investigations  aim 
toward  standardization,  which  is  possible  only  if  rea- 
sonably full  knowledge  of  the  practice  of  the  electric 
railways  generally  is  available.  In  spite  of  the  above 
facts,  however,  men  question  the  usefulness  of  the 
ubiquitous  data  sheet. 

There  is  no  doubt  that  some  questionnaires  are  not 
as  carefully  framed  as  they  might  be.     In  fact,  some 


604 


Electric    Railway    Journal 


Vol.  61,  No.  12 


could  be  omitted  altogether,  the  information  being 
gathered  by  other  means.  This  points  to  the  need  for 
very  careful  consideration,  first  as  to  whether  any 
questionnaire  should  be  sent  out,  and,  second,  as  to 
the  merit  of  the  details  of  the  questionnaire. 

On  the  whole,  however,  the  requests  of  the  commit- 
tees of  the  American  Association  and  its  affiliates  are 
reasonable.  If  they  are  thought  to  be  otherwise  the 
way  to  remedy  the  matter  is  not  to  pigeon-hole  the 
communications  or  consign  them  to  the  waste  basket. 
This  is  a  negative,  although  popular,  procedure.  It 
would  be  far  better  to  answer  the  questionnaire  and 
then  frankly  state  to  the  committee  chairman  that  the 
request  is  unreasonable  and  that  the  probable  good 
to  be  accomplished  from  complying  does  not  warrant 
the  necessary  expenditure  of  time  and  effort.  Such 
comment  would  at  least  be  positive.  It  should  be  re- 
membered, however,  that  progress  in  the  electric  rail- 
way industry,  as  in  other  fields,  depends  upon  data — 
facts.  These  can  only  be  secured  from  the  places  where 
they  are  produced,  namely,  from  the  railway  properties. 


Party  Whip  Being 

Wielded  in  New  York 

GOVERNOR  SMITH  of  New  York  is  growing  restive. 
He  scents  defeat  ahead  for  his  program  of  public 
utility  bills.  In  consequence  he  is  using  the  whip  on 
the  members  of  his  party  in  the  Senate,  which  is 
Democratic,  while  on  the  members  of  the  Assembly, 
which  is  Republican,  he  is  seeking  to  achieve  his  ends 
by  duress.  He  is,  of  course,  interested  in  having  his 
program  of  elective  home  rule  put  through  for  the 
cities  of  the  state  not  included  in  Greater  New  York, 
but  he  is  particularly  solicitous  for  the  passage  of 
the  measure  which  would  give  Mayor  Hylan  a  free  hand 
in  New  York  City. 

As  for  the  New  York  City  bills  they  are  so  loosely 
drawn,  so  iniquitous  in  the  degree  of  latitude  that  they 
allow  Mayor  Hylan,  as  to  be  laughable  if  they  were  not 
at  the  same  time  in  intent  disastrous  to  the  city.  At 
first  newspaper  sentiment  seemed  to  be  to  let  the  New 
York  City  bill  pass  and  to  give  Mayor  Hylan  the 
necessary  rope  with  which  to  hang  himself.  More  sober 
opinion,  however,  has  veered  around  to  the  position  that 
however  desirable  it  might  be  to  have  the  Mayor  com- 
mit political  suicide,  there  is  a  price  limit  beyond  which 
the  city  dare  not  go.  On  his  part  the  Mayor  is  still 
berating  the  interests  and  threatening  to  run  for  office 
again  if  the  measure  for  New  York  City  is  defeated. 

The  outlook  is,  indeed,  most  alarming.  If  the  bills 
pass  the  Mayor  most  certainly  cannot  make  good.  If 
the  bills  do  not  pass  the  Transit  Commission's  hands 
can  be  tied  by  the  refusal  of  the  New  York  City  Board 
of  Estimate  to  appropriate  money  to  be.  spent  for  new 
construction  by  a  commission  which  has  survived  a 
regime  at  Albany  that  was  overwhelmingly  defeated  at 
the  last  election.  Shrewd  lawyer  that  he  is,  Governor 
Miller  either  failed  to  take  into  account  the  power  of 
the  Board  of  Estimate  to  block  his  program  by  refusing 
appropriations  for  new  construction  or  else  he  mis- 
judged the  political  situation  and  concluded  that  because 
the  merit  of  his  measure  warranted  it,  he  would  be 
backed  by  the  election  in  New  York  of  a  local  board  in 
sympathy  with  his  program. 

The  traction  companies  may  or  may  not  have  finally 
accepted  in  toto  the  plan  which  the  present  New  York 
Transit  Commission  advanced  for  the  unification  of  the 
local  lines  there.   It  may  or  may  not  have  been  possible 


to  reconcile  the  difference  of  opinion  which  developed 
between  the  companies  and  the  commission  over  the 
valuation  figures  promulgated  by  the  commission.  This 
much,  however,  is  certain.  The  work  of  the  present 
commission  has  been  constructive.  In  the  case  of  the 
Interborough  Rapid  Transit  and  the  Manhattan  Rail- 
way readjustment  it  achieved  something  of  real  benefit 
to  the  residents  of  the  Greater  City.  As  for  the  present 
measure  the  arguments  of  its  proponents  have  not  even 
the  merit  of  being  plausible. 


Study  the  Sentiment  of 
the  Public  You  Serve 

BECAUSE  they  felt  that  the  street  railway  company 
was  not  treating  them  fairly,  500  residents  of  a 
Pacific  Coast  city  recently  held  a  mass  meeting  to  agree 
upon  the  most  effective  ways  and  means  of  boycotting 
the  local  railway.  A  temporary  organization  was 
formed  and  more  than  200  who  attended  the  meeting, 
according  to  press  repoi'ts,  paid  a  $1  initiation  fee  to 
the  treasurer  to  provide  funds  for  attaining  the  desired 
ends.  The  first  move  was  a  program  for  canvassing 
every  automobile  owner  in  the  district  affected  to  pledge 
him  to  bring  to  and  from  work  three  men  or  women 
who  otherwise  would  have  to  patronize  the  street  rail- 
way. The  secretary  to  the  Mayor,  who  called  the  meet- 
ing to  order,  intimated  that  if  jitneys  appeared  in 
competition  with  the  railway  company  they  would  be 
immune  from  police  interference. 

It  may  be  that  this  situation  grew  out  of  circum- 
stances over  which  the  railway  company  had  no  control, 
and  perhaps  no  blame  whatever  can  be  attached  to  the 
officials  of  the  company  for  not  foreseeing  the  trend  of 
public  sentiment  and,  while  there  was  yet  time,  taking 
steps  to  prevent  its  reaching  such  a  high  pitch.  Quite 
apart  from  any  discussion  of  the  causes  of  such  a  situ- 
ation, however,  the  effect  is  well  worth  analysis. 

It  is  axiomatic  that  unless  a  public  utility  renders 
service  that  is  satisfactory  to  the  consumer  and  profit- 
able to  itself  it  is  not  on  a  sound  economic  basis.  An- 
tagonistic public  sentiment  is  evidence  of  dissatisfac- 
tion and,  moreover,  profit,  the  other  requisite  of  eco- 
nomic stability,  is  very  likely  to  be  lost  when  service 
is  no  longer  satisfactory. 

In  the  case  of  the  electric  railway,  perhaps  more  than 
with  any  other  utility,  public  opposition  constitutes  an 
almost  insurmountable  obstacle  to  success;  or,  to  put 
it  in  more  general  terms,  public  sentiment  takes  prece- 
dence over  almost  any  other  consideration.  One  of  the 
most  important  functions  of  the  electric  railway  com- 
pany executives,  therefore,  is  the  study  of  the  trend  of 
public  sentiment  in  order  that  they  may  foresee  wherein 
danger  lies  and  take  steps  to  appease  any  feeling  be- 
fore it  crystallizes  in  any  measure  injurious  to  the 
company. 


Consistency, 

Thou  Art  a  Jewel 

IT  IS  a  fine  thing  for  the  electric  railways  to  ask  for 
co-operation  from  the  public.  They  deserve  it  and 
ought  to  get  it.  But  sometimes  their  manner  of  asking 
is  not  the  most  tactful.  To  cover  several  of  the  win- 
dows of  a  car  with  posters  describing  the  company's 
effort  to  please  its  patrons  is  inconsistent.  The  func- 
tion of  windows  is  to  admit  light  and  let  passengers  see 
out.  If  the  railway  makes  a  sort  of  billboard  of  them, 
a  good  message  may  easily  become  an  irritating  notice. 


March  24,  1923 


Electric    Railway    Journal 


505 


^-Boston  8c  Albany  R.-R, 

»!• 

V, 

■■-    ^ 

.Cmr/   Trtifle 

l^^goi/se    ,-Bins 

■»nr/eaf,r  ^-^'011  tank 

^  ,?    ; 

« 90'-— -A                          ' 

1_^ 

Power  House 

f 

(     East 

St.            ___-t=S=^ 

,,======^^ 

Remodeling  Power  Plant  for  Fuel  Oil  Use 

Berkshire  Street  Railway,  Pittsfield,  Mass.,   Is  Changing  Over  Six  Boilers,  Using  the 

Steam  Atomizing  System— A  100,000 -Gal.  Oil  Tank,  Which  Is  Filled  from 

Tank  Cars  by  Gravity,  Provides  Ample  Reserve  Supply  of  Fuel 

OWING  to  the  cost  and  difficulty  of  securing  and 
storing  its  supply  of  coal  for  the  power  plant 
at  Pittsfield,  the  Berkshire  Street  Railway  is 
making  extensive  changes  to  permit  the  use  of  fuel  oil. 
Six  Altman  &  Taylor  water-tube  boilers,  rated  at 
380  hp.  each,  ars  being  remodeled  to  provide  for  eco- 
nomical burning  of  the  oil  in  accordance  with  the  steam 
atomizing  system  of  the  Engineer  Company.  Flexibil- 
ity and  reliability  of  oil  supply  were  two  of  the  impor- 
tant factors  in  the  design. 

The  normal  supply  of  oil  is  from  a  100,000-gal.  steel 
tank,  placed  at  a  suitable  distance  from  the  plant  to 
comply  with  the  rules  of  the  National  Board  of  Fire 
Underwriters,  which  prescribes  a  minimum  distance  of 
75  ft.  for  tanks  of  this  capacity.  Oil  can,  however,  be 
pumped  directly  from  tank  cars  to  the  plant.  The 
company  ran  two  boilers  in  this  way  while  the  tank 
was  under  construction.  Oil  can  also  be  reclaimed  from 
the  tank  and  pumped  back  into  tank  cars,  which  might 
be  desirable  in  case  of  fire  or  if  it  were  necessary  to 
help  out  another  oil-burning  plant. 

The  steam  atomizer  system  of  oil  burning  was  se- 
lected on  account  of  the  small  space  required  for  the 
pump  and  heater,  the  low  pressure  (45  lb.)  and  tempera- 
ture (120  deg.  F.)  of  the  oil  at  the  nozzles,  and  the 
flexibility  of  control.  The  consumption  in  the  burners 
of  1  per  cent  of  the  generated  steam  was  considered 
reasonable  in  view  of  these  virtues. 

Large  Combustion  Space  Provided  in  the  Boilers 

In  the  remodeling  of  the  boilers  the  first  step  was  to 
remove  the  ash  pits  and  move  back  the  bridge  wall  to 
give  an  inside  depth  of  combustion  space  of  11  ft.  This 
bridge  wall  was  erected  on  a  substantial  foundation  of 
standard  construction.  It  is  24  in.  thick  at  the  bottom, 
and  comprises  a  9-in.  facing  of  No.  1  fire  brick 
with  a  backing  of  No.  2  fire  brick.  The  floor  of  the 
combustion  chamber  was  laid  up  of  fire  brick  on  a  cin- 
der fill,  with  a  1-in.  expansion  space  all  around  the 
lower  two  of  the  three  layers  of  brick. 

The  design  of  the  combustion  space  was  governed, 
within  the  limitations  of  the  existing  dimensions  of  the 
boiler,  by  the  following  considerations: 

First,  it  was  desired  to  secure  as  low  a  velocity  of 
the  gases  as  possible,  so  as  to  allow  ample  time  for 
combustion  before  they  pass  into  the  boiler  proper. 

Second,  ample  room  was  desired  for  flame  travel,  the 
idea  being  that  the  flame  would  about  reach  to  the 
bridge  wall.  By  thus  keeping  the  flame  well  down  in 
the  furnace,  long  life  of  the  tubes  is  secured  and  the 
lower  tubes  are  not  likely  to  become  covered  with  slag. 

Third,  a  liberal  volume  of  furnace  spaca  permits 
comparatively  slow  combustion,  with  corresponding  low 
furnace  temperature.  There  is  thus  less  burning  out 
of  the  refractories,  with  less  danger  of  burning  out  of 
the  tubes. 

Fourth,  a  desp  combustion  space  gives  large  exposure       rc^nsion 
of  the  lower  rows  of  tubes  to  the  flame,  conducing  to      ^" 'H <"^"*- 
large  absorption   of  heat   in  the  first  pass.     The  are'*,  sso-iip.  Boiler  settinr.  Aminced  for  Fuel  on  Bominc 


General   IMaii  of   Berkshire   Street    Railway   Power   l*l»iit    Property. 

ShowiiiK  Locution  of  Oil  Tank,  Oil  Pumps  and 

Heater,   Coal    Trestle,   Etc. 

of  the  first  pass  is  large,  and  the  gas  velocity  low,  per- 
mitting ample  time  for  absorption  of  heat  in  the  tubes. 
The  boilers  at  Pittsfield  operate  at  about  0.06  in.  of 
draft  when  giving  150  per  cent  of  rating.  They  can 
be  forced  to  250  per  cent.  At  the  lower  load  the  flue 
gases  are  estimated  to  have  a  temperature  of  about 
480  deg.  on  entering  the  stack. 

Baffling  Was  Given  Special  Attention 

The  arrangement  of  bafliles  is  shown  in  the  accom- 
panying longitudinal  section  of  the  boilers  and  setting. 
The  baffles  are  of  the  Turner  type,  consisting  of  corru- 
gated tile,  placed  in  the  diagonal  alleys  which  run  from 
the  top  to  the  bottom  of  the  boiler,  with  the  pockets  or 
resulting  detached  spaces  between  the  tubes  filled  with 
fireproof  plastic  cement.  A  baffle  thus  constructed  has 
a  certain  amount  of  elasticity,  permitting  it  to  accom- 
modate itself  to  expansion  and  contraction  of  the  boiler. 


506 


Electric    Railway    Journal 


Vol.  61,  No.  12 


In  setting,  the  plastic  material  detaches  itself  suffi- 
ciently from  the  tubes  so  that  the  latter  may  be  re- 
placed without  breaking  the  baffle,  provided  that  the 
tube  is  straight  and  reasonably  smooth. 

The  joint  between  the  front  baffle  and  the  bridge  wall 
on  which  it  rests  is  made  by  means  of  a  special  tube 
block,  made  of  fire  brick.  The  tube  blocks  interlock 
so  as  to  form  a  continuous  bond  between  the  bridge 
wall  and  the  baffle  proper. 

As  will  be  noted  in  the  section,  the  front  baffle  is 
inclined  toward  the  front  of  the  boiler,  so  as  to  give 
a  tapering  cross-section  in  the  first  pass  for  the  gases, 
the  depth  reducing  from  about  12  ft.  to  7  ft.  This 
provides  for  a  reduction  in  area  to  compensate  for  the 
reduced  volume  of  the  gases  as  they  cool. 

The  rear  baffle  hangs  from  behind  the  curtain  wall, 
so  placed  as  to  continue  the  tapering  of  the  cross-section 
of  the  gas  path,  the  tapering,  however,  being  omitted 
in  the  last  pass.  By  the  time  the  gases  have  reached 
this,  the  third  pass,  they  have  practically  reached  flue 
temperature. 

This  arrangement  of  baffles  not  only  serves  the  pur- 
poses mentioned,  but  also  prevents  the  accumulation  of 
soot.  The  soot  which  falls  on  the  back  of  the  front 
baffle,  in  the  second  pass,  slides  down  into  the  soot 
chamber. 

The  second  step  in  the  reconstruction  was  to  build,  in 
place  of  the  metal  fronts  of  the  boilers  which  had  been 
removed,  an  18-in.  brick  wall,  the  inside  9  in.  of  fire 


brick  and  the  outside  of  red  brick.  This  wall  was  built 
up  from  the  bottom  of  a  trench,  2  ft.  deep  and  floored 
and  walled  with  concrete,  which  was  necessary  in  order 
to  get  the  burners  low  and  to  permit  the  utilization  of 
all  of  the  ash-pit  space  for  combustion  purposes.  An- 
other feature,  possibly  the  essential  one,  in  thus  placing 
the  burners  low  was  to  insure  the  combustion  of  the 
oil  as  far  as  possible  below  the  tubes. 

There  are  three  burners  for  each  boiler,  each  having 
its  own  oil  and  steam  lines.  Each  burner  occupies  a 
space  in  the  front  wall  28  in.  square,  and  is  set  in  spe- 
cial tile  furnished  by  the  manufacturer.  The  burners 
are  of  the  well-known  Enco  C  atomizer  type. 

The  principle  of  this  burner  is  shown  in  the  accom- 
panying cross-section.  The  steam  enters  by  the  pas- 
sages AAA,  part  discharging  into  the  mixing  chamber  E 
through  the  Venturi  nozzle  C.  Oil  enters  through  inlet 
B  and  is  drawm  into  the  jet  of  steam  and  partially 
atomized  as  it  is  thus  forced  into  the  mixing  chamber. 
Just  before  reaching  the  mixing  chamber,  the  partly 
atomized  oil  is  given  a  rapid  rotary  motion  by  the 
tangential  steam  jets  D,  which  receive  steam  from  A. 
This  whirling  motion  increases  the  atomization  in  the 
mixing  chamber.  The  partly  atomized  oil  is  discharged 
through  the  hollow  cone  spray  outlet  G,  in  the  nozzle  F, 
and  is  completely  atomized  by  the  sudden  expansion  of 
the  steam. 

The  burner  fits  in  the  middle  of  an  air  register, 
which  consists  of  a  large  annular  opening  surrounding 


0/7  Pipe  Lints 

Steam  Pipe  Lines 


Isometric  Drawing  of  Steam  and  Oil  Piping  in  BerltnlUre  Street  Railway  Power  Plant 


March  24,  1923 


Electric    Railway    Journal 


507 


Section  A-A 


t.@^<l4@fex  *»- 


'jfrr   ^  ft  ^tt 

2jx2jx2-. 


2  "fa/ve  below  elbow-i\^ 


Wv^^r^ 


\yl 


2fOilouf/ef'' 


Plan 


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strainer 


Eleva+ion 


Plan  and  Elevation  to  Show  Oil  Piping  and  Oil  Pumps    and  Oil  Heat«r 


the  burner  and  equipped  with 
vanes  set  up  at  an  angle  so  as 
to  give  the  air  a  rotary  motion. 
Inside  this  is  a  secondary, 
adjustable  central  register, 
which  gives  the  oil  spray 
enough  air  to  establish  quick 
action. 

Over  the  central  burner  on 
each  boiler  is  installed  an  ob- 
servation door  of  the  "CEZ" 
type,  to  permit  ready  inspec- 
tion of  the  interior  of  the  combustion  space.  Each 
boiler  is  also  provided  with  an  Ellyson  inclosed  draft 
gage,  placed  on  the  front  wall. 

Other  minor  changes  in  the  boiler  setting  were  made, 
the  principal  one  being  the  necessary  moving  of  the 
manhole  nearer  to  the  rear,  to  permit  the  removal  of 
soot  from  the  soot  chamber. 

The  Oil  and  Steam  Piping 

A  4-in.  oil  pipe  leads  underground  from  the  storage 
tank,  from  which  oil  can  be  taken  off  at  two  levels,  one 
8  in.  and  the  other  4  ft.  8  in.  above  the  bottom.  Before 
reaching  the  pumps  the  oil  passes  through  strainers, 
of  which  there  is  one  to  each  of  the  two  pumps,  flowing 
thence  through  one  or  other  or  both  of  the  pumps  to 
the  single  heater  where  its  temperature  is  raised  by 
means  of  live  steam. 

In  the  oil  circuit  is  included  a  meter  through  which 
the  oil  can  be  passed  if  desired  or  the  oil  may  be  fed 
direct  to  the  boiler  line  through  a  2J-in.  pipe. 

The  accompanying  isometric  drawing  of  the  entire 
piping  system  shows  the  layout  with  conventional  rep- 
resentation of  valves,  fitting  flanges,  etc.  A  detail  of 
the  piping  at  the  pumps  and  heater  is  reproduced  also 
in  order  to  render  the  outline  drawing  more  intelligible. 

Steam  for  operating  the  pumps  and  heaters,  and  for 
heating  the  oil  in  the  tank  and  tank  cars,  is  drawn 
from  the  boiler  steam  line  through  a  3-in.  pipe  and  is 
distributed  as  shown  in  the  isometric  drawing. 

The   pumping   and   heating   equipment   used   in  this 


I^ongltudlnal  Section  of  Oil  Burner 


plant  is  the  Engineer  Com- 
pany's type  B.  The  general 
arrangement  of  this  set  is 
shown  by  the  plan  and  eleva- 
tions reproduced.  It  comprises 
two  duplex  pumps,  these  be- 
ing used  rather  than  single 
piston  pumps/  in  order  to  in- 
sure a  steady  pressure  of  the 
oil.  The  pumps  are  mounted 
on  a  table  carried  on  top  of 
the  heater,  which  rests  upon 
the  foundation.  The  drawings  show,  diagrammatically, 
the  valves  and  the  meter  referred  to. 

In  an  oil-burning  plant  of  this  kind  it  is  necessary 
to  provide  for  the  shutting  off  of  the  oil  supply  to  the 
burners  in  case  of  blowout,  fracture,  leaking  joints  or 
any  contingency  arising  to  the  oil  discharge  piping  from 
the  pumps.  For  this  purpose  in  the  Pittsfield  plant  a 
Foster  special  automatic  stop  and  check  pump  gov- 
ernor, of  the  type  made  by  the  Foster  Engineering 
Company,  was  placed  in  the  main  steam  line  to  the 
pumps  with  a  small  line  connecting  it  to  the  oil  dis- 
charge lines.  In  the  event  of  an  accident,  a  sudden  or 
abrupt  drop  in  the  oil  discharge  pressure  would  auto- 
matically cut  off  the  steam  supply  to  the  pumps,  shutting 
off  the  supply  of  oil  to  the  burners. 

In  operation  one  man  will  regulate  the  oil,  steam  and 
air  supply  for  the  entire  six  boilers  which  are  being 
equipped  for  oil  burning.  These  boilers  are  arranged 
in  three  batteries  of  two  each,  all  in  one  row.  The 
\30iler  man  will  also  attend  to  the  pumps  and  heater 
which  are  placed  in  one  corner  of  the  boiler  room,  the 
corner  nearest  to  the  oil  storage  tank. 

The  100,000-gal.  storage  tank  is  of  standard  construc- 
tion, 33  ft.  in  diameter.  16  ft.  high  at  the  circumfer- 
ence, and  17  ft.  9  in.  high  at  the  center  of  the  roof. 

There  are  four  courses  of  steel  plates  in  the  shell, 
successively,  3,  A,  i  and  }  in.  thick  from  the  bottom  up. 
The  roof  is  of  No.  10  U.  S.  gage  steel  plates,  supported 
on  6-in.,  8-lb.  channel  rafters.  The  6-in.  pipe  column 
supports  the  rafters  at  the  center, 'the  load  being  dis- 


508 


Electeic    Railway    Journal 


Vol.  61,  No.  12 


tributed  through  a  crown  plate  of  i  in.  steel  3  ft.  6  in. 
in  diameter.  The  center  column  rests  on  a  i-in.  steel 
plate  30  X  30  in.  in  size,  and  the  bottom  or  floor  of 
the  tank  is  of  A  in.  crown  plate  with  i-in.  "sketch  plate." 
On  one  side  of  the  tank  is  partitioned  off  a  heating 
chamber  in  which  a  portion  of  the  oil  is  warmed  by 
means  of  a  radiator  of  14-in.  pipe.  This  is  fed  with 
steam  from  the  boiler  house  through  a  2J-in.  line  and 
the  drip  is  returned  in  a  2-in.  line.  From  the  radiator 
steam  line  a  2-in.  pipe  branches  off  near  the  entrance 
to  the  tank  steam  coil  and  leads  into  the  top  of  the  tank 
for  use  in  case  of  fire. 

A  siding  from  the  Boston  &  Albany  Railroad  is  lo- 
cated near  the  power  plant.  This  leads  onto  a  trestle 
formerly  used  for  unloading  coal  cars.  The  trestle  is 
17  ft.  high,  so  that  the  tank  cars  on  this  trestle  can 


discharge  oil  into  the  storage  tank  by  gravity.  A  3-in. 
oil  line  is  mounted  on  the  trestle,  which  is  long  enough 
for  four  tank  cars,  although  only  three  are  actually 
discharged  at  one  time.  From  this  line  a  4-in.  pipe 
leads  to  the  roof  of  the  tank.  The  oil  line  on  the  trestle 
is  also  connected  with  the  pumping  plant  through  a  3-in. 
line,  so  that,  as  mentioned  earlier,  oil  can  be  drawn 
direct  from  the  tank  cars  and  pumped  to  the  boilers. 
Along  the  trestle  is  also  a -steam  line,  fed  through  a 
2-in.  pipe  with  live  steam,  to  provide  a  means  for  heat- 
ing the  oil  in  the  tank  cars. 

The  engineering  and  construction  work  on  this  job 
were  done  by  Henry  R.  Kent  &  Company,  engineers, 
under  the  general  supervision  of  P.  W.  Ripple,  the 
chief  engineer  of  power  and  equipment  of  the  railway 
company. 


Further  Accomplishments 
of  Detroit  Municipal  System  Described 

Three  More  of  Consultant's  Series  of  Leaflets,  Which  Deal  with  Equipment, 

Overhead  and  Transportation — How  Practices  of  the  Detroit  United 

Railway  Have  Been  Changed  Under  Municipal  Operation 


THREE  more  bulletins  prepared  by  Walter  Jack- 
son, consultant,  planned  for  enlightening  the 
general  public  of  Detroit  are  available.  They 
are  four-page  leaflets  similar  to  the  first  one,  on  track, 
abstracted  in  the  ELECTRIC  Railway  Journal  for 
March  3,  1923,  page  371. 

The  second  bulletin  deals  with  the  equipment  taken 
over  from  the  Detroit  United  Railway  by  the  city. 
It  opens  with  a  statement  that  when  the  Department  of 
Street  Railways  took  over  the'  property  on  May  15, 
1922,  pull-ins  were  at  first  more  than  thirty  a  day. 
A  table  shows  the  reduction  from  1,857  pull-ins  during 
last  June  to  916  in  December.  The  report  goes  on  to 
say:  "From  the  foregoing  figures  it  will  be  seen  that 
in  the  first  month  of  city  operation  it  was  necessary 
to  deal  with  a  crippled  car  for  practically  every  2,000 
car-miles  operated.  Since  the  average  car  in  Detroit 
makes,  say,  90  miles  a  day,  this  is  equivalent  to  the  break- 
down of  every  twenty-second  car  run!  The  importance 
of  preventing  a  run-in  may  be  gaged  from  the  fact 
that  a  car  making  90  miles  a  day  and  averaging  eight 
revenue  passengers  per  car-mile  is  serving  720  patrons 
who  pay  $36.  Hundreds  of  car-days  and  the  revenue 
corresponding  thereto  were  lost,  therefore,  through 
sheer  deterioration  of  equipment." 

A  statement  of  the  causes  of  breakdowns  on  one  route 
follows.  Mr.  Jackson  continues :  "While  no  detail  rec- 
ords were  left  with  the  Department  of  Street  Railways 
■  by  the  predecessor  company,  it  is  declared  that  during 
the  first  two  weeks  of  January,  1922,  the  Detroit  United 
Railway  suffered  an  average  of  195  crippled  cars  in  a 
day  in  the  shops,  whereas  the  same,  harder-weather 
period  of  1923  shows  an  average  of  seventy-five  cars 
a  day." 

Maintenance  Costs  Compared 

A  comparison  is  given  of  the  cost  of  maintenance,  it 
being  stated  that  for  June,  1922,  the  Connecticut  Com- 
pany averaged  4.28  cents  per  car-mile  for  upkeep,  while 
for  the  years    1919-1921   the   Detroit   United   Railway 


averaged  5.23  to  4.96  cents  per  car-mile.  A  figure  by 
H.  L.  Andrews  of  the  General  Electric  Company  appar- 
ently for  the  year  1921  is  given  as  4.2  cents  for  the 
average  of  103  city  lines.  In  contrast  with  this  it  is 
stated  that  the  Department  of  Street  Railways  in  May 
and  June  averaged  3.2  cents,  while  by  November  the 
cost  of  car  maintenance  had  fallen  to  2.2  to  2.3  cents  per 
car-mile.  Mr.  Jackson  goes  on  to  state:  "Broadly 
speaking,  it  is  generally  recognized  that  under  existing 
wage  conditions  and  material  costs  the  maintenance  cost 
of  the  larger  and  older  types  of  cars  throughout  the 
United  States  will  vary  between  4  and  5  cents,  and  that 
the  newer  large  cars  may  be  expected  to  cost  between 
2.5  and  3  cents  per  car-mile  during  their  first  five  years 
at  least.  The  performance  of  the  Department  of  Street 
Railways  is  far  better  than  these  averages.  The  engi- 
neers' memorandum  of  Jan.  22,  1923,  segregating  the 
upkeep  costs  of  cars  according  to  old,  new  and  one-man, 
as  requested  by  your  consultant,  shows  that  the  D.  U.  R. 
cars  are  being  maintained  for  2.32  cents  per  car-mile, 
while  the  Peter  Witt  cars  are  being  maintained  for  only 
1.46  cents  per  car-mile. 

"The  one  disappointing  showing  is  that  of  the  one- 
man  cars,  which  are  costing  1.73  cents  per  car-mile. 
This  compares  with  1.6  cents  per  car-mile  for  forty-six 
months  and  9,707,707  miles  safety  car  operation  by  the 
Terre  Haute,  Indianapolis  &  Eastern  Traction  Company 
for  the  period  Jan.  1,  1919-Oct.  31,  1922.  It  is  true  that 
the  wages  paid  by  the  Terre  Haute  company  were  lower, 
but  on  the  other  hand  materials  must  have  been  higher 
during  the  greater  part  of  this  period.  The  Detroit 
safeties  are  run  chiefly  in  the  outer  or  less  congested 
territory  and  so  need  be  no  more  subject  to  accident 
than  Terre  Haute  cars  operating  in  every  part  of  that 
city.  The  Detroit  cost  is  not  high  compared  to  other 
safety  car  operators,  but  it  is  high  compared  to  the 
department's  own  records  with  the  other  cars,  for  if 
allowance  be  made  for  the  smaller  capacity  of  the  one- 
man  cars  their  maintenance  on  a  seat  basis  would  prac- 
tically be  double  the  figure  of  1.73  cents." 


March  24,  1923 


Electric    Railway    Journal 


509 


The  statement  is  made  that  the  most  creditable  point 
is  that  the  low  maintenance  costs  have  been  obtained 
with  a  high  wage  scale,  in  proof  of  which  rates  paid  by 
the  Connecticut  Company  are  shown  in  contrast,  as 
follows : 

Connecticut  Company  Department  of  Street  Railways 

Car  cleaners $0.30  Average  hourly  pay  of : 

Car  sweepers 345  Car  cleaners    $0.50 

Truck  and  motor  repair       .49  Car  sweepers 50 

Equipment    inspection..        .50  Chopmen 648 

Carpenters 52  Shopmen 648 

Machinists    55 

Blacltsmiths 575 

Foreman's  weekly  wage. 45.85 

Reasons  for  Lower  Upkeep  Costs 

The  report  then  goes  into  detail  to  show  how  the 
reduction  in  maintenance  costs  has  been  obtained. 
Grease  cup  lubrication  of  trolley  wheels  has  been  re- 
placed by  graphite  bushings.  Babbitt-lined  cast-iron 
axle  bearings  have  given  way  to  solid  brass  bearings. 
Motor  coils  now  are  dipped  and  baked  in  an  improved 
electric  oven.  Push-button  signals  are  changed  over 
from  dry  battery  operation  to  the  line  buzzer  system. 
Cars  are  being  rewired  for  center  lighting.  Consider- 
able space  is  given  to  a  discussion  of  the  merits  of  steel 
car  wheels,  the  Department  of  Street  Railways  having 
adopted  them  in  place  of  the  cast-iron  wheels  formerly 
used. 

Miscellaneous  features  of  the  shops  are  commended, 
and  several  details  of  the  new  car  equipment  are  recom- 
mended for  use  on  the  older  cars,  such  as  air-operated 
snow  scrapers,  automatic  brake  slack  adjusters  and  in- 
terlocking door  contacts.  Mr.  Jackson  states:  "On  the 
basis  of  reports  from  the  claims  division  covering  the 
period  May  15-Oct.  30,  1922,  the  superintendent  figures 
that  the  average  cost  of  step  accidents  is  $65  per  car 
per  annum.  At  a  cost  of  $200  per  car  for  line  switches 
and  door  contacts,  he  figures  that  this  expense  can  be 
cut  to  $10  per  annum,  a  saving  of  $55,  which  would  pay 
for  itself  in  less  than  four  years  on  accident  costs  alone, 
without  making  allowance  for  reduction  of  car-mile 
losses  and  for  good  will.  Owing  to  the  age  of  so  much 
D.  U.  R.  equipment  he  proposes  to  apply  this  safety  ap- 
paratus to  but  604  out  of  916  D.  U.  R.  cars.  The  instal- 
lation of  these  appliances  would  be  good  business." 

The  storage  air  brake  system  used  on  the  Detroit 
United  Railway  cars  is  severely  criticised.  Mr.  Jackson 
says  the  D.  U.  R.  is  the  one  city  user  of  storage  air  brakes 
in  the  United  States.  A  check  made  by  the  department 
developed  that  "a  $400  individual  compressor  outfit  at 
6  per  cent  interest  would  cost  only  $24  a  year  invest- 
ment charge,  compared  with  $66  a  year  attendance  for 
the  storage  system,  saving  possibly  $42  per  year  per  car." 

Regarding  cars  Mr.  Jackson's  comment  is:  "While 
the  company  had  no  modern  single-truck  cars,  it  did 
have  173  single-truckers,  of  which  fifty  date  from  1912 
and  twenty-five  from  1913;  the  rest  are  older.  The 
motors  on  most  of  the  younger  cars  are  of  modern  type, 
but  the  cars  weigh  28,750  lb.  for  the  twenty-five  twenty- 
eight-seat  single-truckers  of  1913,  or  1,026  lb.  per  seat, 
and  27,700  lb.  for  the  fifty  twenty-eight-seat  group  of 
1912,  or  990  lb.  per  seat.  On  the  other  hand,  the  Mu- 
nicipal single-truck  cars  seat  thirty-two  and  range  in 
weight  from  16,000  to  18,000  lb.,  or  between  500  lb.  and 
563  lb.  per  seat.  In  brief,  twice  as  much  current  is 
required  per  seated  passenger  in  the  case  of  the  older 
cars."  It  is  recommended  that  all  of  this  group  be 
retired. 

It  is  stated  that  696  double-truck  passenger  cars  were 


taken  over.  Out  of  a  group  of  193  cars  built  prior  to 
1910  the  municipal  railway  engineer  found  that  nearly 
100  were  so  badly  rotted  as  to  call  for  retirement.  He 
suggested  that  100  cars  of  this  group  be  fitted  with  new 
trucks,  air  compressors,  etc.,  at  a  cost  of  $170,000.  In 
general,  these  cars  average  around  1,000  lb.  per  seat 
and  seat  forty  to  forty-two  passengers,  contrasted  with 
the  department's  cars,  which  weigh  718  lb.  per  seat  and 
seat  fifty-two  passengers. 

The  next  group  of  227  cars  dates  from  1909  onward. 
"Except  for  fifty  forty-three-seat  cars,  weighing  37,800 
lb.  each,  this  group  runs  even  heavier  per  seat  than  the 
earlier  cars,  namely,  up  to  47,100  lb.  for  forty-two- 
seaters,  and  with  only  forty-three  cars  running  less  than 
1,000  lb.  per  seat.  On  the  whole,  these  cars  are  not 
especially  attractive,  but  as  much  of  the  equipment  is 
fairly  modern,  the  engineers'  suggestion  of  spending 
$700  each  on  these  two-motor  cars — a  total  of  $158,900 
— for  compressors,  safety  appliances,  etc.,  is  well 
taken." 

Mr.  Jackson  states  that  the  department  engineer  has 
also  recommended  an  outlay  of  $193,900  for  the  280 
four-motor  trailei'-hauling  cars  built  in  1915  and  later. 
These  cars  seat  forty-six  passengers  and  weigh  46,400 
lb.  or  47,100  lb.  The  figure  given  by  the  engineer  is 
approximately  $700  per  car  and  will  permit  a  more 
efficient  use  of  this  equipment  for  another  ten  years. 

According  to  Mr.  Jackson,  "the  estimates  quoted  total 
$522,800  for  607  cars,  and  they  appear  justified  in  view 
of  the  need  for  maximum  car  capacity  with  minimum 
outlay  of  new  capital." 

A  total  of  219  trailers  were  taken  over.  All  seat 
fifty-six  passengers  and  their  weight  per  passenger  does 
not  exceed  500  lb.  The  bulletin  states:  "It  is  unfor- 
tunate that  the  department  will  be  compelled  to  use 
fifty  more  of  the  same  trailers,  despite  the  unsatisfac- 
tory arch-bar  truck,  but  this  could  not  be  avoided  as  the 
material  had  already  been  assembled  and  prepared  be- 
fore the  system  was  taken  over.  However,  these  later 
trailers  will  at  least  be  fitted  with  headlining,  line- 
voltage  buzzers,  better  lighting,  and  so  forth." 

In  concluding,  Mr.  Jackson  recommends  that  several 
features  that  promote  car  riding,  mentioned  above, 
should  be  used,  such  as  interlocking  doors,  low  steps, 
steel  wheels,  individual  air  compressors,  line-voltage 
buzzers,  better  lighting,  headlining  and  brighter  in- 
teriors generally,  tail-end  safety  lights,  legible  route 
signs  and  electric  heaters. 

A  significant  paragraph  in  the  summary  of  the  re- 
port is,  "No  electric  railway  can  be  expected  to  pur- 
chase new  cars  out  of  earnings.  Additional  facilities 
imply  new  capital.  It  is  entirely  up  to  Detroit's  citizens 
whether  they  will  travel  in  cars  that  are  efficient,  safe 
and  attractive  or  be  carried  in  vehicles  that  are  out  of 
place  in  a  genuine  metropolis." 

Overhead  Practices 

Bulletin  No.  3  deals  with  the  ovarhead  division.  Mr. 
Jackson  makes  statements  indorsing  the  work  of  the 
Municipal  Street  Railway  engineers,  which  are  covered 
in  the  summary  of  the  report  following: 

The  overhead  trolley  wire  as  taken  over  was  so  badly 
worn  that  trolley  wheels  could  not  stay  on  the  wire  or  give 
even  long-life  wear.  At  first  the  line  division  had  to  deal 
with  the  unheard  of  average  of  ten  wire  breakages  a  day. 
The  total  for  the  period  May  IS-Dec.  31,  1922  running  o 
the  staggering  sum  of  1,400.  The  worst  feature  of  this 
dangerous  deterioration  of  the  current-carrying  wire  was  the 
delays  caused  to  hundreds  of  thousands  of  car  patrons  and 


510 


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Vol.  61,  No.  12 


the   loss    of    many    thousands    ef   dollars    in    revenue    that 
would  otherwise  have  been  attracted. 

It  may  have  been  excusable  to  stop  spending  money  for 
new  wire  during  the  period  of  purchase  negotiations,  but 
it  was  inexcusable  to  leave  no  records  of  wear,  since  these 
records  would  have  enabled  the  line  division  to  replace  most 
of  the  over-worn  wire  before  instead  of  after  breakage. 

Perhaps  the  most  glaring  defect  of  the  Detroit  United 
line  practice  was  that  it  had  almost  no  long-life  trolley 
wire  in  use  at  busy,  hard-service  locations,  although  such 
wire  is  common  practice  almost  everywhere.  On  the  other 
hand,  the  Detroit  United  seems  to  have  enjoyed  the  doubtful 
honor  of  having  more  steel  trolley  wire — 40  miles — than 
any  other  large  electric  railway  system  in  America. 

The  Department  of  Street  Railways  has  adopted  alloy  wire 
at  least  for  curves  and  other  special  work,  but  it  has  a  long 
way  to  go  before  it  vdll  be  anywhere  near  the  best  practice. 
Such  heavy  lines  as  Woodward  and  Jefferson  with  all-day 
train  service  should  be  in  alloy  wire  from  end  to  end,  so 
that  the  period  between  replacements  can  be  doubled  and 
possibly  tripled. 

In  the  other  features  of  its  line  construction  the  Depart- 
ment of  Street  Railways  has  not  only  advanced  over  Detroit 
United  practice  but  can  show  its  heels  to  nearly  all  other 
electric  railways.  For  example,  preservative  treatments 
that  will  protect  wooden  poles  against  rot  and  steel  poles 
against  corrosion  have  been  adopted  throughout  in  spite  of 
the  temptation  to  make  a  showing  of  seeming  economy  in 
first  cost.  The  line  division  also  used  the  specifications  of 
the  American  Electric  Railway  Engineering  Association 
wherever  they  were  good  enough,  but  for  some  items  like 
cables,  where  safety  was  first,  and  for  railroad  crossings, 
where  vrire  repair  is  doubly  troublesome,  higher  standards 
were  applied. 

The  Department  of  Street  Railways  seems  to  have  been 
the  first  railway  in  America  to  dig  pole  holes  by  machine, 
and  now  that  there  is  little  construction,  it  has  been  busi- 
ness-like enough  to   sell   one  machine   and   rent  the  other, 
'instead  of  having  them  rust  in  idleness. 

Transportation  Practices 

Mr.  Jackson's  fourth  bulletin  deals  with  the  trans- 
portation division  of  the  Municipal  Railway.  After 
speaking  of  the  lowered  morale  under  the  D.  U.  R.  man- 
agement, Mr.  Jackson  states  that  the  car  men  now 
appreciate  that  thair  relationship  to  the  community  is 
on  a  better  and  higher  plane  than  before.  With  regard 
to  the  increase  in  wages,  he  states:  "It  is  hardly 
necessary  to  go  into  a  detailed  comparison  of  the 
preceding  and  present  scales.  This  comparison  would 
bring  out  the  net  result  that  in  September,  1922,  under 
the  old  scale,  there  were  operated  733,053  car-hours 
for  $436,430,  which  yields  an  average  pay  of  59  cents 
an  hour,  while  in  December  the  payroll  for  795,198 
car-hours  was  $499,338,  or  62.8  cents  per  hour,  an 
increase  of  about  6.4  per  cent." 

Regaj-ding  the  wage  scale,  Mr.  Jackson  states :  "The 
main  features  of  the  payroll  change  were  the  abandon- 
ment of  the  55-58-60  cent  scale  for  men  working  three, 
six  and  nine  months,  respectively,  in  favor  of  a  per 
diem  plan  granting  $4.50  for  eight  hours  during  the 
first  three  months,  $4.75  for  the  next  nine  months,  and 
$5  thereafter.  To  these  daily  wages  a  bonus  of  40 
cents,  or  five  cents  an  hour,  is  added  for  safety  car 
operation.  The  overtime  pay  has  been  simplified  by 
adding  enough  to  make  a  flat  75  cents  an  hour  regard- 
less of  the  eight-hour  rate  instead  of  figuring  one  and 
one-quarter  time  for  weekdays  and  one  and  one-half 
time  for  Sundays.  Operators  on  'owl'  safeties  get  80 
cents;  on  other  'owls,'  75  cents." 

Mr.  Jackson  states  that  the  conditions  for  recruits 
have  been  greatly  improved,  as  a  man  now  receives  $2 
a  day  as  soon  as  assigned  to  a  breaking  in  on  a  specific 
line,  and  $80  a  month  minimum  instead  of  $9.25  a  week 
minimum  when  assigned  to  the  extra  list. 

With  regard  to  schedules,  Mr.  Jackson  states  that 
an  examination  of  the  schedule  used  by  the  Department 


of  Street  Railways  showed  that  advantage  has  been 
taken  of  the  best  thought  of  the  industry,  although  the 
D.  U.  R.  had  already  adopted  a  practice  that  its  suc- 
cessor could  retain.  He  says  that  no  exact  figures  are 
available  to  make  a  comparison  between  the  Municipal 
Railway  schedule  and  the  Detroit  United  schedule. 
As  an  example,  Mr.  Jackson  cites  the  present  schedule 
on  Woodward  Avenue  as  effective  on  weekdays,  com- 
mencing Jan.  24,  1923.  On  this  line  trains  run  through 
the  entire  operating  day  (forty-six-seat  motor  and 
fifty-six-seat  trailer),  but  the  fluctuations  of  service 
call  for  a  variation  in  headways  from  four  minutes  in 
the  off  hours  to  one  minute  in  the  rush.  The  exact 
schedule  as  analyzed  by  Mr.  Jackson  is  as  follows :  "To 
meet  these  variations,  we  find  that  out  of  114  runs, 
only  the  men  on  forty  runs  had  what  is  termed  a 
'straight  run,'  namely,  one  that  is  uninterrupted  over 
a  platform-duty  period  ranging  from  eight  hours  to 
nine  hours  and  twenty-two  minutes.  On  the  other  hand, 
only  sixteen  runs  were  of  the  unpleasant  three-piece 
variety,  which  means  that  the  platform  man  had  two 
breaks  in  his  working  day,  as  in  Run  No.  160,  where 
the  schedule  called  for  the  following: 

On  7:53  a.m. — off  9:23  a.m. 
On  12:40  p.m.— off  2:10  p.m. 
On     2:26  p.m.— off  7:28  p.m. 

"This  crew  spent  only  eight  hours  and  eighteen 
minutes  on  duty,  but  this  was  sufficient  to  make  use  of 
them  in  both  the  morning  and  evening  office  peaks. 
The  elapsed  time,  namely,  7 :  53  a.m.  to  7 :  28  p.m.,  is 
eleven  hours  and  thirty-five  minutes.  Crews  are  paid 
only  for  actual  time  on  the  platform  plus  ten  minutes 
for  make-ready  and  reporting  time,  this  allowance  be- 
ing the  same  whether  the  runs  are  straight,  two-piece 
or  three-piece.  Only  one  or  two  runs  on  the  schedule 
show  more  than  thirteen  hours  elapsed  time.  On  the 
other  hand,  only  four  runs  (extras)  show  less  than 
eight  hours,  and  it  is  even  possible  that  they  made  up  a 
full  day's  work  elsewhere.  All  of  this  indicates  that 
the  labor  power  available  is  being  used  efficiently, 
humanely  and  with  minimum  outlay  for  overtime  and 
bonus  rates." 

Mr.  Jackson  states  that  the  practice  of  allowing  a 
week's  vacation  with  pay,  which  previously  was  con- 
fined to  supervisory  officials  like  inspectors,  has  been 
extended  by  the  Department  of  Street  Railways  to  the 
platform  men  as  well.  He  thinks  this  should  be  highly 
popular  with  the  men,  and  also  states  that  vacations 
with  pay  are  common  practice  on  the  municipal  tram- 
ways of  Great  Britain. 

Regarding  discipline,  it  is  stated  that  no  man  may  be 
discharged  until  found  guilty  by  a  trial  board,  the 
chairman  of  which  is  the  general  manager  or  assistant 
general  manager,  the  other  members  being  any  two 
department  heads  designated  by  the  chairman,  and 
either  the  superintendent  of  transportation  or  the 
assistant  superintendent  of  transportation.  The  testi- 
mony is  prepared  by  the  chief  of  the  intelligence  bureau, 
due  notice  being  given  by  letter  to  the  defendant. 
Should  he  waive  appearance  he  is  asked  to  present  his 
resignation.  Full  publicity  is  given  to  the  results  of 
the  trial  board  hearings  by  means  of  carhouse  bulletins. 
Thus  the  men  learn  the  punishment  meted  out. 

Mr.  Jackson  states  that  the  rate  of  turnover  is  gen- 
erally a  pretty  fair  indication  of  the  satisfaction  of 
the  men.  "The  turnover  has  been  only  3  or  4  per  cent 
a  month  as  shown  by  the  following  data : 


March  24,  1923 


Electric    Railway    Journal 


511: 


ON  AND  OFF  RECORD  OF  EMPLOYEES  IN 
TRANSPORTATION   DEPARTMENT 
Year  1922  December  November  October 

Total    employed    3,255  3,218  3  167 

Resigned j20  ing  10=i 

Qualified  for  service   319  ig4  102 


"The  increase  in  the  number  of  men  qualified  for 
service  indicates  the  efforts  being  made  to  fulfill  trafl^ic 
requirements,  although  cars  as  well  as  men  are  essen- 
tial for  that  purpose." 

It  is  stated  that  an  undue  number  of  accidents  has 
occurred  with  the  new  or  faster  accelerating  equip- 
ment. Mr.  Jackson  says  that  it  is  not  uncommon  dur- 
ing the  first  year  of  such  operation  to  have  an 
exceptional  number  of  accidents,  because  the  car  oper- 
ators are  overconfident  in  the  braking  ability  of  the 
rolling  stock.  In  this  connection  Mr.  Jackson  says: 
"Likely  enough,  the  manufacturers  will  be  glad  to 
send  some  one  without  cost  to  the  department.  Com- 
munications on  the  subject  might  be  made  to  Carl  H. 
Beck,  manager  New  York  office  Westinghouse  Traction 
Brake  Company,  and  to  H.  L.  Andrews  and  J.  C. 
Thirlwall,  railway  department  General  Electric  Com- 
pany, Schenectady,  N.  Y.  These  three  gentlemen  have 
had  exceptional  experience  vdth  safety  car  operation 
and  can  give  valuable  aid." 

Another  reason  for  the  undue  number  of  accidents 
with  safety  cars  is  stated  to  be  that  they  are  operated 
on  lines  for  which  they  were  not  intended.  This  has 
been  done  because  the  outlying  lines  which  were  planned 
by  the  Municipal  Railway  for  safety  car  operation 
have  not  all  been  constructed,  so  that  the  safety  cars 
are  being  used  on  congested  lines  for  much  heavier 
service.  It  is  said  a  power-saving  campaign  would  also 
help  in  cutting  down  accidents,  because  the  motorman 
who  saves  power  is  the  motorman  who  has  his  car 
under  best  control. 

Considerable  space  is  taken  in  criticism  of  the  use 
of  the  single-end  cars  on  the  Detroit  United.  Mr. 
Jackson  states:  "One  would  suppose  that  street  cars 
suffered  disability  enough  in  being  obliged  to  stick  to 
a  rail,  but  quite  a  large  school  of  electric  railway  oper- 
ators did  not  think  so  because  they  deliberately  crippled 
the  flexibility  of  their  railways  by  adopting  what  is 
termed  the  'single-end  car,'  but  which  might  more  appro- 
priately be  called  the  'one-armed  car.'  The  chief  excuse 
was  simply  to  save  a  few  hundred  dollars  per  car  in  first 
cost  by  omitting  one  controller,  one  engineer's  valve,  one 
circuit  breaker,  etc.  Most  of  this  saving  was  offset  by 
the  price  of  the  lots  necessary  for  loops  on  which  to  turn 
these  one-armed  cars  quickly.  It  is  possible  to  turn 
such  cars  on  a  'Y,'  but  this  calls  for  a  piece  of  track  up 
a  side  street  and  necessitates  the  blocking  of  traffic. 
The  one-armed  car  obsession  was  strongest  in  the  central 
states,  and  the  Detroit  United  was  one  of  the  victims." 

After  giving  specific  instances  of  where  turn-back 
facilities  are  not  provided  for  the  single-end  cars 
within  reasonable  distances,  Mr.  Jackson  states  that  he 
recommends  the  installation  of  crossovers  wherever 
necessary  and  the  exclusive  use  of  double-end  cars. 

Mr.  Jackson  states  that  the  Department  of  Street 
Railways  is  making  an  effort  to  get  more  work  out  of 
the  cars  by  using  them  for  initial  or  final  runs  on  other 
than  their  regular  routes.  A  car  assigned  to  some 
specific  route  may  make  a  trip  before  its  regular  run 
in  the  morning  or  after  its  regular  run  in  the  evening 
on  some  other  route,  in  this  way  turning  quite  a  lot 
of  deadhead  mileage  into  revenue  mileage.  He  goes  on 
to  give  specific  examples  of  where  this  is  being  done. 


As  a  result  of  this  practice  the  transportation  de- 
partment is  not  in  possession  of  accurate  records  as  to^ 
car  mileage.  Mr.  Jackson  states:  "Because  of  these 
and  other  changes  in  routing,  the  transportation  divi- 
sion does  not  try  to  base  its  mileage  records  on  reports 
from  conductors'  trip  sheets.  The  mileage  is  figured 
directly  from  the  schedules,  subject  to  such  addition  or 
subtraction  as  determined  from  reports  of  the  traffic 
inspectors  to  station  masters.  On  more  stabilized  rail- 
ways, it  is  possible  to  get  a  fairly  accurate  check  from 
the  conductors'  trip  sheets,  especially  if  a  system  of 
symbols  is  used  to  distinguish  standard  turn-backs- 
from  regular  full-length  runs.  This  does  not  seem  prac- 
ticable at  the  moment  on  the  Detroit  lines." 

Mr.  Jackson  suggests  that  it  may  be  possible  to  im- 
prove car-loading  conditions  by  the  installation  of 
loading  platforms  at  various  points,  such  as  the  Ford 
plant  in  Highland  Park  and  the  new  plant  at  River 
Rouge.  The  intersection  of  Milwaukee  Avenue  and 
Chene  Street  is  considered  possibly  the  worst  loading- 
point,  because  least  controlled.  Prepayment  areas  and 
shelters  are  recommended  for  Cadillac  Square.  Mr. 
Jackson  says:  "It  may  be  mentioned  here  that  in 
European  cities  neat,  glazed  shelters  for  the  street 
railway  passenger  are  no  novelty.  A  number  have  also 
been  built  in  the  United  States.  They  are  an  excellent 
advertisement  for  the  service  and  sometimes  may  be  a 
source    of    revenue   through    news-stand    concessions." 

According  to  Mr.  Jackson  a  standard  feature  of  an 
up-to-date  transportation  department  is  a  traffic-check- 
ing bureau.  "Such  a  bureau  keeps  in  constant  touch 
with  the  larger  employers  of  labor  to  learn  of  the 
number  of  people  employed  and  their  on  and  off  periods; 
makes  periodical  surveys  of  different  lines  to  see- 
whether  too  much  or  too  little  service  is  being  given, 
and  also  takes  note  of  any  obstructions  to  the  quickest 
handling  of  passengers,  whether  these  be  hindrances 
along  the  line  or  in  the  loading  arrangements  at  ter- 
minals or  on  the  cars  themselves." 

It  is  stated  that  in  Detroit  there  are  now  five  men  in 
the  schedule  department  employed  as  traffic  checkers, 
but  who  at  present  are  not  giving  their  time  to  this 
work.  Outside  of  this  staff  the  transportation  division 
must  depend  almost  solely  upon  the  free  lance  opera- 
tions of  the  supervisor  of  traffic,  who  is  assisted  partly 
by  the  assistant  superintendent  of  transportation. 

Mr.  Jackson  says  that  the  traffic  bureau  has  not  yet 
assumed  the  importance  it  deserves  on  a  system  that 
is  growing  so  tremendously.  He  says:  "The  force  is 
too  small  even  if  it  could  be  constantly  employed  in 
traffic  check  oi)erations,  which  is  not  the  case  as  we  have 
seen.  The  work  ought  to  be  carried  to  at  least  the 
point  where  the  superintendent  of  transportation  will 
have  before  him  seat-use  graphs  of  different  hours  of 
the  day  on  various  lines.  These  graphs  with  their 
evidence,  of  tremendous  changes  in  volume  of  traffic 
during  short  periods  may  prove  of  more  educationaf 
value  than  heaps  of  figures,  both  to  the  railway  man- 
agement and  the  railway  customers." 

Mr.  Jackson  says  that  the  cars  should  be  designed 
for  either  the  pay-as-you-enter  or  pay-as-you-leave 
system  of  fare  collection.  He  states  -fipecifically :  "Any 
one  can  see  the  wonderful  advantage  of  the  present 
pay-leave  cars  where  heavy  loading  is  concerned. 
However,  it  is  also  true  that  Detroit  has  such  a  medley 
of  loading  and  discharging  areas  that  the  car  which 
loads  fastest  would  not  also  be  the  car  which  discharged 
fastest    when    reaching    some   heavy    crosstown    point 


512 


Electric    Railway    Journal 


Vol.  61,  No.  12 


where  half  or  more  of  the  passengers  wished  to  trans- 
fer. This  is  not  so  noticeable  in  comparing  the  Peter 
Witt  car  with  the  Detroit  United  kinds,  but  it  would 
be  more  apparent  if  the  Peter  Witt  had  to  bear  com- 
parison with  a  double-end  car  having  ample  flexibility 
to  meet  either  pay-leave  or  pay-enter  conditions.  It 
is  because  of  the  importance  of  crosstown  traffic  in 
Detroit  that  thought  should  be  given  to  a  modification 
of  the  Peter  Witt  car  that  will  permit  both  prepay- 
ment and  postpayment  at  will  according  to  the  character 
of  operation.  The  same  flexibility  should  apply  to  all 
future  train  units  excepting  the  trailers  in  hand." 

Mr.  Jackson  says  that  Detroit  has  practically  the 
lowest  fare  in  the  country,  the  rate  being  five  cents  cash 
and  1  cent  for  the  initial  transfer.     To  quote  him: 

This  5-cent  fare  is  a  wonderful  help  in  handling  traffic 
contrasted  with  what  happens  with  the  7-cent,  8-cent  and 
9-cent  fares  in  other  large  cities.  The  chief  element  of 
delay  is  introduced,  first,  by  the  necessity  for  a  transfer  by 
one-third  of  the  cash  riders ;  second,  by  the  stopping  to 
pay  for  said  transfer.  The  cash  rider  has  the  exact  fare  to 
a  considerable  extent  and  need  only  drop  his  nickel  in  the 
box  and  pass  in  or  out  as  the  case  may  be.  The  transfer 
user  must  stop  for  a  cash-in-hand  transaction,  often  involv- 
ing change-making  because  of  the  penny. 

The  department  has  liberalized  the  use  of  the  transfer 
compared  with  the  D.  U.  R.  scale  just  preceding  under 
which  the  free  transfer  on  a  transfer  was  limited  to  por- 
tions of  the  Grand  Belt  and  Crosstown  lines.  What,  now, 
is  the  true  fare?  Under  the  popular  way  used  to  figure 
average  fares,  namely,  on  the  basis  of  fare  per  car,  Detroit 
could  claim  a  fare  of  3.86  cents!    Here's  why: 

"Out  of  100  passengers  counted  as  individuals — 

Suppose  sixty-seven  pay  5  cents  each. 

or   $3.35  for  67  single-car  rides 

Suppose  twenty-eight  pay  6  cents  each, 

but  are  counted  twice  because  they 

ride  on  two  different  cars,  giving.  .  $1.68  for  56  single-car  rides 
Suppose  five  pay  6  cents  each,  but  are 

counted  thrice  because  they  ride  on  ,„  „„  ,      ,.     ,      ,  ,, 

three  different  cars,  giving 80.30  for  15  single-car  rides 

Or   $5.33  for  138  rides  =  3.86 

cents  a  ride 

The  true  average  fare  is  as  the  rider  sees  it.  In  that 
case,  we  figure  67  per  cent  at  5  cents  and  33  at  6  cents, 
making  the  average  fare  5.33  cents.  This  is  the  lowest 
universal-transfer  fare  in  the  United  States  for  the  area 
covered  with  the  possible  exception  of  Cleveland  under  a 
similar  scale. 

Mr.  Jackson  says  that  like  most  properties  in  the 
central  states,  the  Detroit  lines  have  a  majority  of 
locked  boxes  for  fares — a  heritage  from  the  days  when 
cut-rate  paper  tickets  were  used.  He  says  that  no 
attempt  is  made  to  secure  a  check  of  box  contents  by 
means  of  overhead  registers,  although  such  registers 
were  installed  on  all  safety  cars.  However,  he  says  that 
the  use  of  a  register  for  double-checking  is  of  ques- 
tionable value  on  a  busy  line  where  it  is  practically 
impossible  for  the  conductor  or  operator  to  comply  with 
the  old-time  rule  that  each  fare  must  be  rung  up  as 
collected.  "Because  of  the  non-use  of  registers  all  but  a 
few  multi-fare  cars  are  entirely  free  from  the  annoying 
tintinnabulation  of  the  fare  register.  It  is  to  be  hoped 
that  the  equally  obsolete  cord  and  bell  signals  will  also 
be  replaced  by  automatic  door  signal  lights  in  the  near 
future.  Noise  on  a  street  car  need  no  longer  be  taken 
as  a  matter  of  course." 

The  remainder  of  the  bulletin  is  taken  up  with  the 
subject  of  the  weekly  pass,  as  applied  to  Detroit.  Mr. 
Jackson  goes  into  the  matter  in  some  detail.  This 
form  of  pass  has  been  described  in  various  issues  of 
the  Electric  Railway  Journal.  He  gives  no  figures 
for  the  recommended  charge  for  the  pass,  but  states: 
"The  whole  subject  of  the  pass  has  so  many  aspects 
that  it  deserves  a  special  detailed  inquiry  so  that  the 
department  would  have  full  light  before  deciding  to 
try  or  reject  this  plan." 


The  Readers*  Forum 


Can  Theft  of  Electric  Light  Bulbs 
Be  Prevented? 

Blankburgh,  March  13,  1923. 
To  the  Editors : 

We  are  constantly  annoyed  by  the  loss  of  electric  light 
bulbs  from  our  cars.  At  night  we  have  to  keep  a  large 
number  of  the  cars  in  open  storage  yards  which  are 
readily  accessible  to  the  public.  Apparently  some  per- 
sons are  making  a  practice  of  entering  the  cars  under 
cover  of  darkness  and  stealing  quantities  of  lamps.  The 
car  cleaners  and  others  working  around  the  yard  at 
night  have  been  instructed  to  watch  for  these  thieves, 
but  have  been  unable  to  prevent  the  stealing. 

At  one  time  it  was  our  custom  to  have  the  name  of 
the  company  etched  in  the  glass  of  the  bulbs.  We 
thought  that  this  might  act  as  a  deterrent  to  those  who 
contemplated  stealing  them,  but  apparently  it  did  not, 
for  they  were  taken  just  the  same.  It  has  been  sug- 
gested to  us  that  we  use  a  device  to  lock  the  bulb  into 
the  socket,  but  that  scheme  seems  to  present  some  dif- 
ficulties. It  has  been  further  suggested  that  we  use  a 
socket  of  different  size  from  the  ordinary  commercial 
socket,  but  it  would  be  a  very  expensive  thing  to  change 
the  size  of  the  fixtures  in  all  of  our  cars. 

At  present  we  are  put  to  no  little  inconvenience  and 
expense  to  replace  the  lights  that  are  stolen.  I  would 
be  glad  to  hear  what  others  are  doing  to  prevent  the 
theft  of  electric  light  bulbs.  Has  any  one  discovered  a 
satisfactory  solution  of  this  problem?      "Executive." 


Traffic  Congestion  in  Newark 

State  of  New  Jersey 
Board  of  Public  Utility  Commissioners 

Newark,  March  6,  1923. 
To  the  Editors: 

The  article  entitled  "Traffic  Congestion  Worries 
Newark"  and  more  particularly  your  editorial  entitled 
"Street  Congestion  Aiding  Solution  of  Newark's  TraflSc 
Problem,"  in  the  issue  of  the  Journal  for  March  3, 
1923,  were  read  by  the  undersigned  with  much  interest. 

Reference  to  your  files  will  disclose  that  your  issue  of 
Feb.  26,  1921,  contained  an  article  entitled  "Commission 
Studies  Newark  Traffic."  This  was  a  rather  lengthy  ab- 
stract of  a  report  by  inspectors  of  the  Board  of  Public 
Utility  Commissioners,  State  of  New  Jersey,  on  street 
car  and  vehicular  congestion  in  the  center  of  Newark, 
and  dated  Nov.  19,  1920.  This  report  contained  several 
plates  and  maps  showing  the  car  flow  during  rush  hours 
on  all  streets  traversed  by  street  railways  in  the  con- 
gested section  of  the  city.  Several  of  these  plates  were 
reproduced  with  the  published  article.  This  report  was 
drawn  up  following  a  detailed  study  of  traffic  conditions 
in  the  center  of  the  city  of  Newark,  particularly  re- 
garding street  car  traflSc,  and  demonstrated  through  the 
medium  of  detailed  data  that  the  congestion  of  cars  and 
vehicles  on  Broad  and  Market  Streets  was  even  then 
a  serious  matter.  The  utilization  of  other  streets  for 
routing  street  cars  and  vehicles  was  suggested  and 
emphasized  in  the  report  as  being  necessary  in  order 
to  relieve  the  existing  congestion  of  traffic  of  every 
character  in  the  main  business  section  of  the  city. 


March  24,  1923 


Electric    Railway    Journal 


513 


During  the  two  years  and  more  which  have  elapsed 
since  this  investigation  was  made  there  has  been  a 
steady  increase  in  traffic,  particularly  vehicular  traffic. 

While  the  routing  of  motor  buses  and  possibly  some 
other  vehicles  on  streets  other  than  Broad  and  Market 
Streets  would  undoubtedly  reduce  the  existing  general 
traffic  congestion  on  these  thoroughfares,  greatly  re- 
duced street  car  congestion  on  these  streets,  with  its 
resultant  delays,  can  never  be  obtained  until  certain 
rerouting  of  street  cars,  necessitating  also  the  construc- 
tion of  certain  track  connections,  has  been  accomplished. 
None  of  the  suggestions  contained  in  the  report  here- 
inbefore referred  to  have  been  adopted  to  date. 

H.  C.  Eddy,    Street  Railway  Engineer. 


Economical  Elevated  Railway 
Construction  in  Brooklyn 

Brooklyn  Rapid  Transit  Syste.m 

Brooklyn,  N.  Y.,  March  20,  1923. 
To  the  Editors: 

In  the  issue  of  the  ELECitiic  Railway  Journal  for 
Jan.  6,  1923,  page  3,  was  an  editorial  in  which  cost 
data  were  quoted  to  show  that  two-track  or  three-track 
elevated  structure  costs  about  $1,000,000  per  mile. 

Engineers  familiar  with  the  construction  have  re- 
cently been  making  some  compilations  of  costs  on  the 
Jamaica  Avenue  extension,  in  Brooklyn,  completed  in 
1919,  and  the  Liberty  Avenue  extension,  completed  in 
1916.  It  appears  that  these  extensions  were  built  at 
a  cost  of  less  than  $1,000,000  per  mile.  Following  are 
partial  costs  of  this  work: 

SUMMARY  OF  COST  DATA  ON  ELEVATED  RAILWAY  TRACK 

STRUCTURES 

Jamaica  Avenue  Extension 

Three-track  ttruclurn  mth  two  tracks  built. 

Cost  per  foot  of  structure  (without  stations) ■.■■■■ *\i  ■  ,  ? 

Costof  structure  per  foot  of  single  track  (without  station*) iT^nn 

Average  cost  per  station  (twelve  stations) in  j'nnn  nn 

Cost  per  mile  of  structure,  without  stations iVJ  nXn  nn 

Cost  per  mile  of  structure,  including  stations 545.UUU  uu 

Liberty  Avenue  Extension 

Three-track  structure  with  three  tracks  built: 

Cost  pel  foot  of  structure  without  stations »^"  ^' 

Cost  per  foot  of  single  track  without  stations xH  nn 

Average  cost  per  station,  <six  stations) AiT^nn  nn 

Cost  per  mile  of  structure,  no  stations 2n('7nn  nn 

(^ost  per  mile  -if  structure,  including  stations t)U3,/uu.»u 

The  length  of  the  Jamaica  Avenue  extension  was  4.5 
miles  and  that  of  the  Liberty  Avenue  extension,  2.1 
miles. 

Following  are  the  data  in  more  detail:  The  Jamaica 
Avenue  extension  consists  of  two  tracks  generally,  with 
foundations,  columns  and  transverse  girders  designed 
for  three  tracks.  The  exact  length  of  .structure  is 
23,913  ft.,  and  that  of  single  track,  51,532  ft.  The  costs 
per  lineal  foot  of  structure  and  of  track  were: 

~                                        '                          ~~  Cost  Per  Lineal  Foot 

Structure  Single  Track 

For  foundation,  steel  structure  and  shifting  wires,  clear- 

ing  other  public  service  lines .■  •  ■  •  »>0 . »»  »'" 

For  track — special  trackwork,  footwalks,  railmgs.signal 

towers  and  interlocking  third  rail,  remote    control,  ,o    m  8  88 

structure  and  track  bonding '^-  '"         

Grandtotals »»  ^^  *""' 

These  costs  do  not  include  land  damage,  engineering, 
interest,  legal  expense,  or  storeroom  expense. 

The  Liberty  Avenue  extension  comprises  11,040  lin.ft. 
of  structure  and  32,450  lin.ft.  of  single  track,  and  con- 
sists of  three  tracks  throughout.    The  detail  costs  were : 

~~  Cost  Per  Lineal  Foot 

Structure    Single  Track 

Foundations,  structure,  clearing  wires ..; J62.0} 

Track,  special  trackwork,  guard  rail,  footwalka.  inter-  , 

locking  third-rail  bonds,  structure  bonds _;___  ' 

Grand  totals ■       »»«  ^^  '"  " 


As  above  these  costs  do  not  include  land  damage, 
engineering,  interest,  legal  expense  or  storeroom 
expense. 

These  figures  show  that  the  cost  for  the  complete 
three-track  structure  referred  to  is  but  7  per  cent 
greater  than  the  structure  all  ready  for  three  tracks 
but  without  the  longitudinal  girders  for  the  three 
tracks.  The  track  proper  shows  a  proportionate  in- 
crease in  cost  about  equal  to  the  increase  in  number 
of  tracks,  that  is,  30  per  cent.  These  structures  are 
of  the  regular  deck  girder  type  calling  for  open-track 
construction  without  ballast.  This  type  of  structure 
was  selected  primarily  because  it  obstructs  the  light 
the  least,  which  is  an  important  factor  in  such  con- 
struction on  comparatively  narrow  streets  with  fairly 
tall  buildings.  Furthermore,  three  tracks  are  provided, 
or  may  be,  so  that  an  express  service  may  be  main- 
tained as  desired.  The  Brooklyn  structures  may  be 
classed  as  utilitarian,  without  much  attempt  at  beauty 
or  noise  prevention.  The  idea  was  to  get  a  structure 
which  could  be  extended  quickly  and  as  far  as  possible 
for  a  given  sum.  R-  C.  Cram, 

Engineer  of  Surface  Roadway. 


Taking  Employees'  Suggestions 
Seriously 

BEGINNING  with  1923  suggestions  made  by  em- 
ployees of  the  Philadelphia  Rapid  Transit  Com- 
pany have  been  addressed  to  "T.  E.  Mitten,  Personal," 
and  they  are  given  his  personal  and  confidential  an- 
alysis. While  their  receipt  is  not  acknowledged  the  men 
understand  that  each  suggestion  is  carefully  considered 
and  that  due  record  is  made  which  may  affect  promo- 
tions.   Quite  a  feature  is  made  of  this. 

In  calling  the  attention  of  the  men  to  the  function 
of    the    "suggestion-information    card,"    the   company 


F??r 


SUGGESTION-INFORMATION-CARD 

MR.  T.  E.  MITTEN:  'Confidential) 

FOR  THt  FURTHER  »OV»NCEMtNT  OF  TMt  COK>RIR«TI»C  RL«N,  *NO  IN  RRO- 
TECTIOM  OF  THE  BEST  INTEREST*  OF  THE  COMP«NT  IN  WHICH  I  AM  •OTM 
STOCKHOLDER  AND  EMPLOVE,  I  OFFER  THE  INFORMATION  AND  SUOOESTION 
AS    WRITTEN    BT    ME    ON    THE    BACK    OF    THIS    CARO^ 


warn  Hem  Mtn  ■ 


ttHITTCM     aCNMOWkieOMtNT    WIU    ■<     > 


ttMimUIr  MMt.MMS  f«*  M,IW»tMa«iT  M 


198S  Snggestlon  Card  I  ned  liy  I'lilladelplila  Kapld  Tran.lt 
Company.     Reverse  Side  Is  Ruled  for  SuK«e.tlon« 

points  out  that  a  better  knowledge  of  what  the  manage- 
ment desires  of  the  men.  a  better  realization  of  their 
new  duties  as  employee-owners  and  increased  confi- 
dence that  their  suggestions  will  be  seriously  consid- 
ered will  make  the  suggestion  card  a  source  of  ines- 
timable advantage  to  all  concerned.  Reports  as  to 
shortcomings  in  car  operation,  car  and  track  inspection, 
power  supply,  signal  operation,  etc..  with  suggestions 
for  betterment  in  practice  or  procedure,  are  strongly 
encouraged  from  every  employee  of  the  company. 


514 


Electric    Railway    Journal 


Vol.  61,  No.  12 


r    Association  News  &  Discussions    1 


Illinois  Association  Holds  Third  Joint 
Convention 

Executive    Problems,    Highway    Construction    and    Inventory   Methods 
Hold  Interest  of  Railway  Men — Education  and  Public  Relations 
Were  Subjects  of  Joint  Sessions  Held  with  State  Gas 
and  Electric  Associations 


THE  Illinois  Electric  Railway  Asso- 
ciation held  its  fourteenth  annual 
meeting  in  Chicago  on  March  14  and 
15.  Joint  meetings  with  the  Illinois 
gas  and  Illinois  electric  associations 
were  held  in  the  forenoon  of  each  day, 
while  a  joint  banquet  was  held  Wednes- 
day evening.  At  the  general  session  on 
the  morning  of  March  14  Charles  M. 
Thompson,  Dean  College  of  Commerce 
and  Administration,  University  of  Illi- 
nois, and  Ralph  E.  Heilman,  Dean 
Northwestern  University  School  of 
Commerce,  spoke  on  the  subject  of 
"Public  Utility  Education  at  the  Uni- 
versity." Dean  Thompson  invited  the 
association  to  co-operate  in  the  prepa- 
ration of  an  outline  for  a  curriculum 
for  a  public  utility  course  at  the  Uni- 
versity of  Illinois.  He  gave  in  a  gen- 
eral way  what  had  been  accomplished 
in  the  training  of  students  for  the 
public  utility  business.  He  pointed  out 
that  the  men  graduated  from  this 
course  would  be  trained  business  men 
and  have  some  training  in  technical 
subjects  bearing  directly  on  public 
utility  companies.  They  would  not  be 
engineers,  but  would  have  just  enough 
engineering  to  understand  the  blue- 
prints. In  other  words,  they  would 
have  descriptive  engineering;  they 
would  also  have  a  conception  of  the 
history  of  the  public  utility  business. 

Dean  Heilman,  speaking  in  his  char- 
acteristic, forceful  manner,  explained 
why  it  was  necessary  to  have  a  course 
of  public  relations.  The  present  course 
in  business  training  is  not  sufficient  be- 
cause a  public  utility  is  different  from 
a  large  privately  owned  corporation. 
The  policies  of  management  are  differ- 
ent because  they  might  not  fit  into 
government  regulations.  He  explained 
that  the  results  derived  from  such  an 
educational  program  would  tend  to 
professionalize  the  utility  business,  pro- 
duce respect  and  cultivate  a  scientific 
attitude.  In  the  discussion  Britton  I. 
Budd,  Chicago  Elevated  Railroads,  read 
a  few  notes  on  personnel  and  training 
and  development  of  the  young  man.  He 
referred  to  the  common  case  where  the 
young  man  has  been  misplaced  and  the 
young  man  discredited  or  lost  from  the 
service.  This  misfit  circumstance  has 
in  a  large  measure  been  eliminated  on 
the  elevated  lines  by  placing  an  official 
as  sponsor  for  each  young  student 
engineer  to  see  that  he  finds  his  niche. 


The  development  of  the  Mazda  lamp 
was  the  subject  of  F.  T.  Benson,  Gen- 
eral Electric  Company,  at  the  banquet 
held  Wednesday  evening.  He  intro- 
duced the  new  30,000-watt  lamp  to  the 
audience.  In  the  large  banquet  room 
the  lamp  gave  an  illumination  like  sun- 
light. It  had  to  be  cooled  with  an 
electric  fan.  Britton  I.  Budd  acted  as 
toastmaster. 

Electric  Railway  Session 

Stanley  P.  Farwell,  Bureau  of  Com- 
mercial Economics,  was  the  first 
speaker  of  the  Wednesday  afternoon 
session.  His  subject,  "Stores  and  In- 
ventory Methods,"  proved  very  inter- 
esting and  brought  out  the  necessity  for 
adequate  stores  department  methods 
and  for  an  inventory  either  yearly  or 
monthly.  Mr.  Farwell's  paper,  which 
is  abstracted  elsewhere  in  this  issue, 
was  discussed  by  W.  H.  Sawyer,  presi- 
dent East  St.  Louis  &  Suburban  Rail- 
way. He  pointed  out  that  a  yearly 
inventory  was  somewhat  of  a  "bugbear" 
to  him  and  that  he  had  replaced  this 
operation  with  a  more  simple  form 
known  as  a  continuous  inventory.  The 
entire  stock  was  divided  into  twelve 
groups  and  one  group  was  inventoried 
each  month.  This  required  only  the 
storekeeper  and  assistant  and  one  from 
the  auditing  departmaht  to  make  such 
an  inventory. 

Mr.  Sawyer's  paper  on  "Electric  Rail- 
way Executive's  Problems"  was  the 
next  one  to  be  presented  at  the  first 
afternoon  session.  An  abstract  of  it 
is  printed  elsewhere  in  this  issue.  Fol- 
lowing Mr.  Sawyer's  paper,  a  discus- 
sion was  held  on  buses  and  the 
relation  between  bus  transportation  and 
street  railway  transportation.  Mr. 
Sawyer  said  he  believed  the  place  for 
the  bus  is  where  the  street  car  man 
puts  it.  Responsibility  for  service  in 
any  community  rests  with  the  railway 
company,  as  its  business  is  to  serve 
the  public.  He  pointed  out  that  buses 
are  merely  a  temporary  means  of  trans- 
portation where  it  is  impossible  to 
secure  the  money  to  lay  track.  While 
the  operation  may  be  a  little  more  ex- 
pensive, there  is  not  as  great  an  initial 
cost. 

F.  E.  Fisher,  general  manager 
Chicago,  Ottawa  &  Peoria  Railway, 
questioned  Mr.  Sawyer  about  the  bus 
competition    on    an    interurban   railway 


where  the  interurban  was  paralleled 
for  its  entire  length  by  a  concrete 
highway.  Mr.  Sawyer,  replying,  said 
that  the  competition  on  the  concrete 
highway  should  be  only  private  auto- 
mobiles and  not  buses.  Continuing,  he 
said  that  the  interurban  is  now  coming 
into  its  own  and  it  must  either  improve 
the  service  or  scrap  the  equipment,  as 
the  Illinois  Commissioners  had  been 
very  fair  in  denying  licenses  to  buses. 
J.  R.  Blackball,  general  manager  of  the 
Chicago  &  Joliet  Electric  Railway,  dis- 
cussing the  subject  of  buses,  stated 
that  although  his  road  had  a  concrete 
highway  running  parallel  to  it  the  en- 
tire distance  from  Chicago  to  Joliet,  it 
had  not  been  troubled  with  bus  compe- 
tition. This  was  due  to  the  co-operation 
on  the  part  of  the  officials  of  munici- 
palities through  which  the  railway  and 
the  highway  pass  in  refusing  to  allow 
buses  to  operate.  Mr.  Blackball  is  now 
operating  a  bus  line  from  Rockford  to 
Stateville,  the  new  penitentiary  loca- 
tion, the  fare  being  15  cents  and  the 
distance  2i  miles.  He  agreed  with  Mr. 
Sawyer  that  the  railway  company  must 
operate    all    transportation   facilities. 

"Advantages  of  Americanization  of 
Railway  Employees,"  by  C.  B.  Goodsell, 
educational  director  Chicago,  North 
Shore  &  Milwaukee  Railroad,  was  the 
last  paper  on  the  first  afternoon  session. 
He  summed  up  the  results  obtained 
from  this  work  as  follows: 

"What  can  we  say  about  the  results 
of  this  work  ?  First,  we  believe  there 
is  a  marked  improvement  in  the  ability 
of  these  men  to  understand  English 
and  to  talk  it  and  with  this  has  surely 
come  less  misunderstanding,  mistakes 
and  accidents.  Our  safety  meetings 
certainly  mean  more  to  these  men  and 
our  foremen  have  made  marked  im- 
provement in  their  written  reports,  both 
in  accuracy  and  legibility.  Living  con- 
ditions in  the  section  houses  have  shown 
a  marked  improvement  and  a  real  pride 
in  keeping  the  surroundings  attractive 
is  noticeable. 

"Perhaps  the  greatest  change  has 
come  in  the  better  spirit  which  is  shown 
by  these  men — a  better  spirit  toward 
America,  toward  the  men  over  them 
and  toward  the  company.  This  is 
something  which  cannot  be  measured 
with  a  tape  line  but  which  neverthe- 
less produces  contentment  and  effi- 
ciency. A  man's  birthplace  has  little 
to  do  with  his  spirit,  but  his  surround- 
ings and  the  treatment  he  gets  have 
much.  We  are  trying  to  treat  these 
men  as  we  would  the  higher  type  of  men 
which  we  want  them  to  be.  If  you 
treat  them  as  'hunkeys'  they  will  be 
little  more.  If  you  treat  them  as  'com- 
ing Americans'  they  will  measure  up. 
Perhaps  not  100  per  cent,  but  fully  as 
well  as  the  average  American." 


March  24,  1923 


Electric    Railway    Journal 


515 


This  Americanization  work  on  the 
North  Shore  Line  was  treated  at  length 
in  Electric  Railway  Journal,  issue 
of  Aug.  27,  1921,  page  332,  and  issue  of 
March  3,  1923,  page  373. 

B.  J.  Mullaney,  director  Illinois  Com- 
mittee on  Public  Utility  Information, 
described  the  work  of  his  committee  at 
the  general  session  Thursday  morning. 
He  pointed  out  that  where  four  years 
ago  there  was  no  such  committee,  now 
eighteen  states  have  similar  organi- 
zations. The  object  has  been  to  give  the 
newspapers  the  information  that  a 
utility  has  something  to  print.  An 
idea  of  the  results  obtained  by  the  com- 
mittee was  given  by  Mr.  Mullaney.  He 
stated  that  up  to  the  present  time  106,- 
000  column  inches,  which  is  equivalent 
to  1,000  pages  of  newspaper  space,  had 
been  printed  in  the  newspapers  of  Illi- 
nois in  the  last  four  years.  The  com- 
mittee had  distributed  8,000,000  pieces 
of  literature,  of  which  56,000  pamphlets 
had  gone  to  high  schools  and  were  used 
in  the  instruction  of  high  school  stu- 
dents. The  results  or  consequences  of 
the  work  of  this  committee  were  bene- 
ficial to  all  utility  companies.  Where, 
in  the  1919  Legislature,  twenty  bills 
were  introduced  hostile  to  public  utili- 
ties, and  had  to  be  handled  at  consid- 
erable expense  to  the  utilities,  not  a 
single  bill  was  introduced  in  the  1922 
session  of  the  Legislature.  He  pointed 
out  that  something  must  have  happened, 
and  this  could  only  be  attributed  to 
information  distributed  by  his  com- 
mittee. 

A  paper  by  Walter  Jackson  entitled 
^'The  Sale  of  the  Ride"  was  read  at  the 
second  afternoon  session  of  the  electric 
railway  section.  Discussing  Mr.  Jack- 
son's paper,  C.  E.  Thompson  pointed 
out  that  where  competitive  lines  operate 
in  a  city  the  pass  can  be  used  to  ad- 
vantage on  the  line  which  covers  the 
major  downtown  district,  the  pass  being 
used  to  create  an  off-peak  load. 

A  paper  by  C.  E.  Thompson,  printed 
«lsewhere  in  this  issue,  emphasized  the 
fact  that  it  is  not  only  necessary  to  sell 
the  ride,  but  is  equally  important  to 
Iceep  it  sold.  It  was  his  opinion  that 
the  car  builders  were  building  interur- 
ban  cars  far  too  light,  with  large  seat- 
ing capacity,  and  eliminating  to  a  large 
-extent  the  comfort  which  should  be 
derived  from  interurban  travel.  L.  E. 
Gould,  Economy  Electric  Devices  Com- 
pany, substantiating  remarks  made  in 
Mr.  Thompson's  paper,  stated  that  the 
power  required  to  operate  a  large  in- 
terurban car  is  little  in  excess  of  that 
required  to  operate  the  new  present 
light-weight  interurban  cars.  The  say- 
ing derived  from  this  source  he  felt  did 
not  offset  the  desirability  of  selling  the 
patrons  of  the  line  something  more 
than  mere  transportation. 

Clifford  C.  Older,  State  Highway  En- 
gineer of  Illinois,  spoke  on  "Highway 
Construction  Required  to  Meet  Modern 
Hoad  Traffic  Conditions."  The  discus- 
sion that  followed  Mr.  Older's  paper 
served  to  indicate  the  weakness  of 
present  railway  paving  construction. 
Mr.    Tinnon,  engineer   maintenance   of 


way  Chicago  &  Joliet  Electric  Railway, 
stated  that  the  present  method  of  pav- 
ing between  and  around  the  tracks  is 
not  good.  He  said  it  was  as  though  the 
companies  were  throwing  their  money 
in  a  well.  With  a  permissible  wheel 
load  on  trucks  of  16,000  lb.,  the  paving 
in  between  the  tracks  soon  looks  like 
a  washboard,  although  the  track  itself 
is  in  perfect  alignment.  The  load  has 
been  too  much  for  the  tie  and  the  spikes 
cannot  be  expected  to  hold  the  tie  up 
against  the  rail.  In  his  opinion  the 
only  solution  is  to  perfect  a  pavement 
which  will  support  the  load  in  the  sur- 
face. He  suggested  that  a  6-in.  concrete 
slab  surface  might  possibly  carry  this 
load.  However,  the  objections  to  use 
of  concrete  at  the  surface  have  been 
voiced  by  municipalities  because  of  the 
noise. 

F.    E.    Fisher    expressed    himself    as 
being    opposed    to    laying    the    rail    in 


solid  concrete  and  voiced  his  disap- 
proval of  a  substitute  tie.  He  sug- 
gested that  it  might  be  possible  to  have 
a  sub-slab  underneath  the  tie  and  asked 
Mr.  Older  if  such  a  piece  of  roadbed 
would  be  prepared  by  the  State  of 
Illinois.  Mr.  Older  replied  that  the  state 
engineering  department  would  be  will- 
ing to  undertake  the  construction  of 
an  ideal  track  if  the  appropriation  was 
made  by  the  utility  commissioners. 

At  the  close  of  this  session  the  fol- 
lowing officers  were  elected:  Arthur  D. 
Mackie,  Springfield,  president;  R.  A. 
Moore,  Joliet,  first  vice-president;  J.  F. 
Egolf,  second  vice-president;  R.  V. 
Prather,  Springfield,  secretary  and 
treasurer.  The  executive  committee 
remains  the  same  with  the  exception  of 
W.  L.  Arnold,  whose  place  is  taken  by 
J.  H.  McClure,  vice-president  and  gen- 
eral manager  Chicago,  Aurora  &  Elg^in 
Railroad. 


Training  Young  Engineers  in  Utility  Work" 


By  Britton  I.  BuDD 

President  Chicago  Elevated  Railways 


AFTER  a  young  man  has  completed 
his  education  and  entered  the  em- 
ploy of  one  of  our  public  utility  cor- 
porations it  is  of  the  utmost  importance 
that  we  train  and  develop  him  so  that 
he  will  become  interested  in  his  work 
and  want  to  remain  in  the  employ  of 
the  company.  In  thf  past  many  college 
men  have  entered  the  employ  of  utility 
companies  after  graduation,  worked  one 
or  two  years  and  then  resigned  to  ac- 
cept positions  in  other  lines  of  work. 
Their  time  has  been  more  or  less  wasted 
and  the  company  has  lost  the  amount 
of  money  invested  in  their  preliminary 
training.  This  has  been  due  to  the  fact 
that  the  young  men  have  been  placed 
in  some  department  and  left  there  with- 
out any  official  of  the  company  being 
held  responsible  for  their  training  or 
advancement. 

The  utility  companies  need  young 
men  specially  trained  in  various  phases 
of  the  business.  It  is  just  as  essential 
to  develop  the  personnel  of  the  organ- 
ization as  it  is  to  develop  the  physical 
property.  If  the  utility  companies  are 
to  draw  the  best  men  graduating  from 
our  universities  into  their  organiza- 
tions, they  must  offer  them  the  same 
advantages  and  inducements  as  are  of- 
fered by  the  big  manufacturing  con- 
cerns throughout  the  country.  It  is 
essential  that  some  executive  official  be 
made  responsible  for  the  training  of 
these  young  men  for  a  certain  period 
or  until  they  work  into  a  permanent 
place  in  the  organization.  The  young 
men  should  be  changed  from  one  depart- 
ment to  another  until  they  get  a  general 
insight  into  the  business  as  a  whole 
and  their  salaries  should  be  increased 
from  time  to  time.  Special  care  should 
be  exercised  by  foremen  or  heads  of 
departments  to  explain  the  technical 
details  and  reasons  €or  doing  things  in 


•Discu.islon  presented  before  joint  meet- 
ing of  Illinois  electric  railway,  electric  and 
gas  associations,  Chicago.  March  14.  I'm. 


a  certain  way.  The  supervising  execu- 
tive should  interview  these  students 
frequently  in  regard  to  their  work  and 
give  them  a  chance  to  offer  suggestions. 
He  should  also  make  the  young  men 
understand  that  they  are  at  liberty  to 
come  to  him  at  any  time  in  regard  to 
matters  in  connection  with  their  work 
or  their  personal  affairs. 

The  supervising  executive  must  keep 
these  students  interested  in  their  work 
and  develop  this  interest  to  the  point 
where  they  will  want  to  make  the  util- 
ity business  their  life  work.  A  man 
who  is  simply  working  because  he  must 
and  has  no  particular  interest  in  his 
position  certainly  will  not  do  as  well 
and  will  not  advance  as  fast  as  the 
man  who  has  become  thoroughly  in- 
terested in  the  work  he  is  doing  and  in 
the  welfare  and  success  of  the  company 
for  which  he  is  working.  When  these 
students  become  interested  and  feel 
that  there  is  a  future  for  them,  they 
will  induce  other  young  men  who  are 
about  to  finish  at  the  universities  to 
enter  the  employ  of  the  company  for 
which  they  are  working.  The  young 
man  about  to  graduate  will  ask  his 
friend  who  has  been  out  of  school  a 
year  or  two  questions  such  as,  How  are 
you  getting  along?  Do  you  like  your 
work  ?  How  much  money  are  you  mak- 
ing? and  What  are  your  chances  for 
advancement?  If  his  friend  answers 
these  questions  satisfactorily,  he  will 
want  to  identify  himself  with  the  same 
organization  and  before  long  positions 
in  that  organization  will  be  greatly 
sought  after. 

An  electric  railroad  with  which  I  am 
familiar  has  been  working  along  this 
line  for  several  years  and  one  or  two 
examples  taken  from  their  experience 
will  suffice  to  illustrate  my  point: 

A  graduate  of  the  School  of  Electrical 
Engineering.  Iowa  University,  class  of  1917. 
was  employed  April.  1919.  after  being  dis- 
charged from  the  U.  S.  Army  as  a  second 
lieutenant.  Signal  Corps.     He  was  placed  In 


516 


Electric    Railway    Journal 


Vol.  61,  No.  12 


the  electrical  engrineer's  office  and  assigned 
to  valuation  work.  His  salary  was  fixed 
at  J125  per  month.  In  January,  1920,  he 
was  assigned  general  work  in  this  depart- 
ment such  as  drafting,  laying  out  wiring 
and  conduit  and  obtaining  material  for 
construction  work.  At  this  time  his  salary 
was  increased  to  $140  per  month.  During 
the  next  six  months  he  broke  In  as  a  power 
supervisor  and  his  salary  was  increased  to 
$180  per  month,  on  June  1,  1920.  He  has 
shown  a  special  inclination  for  the  work 
in  the  electrical  department  and  has  been 
definitely  assigned  to  this  department. 

A  graduate  of  the  School  of  Electrical 
Engineering,  University  of  Illinois,  class  of 
1920,  was  employed  June  19.  1920.  and 
placed  in  the  electrical  engineer's  office.  He 
was  assigned  to  valuation  work  and  his 
salary    fixed    at     $125     per    month.       After 


finishing  the  valuation  work  in  November, 
1920,  he  was  given  miscellaneous  work  in 
this  department  such  as  the  planning  of  re- 
pair work  and  new  construction  work.  On 
July  1,  1921.  his  rate  was  increased  to 
$135  per  month.  In  January.  1922.  he  was 
transferred  from  the  electrical  engineer's 
office  to  the  shop  department,  assigned  to 
miscellaneous  engineering  work,  consisting 
of  drafting,  inspections,  reports  and  the 
specification  of  material  in  connection  with 
the  maintenance  and  recon.struction  of  roll- 
ing stock.  On  June  1,  1922.  his  salary  was 
increased  to  $160  per  month.  On  Septem- 
ber 1.  1922.  he  was  transferred  to  the  ac- 
counting department  and  placed  in  a  spe- 
cial position  requiring  engineering  knowl- 
edge and  also  some  knowledge  in  account- 
ing. When  assigned  to  this  work  his  salary 
was  increased  to  $200  per  month. 


Manufacture  of 
Electric  Railway  Equipment* 

Comfort  and  Convenience  of  the  Passengers  Is  Primary  Consideration, 

and  Light  Weight  and  Other  Economizing  Measures 

Are  Entirely  Secondary 

By  C.  E.  Thompson 

Assistant  to  the  President, 
Chicago,    North   Shore   &   Milwaukee    Railroad,   Highwood,   111. 


DURING  the  past  few  years  volumes 
have  been  written  dealing  with  the 
condition  of  the  electric  railway  indus- 
try, and  many  and  varied  reasons  have 
been  advanced  for  the  falling  off  in 
traffic  and  the  lack  of  financial  return. 
What  has  the  manufacturer  of  railway 
equipment  done  to  help  the  situation  ? 
What  improvements  have  been  made  to 
add  to  the  attractiveness  of  travel  by 
street  railway  and  interurban  lines? 
Your  answer  is,  probably,  "little  or 
nothing." 

The  tendency  has  been  to  reduce  the 
cost  of  manufacture,  to  reduce  the 
weight  of  equipment,  to  increase  the 
seating  capacity,  to  decrease  the  cost 
of  operation — all  at  the  sacrifice  of  com- 
fort, convenience  and  appearance.  Hard 
slat  seats  with  straight  backs,  set  so 
close  together  that  knee  room  is  lack- 
ing; springs  so  light  that  when  car  is 
loaded  the  body  rides  on  the  axle;  may- 
be longitudinal  seats,  that  more  stand- 
ing room  may  be  provided;  light-weight 
interurban  cars  operated  at  high  speed 
over  poorly  maintained  tracks.    Why? 

Because  they  can  be  manufactured  at 
less  cost  and  operated  more  cheaply. 
So  many  properties  have  operated  cars 
so  weatherbeaten  and  "down-at-the- 
heel"  looking  that  it  is  a  wonder  the 
industry  is  not  in  worse  repute  than  it 
is.  And  then,  too,  often  the  passenger 
is  annoyed  by  noisy  gears,  dragging 
brake  shoes,  windows  that  rattle,  body 
squeaks,  lack  of  heat  and  poor  venti- 
lation. The  manager  who  wants  cars 
which  provide  for  the  comfort  of  his 
passengers  must  sell  his  ideas  to  the 
manufacturer  and  pay  the  extra  cost 
of  having  his  equipment  built  special. 

Electric  railway  operators  have  too 
often  taken  the  wrong  view  when  traffic 
fell  off  due  to  increased  rates  or  other 
causes.  They  attempted  to  meet  the 
situation  by  reducing  operating  costs, 
by  curtailing  service,  by  using  lighter 
equipment,    by    deferring    maintenance 

•Paper  presented  before  Illinois  Electric 
Railway  Association,  Chicago.  March  15, 
1923. 


and  in  many  other  ways — most,  if  not 
all,  of  which  caused  further  decrease 
in  riding  and  added  to  the  feeling  that 
the  rates  were  too  high.  The  cost  of 
moving  a  ton  1  mile  and  the  saving  in 
operating  costs  per  annum  for  each  ton 
that  could  be  eliminated  from  the  weight 
of  a  car  was  once  given  great  publicity, 
and  many  were  the  advocates  of  mini- 
mum-weight cars  for  all  classes  of 
service  without  regard  for  the  comfort 
of  passengers.  Some  eight  years  ago 
we  were  ordering  our  first  lot  of  steel 
interurban  cars.  Our  engineers  de- 
signed a  car  weighing  about  45  tons. 
Some  car  builders  took  the  plans  and 
showed  us  by  nicely  prepared  exhibits 
and  by  somewhat  convincing  arguments 
that  we  should  use  for  the  contemplated 
service  a  car  weighing  between  30  and 
35  tons.  We  took  the  position  that  a 
light-weight  car  operated  at  a  speed 
of  65  or  70  miles  per  hour  would  not 
provide  comfortable  riding  qualities, 
and  that  increased  patronage  was  more 
to  be  desired  than  low  operating  costs. 
We  were  severely  criticised  by  many 
and  pitied  by  not  a  few  for  our  lack 
of  experience  and  vision,  but  we  or- 
dered fifteen  of  the  45-ton  cars  and  have 
repeated  the  order  until  we  now  have 
sixty,  and  before  another  year  passes 
we  will  have  eighty  of  this  type. 

I  do  not  want  you  to  think  that  I 
am  opposed  to  the  light-weight  car. 
Economy  of  every  kind  is  both  desirable 
and  necessary.  The  point  I  want  to 
make  is  that  the  comfort  and  conveni- 
ence of  the  traveling  public  must  have 
first  consideration.  The  equipment 
should  be  designed  for  the  character 
of  the  service  it  is  to  render. 

After  the  comfort  and  convenience 
of  the  passengers  is  provided  for,  the 
cost  of  construction  and  the  cost  of 
operation  should  be  considered  in  view 
of  the  service  conditions.  Because  there 
has  been  opposition  to  increases  in  rates 
of  fare,  railway '  operators  have  too 
often  concluded  that  low  rates  are  the 
greatest  desire  of  the  car-riding  pub- 
lic.    But   not   so.     What  they  want  is 


service,  and  if  given  real  service  they 
are  willing  to  pay  reasonable  rates. 

While  this  weight  and  comfort  elim- 
ination was  going  on  the  motor  age  en- 
tered. Has  the  motor  car  manufacturer 
waited  for  the  customer  to  demand  a 
change  in  the  design  providing  for  im- 
proved comfort  and  appearance?  No! 
New  styles  stimulate  trade.  Just  as 
Mrs.  Smith  wants  a  new  hat  that  sur- 
passes the  new  one  worn  last  week  by 
Mrs.  Jones,  so  Mrs.  Jones  must  have  an 
automobile  with  a  little  more  class,  a 
little  more  speed  and  a  little  more 
comfort  than  the  old  bus  driven  by  her 
friend  Mrs.  Smith.  That  is  human 
nature!  It  is  also  human  nature  to 
want  to  patronize  the  dealer  who  offers 
new  inducements,  new  comforts,  better 
service,  whether  he  deals  in  clothing,  in 
automobiles,  in  flats  or  in  transporta- 
tion. 

Added  expense  can  easily  be  justified 
when  it  produces  increased  patronage. 
Reductions  in  investment  and  in  operat- 
ing costs  are  very  expensive  when  they 
result,  as  they  too  often  do,  in  loss  of 
traffic.  A  recent  experience  on  the 
North  Shore  Line  will  illustrate. 

One-man  safety  cars  were  to  be 
placed  in  operation  on  our  Milwaukee 
city  line.  In  designing  these  cars  a 
number  of  improvements  were  pro- 
vided, such  as  divided  exit  and  entrance, 
wider  aisles  and  wider  seats  with  more 
knee  space,  and,  most  important,  spring 
cushion  seats  upholstered  in  green 
plush.  This  added  to  the  cost  of  the 
cars  approximately  $400  each  and  to 
the  annual  fixed  charges  probably  $40 
per  car.  At  a  5-cent  fare  this  requires 
800  additional  passengers  per  car  per 
annum,  or  two  extra  passengers  per 
day.  Was  the  additional  expense  justi- 
fied? I  say  it  was.  The  cars  have 
been  in  operation  only  about  four 
weeks,  but  I  venture  a-ny  attempt  on 
our  part  to  remove  these  cars  from 
Milwaukee  service  would  meet  a  vigor- 
ous protest. 

If  you  will  pardon  another  reference 
to  the  North  Shore,  I  will  illustrate  my 
point  further.  In  our  limited  train 
service  we  operate  regularly  only  steel 
cars,  designed  for  both  speed  and  com- 
fort. On  holidays  we  have  to  use  the 
older  wooden  cars  to  provide  a  more 
frequent  interval.  In  our  express  serv- 
ice we  operate  the  steel  cars  when  avail- 
able. It  is  no  unusual  occurrence  for 
patrons  to  let  the  train  of  older  wooden 
cars  go  by,  although  these  cars  are 
kept  in  first  class  condition,  and  wait 
for  ten  minutes  or  even  a  half  hour  for 
the  train  with  the  steel  cars. 

This  is  an  age  of  progress.  Develop- 
ment is  rapid.  The  methods  of  yester- 
day vdll  hot  do  today  and  today's 
methods  may  be  out  of  date  tomorrow. 
The  horse  has  given  way  to  the  gasoline 
motor.  The  people  want  action,  change 
and  speed.  They  want  things  up  to 
date,  comfortable  and  convenient.  Our 
industry  is  coming  back.  Better  days 
and  big  opportunities  are  ahead  for 
those  properties  which  are  up  and  do- 
ing and  meeting  the  needs  and  demands 
of  the  communities  which  they  serve. 

Builders  of  street  railway  and  inter- 


March  24,  1923 


Electric    Railway    Journal 


517 


urban  equipment  should  be  the  leaders 
in  improved  car  designs.  They  should 
be  constantly  bringing  to  railway  opera- 
tors the  fact  that  they  should  add  to 
the  attractiveness  of  their  service,  by 
making  the  interval  more  frequent,  by 
providing  comfortable  riding  cars  with 
every  possible  convenience,  by  keeping 


the  cars  clean  and  well  ventilated,  by 
keeping  the  outward  appearance  good 
by  the  frequent  application  of  paint. 
The  result  will  be  greater  popularity 
for  these  railway  services,  with  in- 
creased traffic  and  financial  results 
which  will  permit  of  the  purchase  of 
more  and  better  equipment. 


The  Sale  of  the  Ride* 

The  Theorj'  of  the  Pass  to  Develop  Off-Peak  Riding  Is  Set  Forth,  with 
Particulars  from  Different  Installations 

By  Walter  Jackson 

Fare  and  Bus  Consultant,  Mount  Vernon,  N.  Y. 


FORMERLY  there  were  two  classes 
of  car  riders,  the  industrial  or 
business  rider  and  the  homekeeper. 
The  former  were  good  for  at  least 
twelve  rides  a  week  each,  and  the  lat- 
ter could  be  depended  upon  to  use  the 
street  cars  if  they  rode  at  all.  People 
who  wanted  a  real  pleasure  ride  used 
the  electric  railway.  Now,  with  auto- 
mobiles so  numerous,  these  two  classes 
of  customers  have  changed,  and  there 
is  but  one  class — irregular.  Expressed 
in  a  sentence:  We  have  changed  from 
a  monopolistic  industry  to  a  competi- 
tive business. 

How  can  we  assure  ourselves  of  the 
greatest  possible  proportion  of  consis- 
tent, rain  or  shine,  patronage?  By 
lower  fares,  by  short-haul  fares,  by 
off-peak  fares,  by  wholesale  ticket 
rates,  by  commutation?  Let  us  see  the 
possibilities  of  each  of  these  schemes. 

Five  Ways  to  Increase  Patronage 

First — Lower  fares:  No  doubt  a  cer- 
tain amount  of  business  was  lost  to 
electric  railways  when  the  convenient 
5-cent  fare  disappeared  and  the  higher, 
awkward  odd  fare  took  its  place.  No 
doubt  also  a  certain  amount  of  busi- 
ness would  come  back  if  pre-war  fares 
were  restored.  There  is  no  warrant, 
however,  for  assuming  that  the  increase 
in  traffic  will  be  grreat  enough  to  off- 
set the  decrease  in  average  fare  and 
extra  mileage.  A  lower  fare  would 
make  little  appeal  to  the  automobile 
riders.  They  do  not  ride  in  machines 
to  save  money,  but  to  avoid  annoyance 
in  fare  transactions  and  to  enjoy  more 
speed  and  comfort. 

Second — Short  haul  fares:  This 
method  is  practicable  in  communities 
so  large  as  to  have  i  to  1-mile  trips 
within  the  central  area  devoted  to 
offices,  stores  and  theaters.  Such  a 
district  is  usually  too  congested  for 
easy  automobiling,  and  as  it  is  the 
place  where  the  various  car  routes  over- 
lap, there  is  always  the  short  headway 
necessary  to  secure  people  who  would 
otherwise  walk.  For  small  cities,  the 
short-haul  fare  is  not  applicable,  be- 
cause the  interval  between  the  cars  is 
usually  so  long  that  too  many  persons 
could  walk  from  the  full-fare  zones  into 
the  low-fare  zone. 

Third — Off-peak    fares:     These    are 


•Abstract  of  paper  presented  before  the 
Illinois  Electric  Railway  Association,  Chi- 
cago, 111.,  March  15,  1923. 


applicable  to  any  kind  of  railway,  small 
town  or  big  city,  urban  or  interurban. 
This  is  simply  a  question  of  analysis. 
How  is  the  traffic  divided  now  among 
the  different  hours  of  the  day?  To 
what  pleasure  grounds  and  indoor  en- 
tertainments would  people  be  likely  to 
go  oftener  if  the  off-peak  fares  would 
be  used  as  a  reminder  of  such  excur- 
sions? Would  it  be  wise  to  co-operate 
with  home  merchants,  theaters,  minis- 
tors,  schools  and  so  forth,  in  an  ex- 
periment to  try  off-peak  fares  on  a 
certain  day  of  the  week,  or  possibly 
risk  the  test  for  a  full  month  or  more? 
Whether  we  lose,  break  even,  or  gain 
in  revenue,  we  are  sure  to  be  winners 
in  good  will,  because  we  have  shown  a 
willingness  to  try.  The  best  antidote  to 
the  uneconomic  rush-hour  cut  fare  is 
the  installation  of  an  off-peak  rate 
of  fare. 

Fourth — Wholesale  tickets:  This  is 
the  most  common  differentiation  in  fare 
used  today.  One-man  car  operation, 
especially,  compels  attention  to  cutting 
down  the  number  of  change-making 
transactions.  But  the  wholesale  ticket 
rate  for  fares,  no  matter  how  liberal, 
does  not  achieve  the  purpose  of  secur- 
ing or  assuring  consistent  and  frequent 
use  of  the  cars.  There  is  no  time 
limit  on  the  use  of  the  tickets  or  tokens, 
and  they  can  be  divided  among  as  many 
persons  as  there  are  rides  to  be  taken. 

Fifth — Commutation:  This  is  the 
only  form  of  rate  heretofore  orthodox 
which  seeks  to  make  a  consistent  user 
of  the  purchaser  of  the  railway  trans- 
portation. Usually  it  is  confined  to  dis- 
tances so  great  that  only  a  few  rides 
in  excess  of  two  per  business  day  are 
taken.  It  follows  that  there  is  no  point 
in  offering  more  than  sixty  rides  per 
month,  because  there  would  be  no  need 
for  a  larger  number.  Commutation 
books  are  non-transferable.  This  is  a 
practicable  measure  on  suburban  rail- 
ways, where  the  conductor  meets  the 
same  passengers  every  day,  but  is  not 
practicable  on  street  railways.  The 
experience  in  San  Diego  with  a  monthly 
non-personal  commutation  book  has 
shown  that  this  style  of  transporta- 
tion book  does  not  encourage  voluntary 
riding. 

The  Personal  Card  and  Pass 

The  Schaddelee  monthly  personal 
card  was  a  big  step  forward  toward 
securing    consistent    patronage.      The 


purchaser  pays  a  fee  of  50  cents  to 
$1  for  a  calendar  month  card  and  then 
pays  only  5  cents  a  ride  during  the 
month,  when  the  usual  casual  fare  is 
10  cents.  The  feature  that  keeps  the 
monthly  card  from  encouraging  traffic 
to  the  utmost  is  that  it  is  still  neces- 
sary to  give  us  a  tangible  fare  each 
time  a  ride  is  taken.  This  seems  to 
be  the  only  valid  explanation  of  the 
fact  that  the  average  use  of  the 
monthly  card  is  about  two  fares  a  day. 
Another  fact  is  that  while  a  wholesale 
rate  is  given  for  consistent  use,  the 
trips  are  taken  almost  entirely  during 
the  rush  hours.  In  short,  we  arrive  at 
the  workmen's  reduced  rate  tickets  in 
another  guise.  It  might  be  possible  to 
secure  a  higher  number  of  rides  a  day 
from  the  monthly  card  holders  by  mak- 
ing the  card  fully  transferable.  Trans- 
ferability is  really  too  good  a  talking 
point  to  overlook,  even  though  there 
may  be  little  transferring  in  practice. 
Besides,  people  are  always  irritated  at 
a  rule  which  they  know  cannot  be  en- 
forced. 

The  unlimited  ride,  transferable 
weekly  pass,  installed  by  the  writer  on 
a  number  of  electric  railways,  is  a 
blend  of  the  foreign  season  ticket  for 
unlimited  rides  and  weekly  ticket  with 
a  limited  number  of  rides.  The  price 
is  based  on  the  theory  that  the  holder 
must  use  more  than  twelve  rides  a  week 
to  have  a  profit,  so  that  the  reduction 
is  for  off-peak  rides.  The  weekly  pass 
riders  never  average  less  than  three 
through  rides  a  day,  the  maximum 
being  found  in  smaller  cities  where 
from  four  to  four  and  one-quarter  rides 
per  day  are  possible  through  the 
higher  proportion  of  luncheon  riders. 
Where  this  pass  has  been  introduced 
there  has  been  little  or  no  reduction  in 
the  number  of  full  cash  fares.  The 
pass  riders  come  out  of  the  ranks  of 
those  who  were  already  using  reduced 
rate  tickets. 

Characteristics  of  the  Pass  in 
Cities  of  Different  Size 

The  characteristic  features  of  cities 
below  50,000  population  are:  Ex- 
tremely large  ratio  of  automobile 
owners,  excessive  amiability  of  auto- 
mobile riders  toward  walkers  and  ex- 
ceedingly short  distances  between  the 
homes  and  jobs,  entertainments,  stores, 
etc.  In  such  communities  an  increase 
in  fare  does  more  harm  than  else- 
where, because  so  few  people  are  com- 
pelled to  ride  in  the  cars.  When  a  pass 
is  introduced  in  these  towns,  the  aver- 
age number  of  rides  per  pass  goes  as 
high  as  four  through  trips  a  day  or 
more.  The  reason  is  that  so  many  of 
the  buyers  find  it  possible  to  go  home 
to  lunch.  The  cost  of  the  pass  is 
usually  fourteen  or  fifteen  times  the 
ticket  rate,  bringing  it  to  either  $1  or 
$1.25.  Among  the  pass-using  cities  of 
this  class  are  Ashtabula,  Ohio;  New 
Brighton.  Pa.;  Bellingham,  Wash.; 
Everett,  Wash.;  Fort  Smith.  Ark.;  Oil 
City,  Pa.;  Franklin,  Pa.;  Houghton- 
Hancock,  Mich.;  Kenosha,  Wis.;  Ra- 
cine, Wis.;  Paducah,  Ky.;  Pine  Bluff, 
Ark.,  and  Santa  Barbara,  Calif.     All 


518 


Electric    Railway    Journal 


Vol.  61,  No.  12 


are    doing    well,    compared    with    pre- 
vious records. 

In  cities  between  50,000  and  100,000 
population,  the  number  of  automobile 
owners  and  automobile  pick-ups  is 
relatively  less  than  in  the  smaller 
towns.  The  services  on  several  routes 
are  also  on  closer  headways,  like  ten 
and  seven  and  one-half  minutes,  in- 
stead of  fifteen  and  twenty  minutes,  so 
that  there  is  a  better  chance  to  tempt 
walkers  to  ride.  The  opportunities  for 
pass  sale  are  enhanced  by  the  fact  that 
in  cities  between  50,000  and  100,000 
there  is  often  a  variety  of  evening  and 
holiday  entertainments,  in  addition  to  a 
strong  social  intercourse.  Cities  of 
this  kind  using  the  pass  are  Fort 
Wayne,  Ind. ;  Terre  Haute,  Ind. ;  Ra- 
cine, Wis.;  Tacoma,  Wash.,  and  San 
Diego,  Calif.  The  pass  is  working  out 
well  in  all  those  cities. 

In  cities  with  populations  of  more 
than  100,000,  the  distances  tend  to  be 
too  long  to  permit  much  luncheon  rid- 
ing except  by  the  more  leisurely  office 
people  and  storekeepers.  Therefore, 
rides  in  excess  of  two  are  not  likely  to 
be  duplicates  of  the  home-job  rides. 
There  are  two  cities  of  this  kind  with 
passes,  i.e.,  Youngstown  and  Chicago 
— in  the  latter  city  used  on  the  elevated 
railroads. 

The  pass  was  introduced  in  Youngs- 
town, with  175,000  people,  in  October, 
1921.  The  average  number  of  through 
rides  in  Youngstown  is  about  three  to 
three  and  one-half  a  day  per  pass,  due 
to  the  high  percentage  of  transfers. 
The  increase  in  earnings  has  been  from 
a  pre-war  weekly  average  of  $21,745 
in  September,  1921,  to  $26,143  in 
September,  1922,  and  then  to  more  than 
$32,000  in  November,  1922,  before  the 
company's  motor  buses  added  still  fur- 
ther to  the  weekly  gross.  The  increase 
in  service  has  been  well  below  the  in- 
crease in  traffic  and  revenue.  The  pass 
riders  seem  to  me  to  consist  of  two 
contrasted  types:  The  mill  worker,  who 
uses  two  lines  and  buys  the  pass  for 
economy  sake,  because  otherwise  he 
would  have  to  pay  fare  and  transfer, 
and  the  office  man,  who  buys  the  pass 
for  the  many  extra  rides  he  can  se- 
cure. When  the  pass  was  introduced 
in  Youngstown  there  were  some  250 
jitneys,  but  these  have  dropped  to  ap- 
proximately one-half,  the  rest  being 
able  to  hold  on  because  of  their  taxi- 
cab  operation,  their  freedom  from  reg- 
ulation, their  serving  districts  without 
car  routes,  etc.  The  company's  own 
buses  are  now  cutting  down  jitneys  in 
that  respect. 

The  Chicago  Elevated  Railways  had 
no  jitney  competition  to  contend  with, 
nor  could  automobile  use  and  pick- 
ups be  a  really  significant  factor,  but 
many  riders  had  the  choice  of  the  ele- 
vated, the  motor  buses,  the  surface 
cars  and  the  taxicab.  The  elevated 
pass  not  only  offers  to  the  regular 
rider  the  most  convenient  way  of  pay- 
ing his  fare,  but  also  tempts  him  to 
use  the  service  for  short  emergency 
trips  that  he  might  otherwise  take  in 
a  different  way.  The  elevated  pass  in 
Chicago  alone  is  sold  for  $1.25,  against 


a  cash  fare  of  10  cents,  and  a  ticket 
rate  of  three  for  25  cents.  Conclusions 
as  to  the  effect  of  the  pass  cannot  be 
drawn,  because  it  was  introduced 
simultaneously  with  a  cut  in  the  ticket 


fare  from  85  cents  ^four  for  35  cents) 
to  8J  cents,  with  a  sharp  reduction  in 
school  tickets  and  the  introduction  of  a 
3-cent  fare  to  children  under  twelve 
years  of  age. 


The  Future  of  the  Electric  Railway  Business* 

War  Conditions  Brought  to  a  Climax  Troubles  Which  Otherwise  Might 

Have  Taken  Years  to  Remedy — How  and  Why  Good 

Public  Relations  Should  Be  Established 

By  W.  H.  Sawyer 

President  East  St.  Louis  &  Suburban  Railway 


FOR  some  time  it  has  been  custom- 
ary before  starting  to  talk  about 
the  street  railway  situation  as  of  today 
to  refer  back  to  the  troublesome  war 
period.  But  I  want  to  suggest  the 
thought  that  our  industry  has  already 
received  some  recompense  for  hard- 
ships endured  during  the  dark  times 
from  which  we  have  emerged.  The  war 
brought  on  speedily  a  condition  from 
which  we  could  not  have  escaped,  and 
which  otherwise  would  have  taken  us 
many  years  to  right.  I  refer  primarily 
to  the  fixed  fare,  set  many  years  before 
when  conditions  were  radically  differ- 
ent. 

Nationally  speaking,  the  fixed  fare 
of  a  nickel  is  past.  I  believe  many 
more  companies  would  have  gone  bank- 
rupt had  the  struggle  been  prolonged 
instead  of  being  brought  as  it  was  to 
a  focus  in  the  period  of  a  few  years 
time,  due  to  the  abnormal  conditions 
resu'ting  from  the  war. 

Our  fight  for  existence  during  that 
period  also  brought  to  our  attention 
the  fact  that  if  we  were  to  survive 
we  must  do  everything  possible  to  merit 
survival  and  that  there  were  still  things 
which  we  had  not  done  which  it  was 
possible  to  do  to  help  save  ourselves. 
Let  us  review  the  situation  that  con- 
fronts the  executive  as  of  today  in  the 
street  railway  industry.  What  is  his 
most  important  duty?  It  is  so  to  con- 
duct the  policy  of  his  company  that  it 
will  merit  better  public  relations,  and 
not  only  better  public  relations,  but 
satisfactory  public  relations. 

Nothing  Mystical  About 
Public  Relations 

Important  as  it  is,  there  is  nothing 
mystical  about  the  solving  of  our  pub- 
lic relations  problem.  No  other  indus- 
try would  expect  to  survive  by  simply 
quoting  prices,  accepting  orders  when 
sent  in  on  proper  form,  and  not  follow- 
ing up  and  giving  service  after  the 
sale  was  made.  Our  customers  have  a 
right  to  expect  something  more  than 
platform  room  on  which  to  stand  after 
they  have  paid  their  fares.  They  should 
have  courteous  treatment,  such  as  they 
would  receive  if  they  went  as  cus- 
tomers to  the  sales  office  of  any  other 
industry.  One  of  the  best  rules  to  keep 
in  mind  is  to  operate  as  though  there 
were  a  competing  street  car  line  on 
tracks  alongside  of  ours  and  consider 
that  every  time  we  fail  to  satisfy  a 


•Abstract  of  paper  presented  at  the  meet- 
ing of  the  Illinois  Electric  Railway  Asso- 
ciation.  Chicago.    March   15.   1923. 


customer  he  will  go  over  to  the  com- 
peting line.  We  must  not  forget  that 
although  we  are  legally  and  rightfully 
a  monopoly,  we  still  have  competitors, 
and  that  proper,  aggressive  salesman- 
ship and  the  four  "c's,"  standing  for 
courteous  conductors  and  clean  cars, 
will  increase  street  car  riding.  Then 
we  must  give  publicity  to  what  we  are 
doing  and  why  we  are  doing  it,  just  as 
any  other  business  does  which  offers 
to  sell  good  merchandise  at  a  fair  price. 

There  are  still  a  few  street  railway 
company  executives,  as  honest  and  sin- 
cere as  you  and  I,  who  are  not  success- 
ful to  the  extent  they  should  be  because 
they  do  not  know  how  their  customers 
should  be  treated  from  a  publicity 
standpoint.  I  have  had  executives  tell 
me  that  they  believed  in  advertising, 
but  did  not  know  what  to  advertise 
except  when  there  was  a  fhange  in 
schedule  or  in  rates.  My  greatest 
trouble  today  is  to  find  time  and  money 
to  tell  my  customers  the  many  things 
that  I  want  to  tell  them  in  newspaper 
advertising.  I  am  never  at  a  loss  for 
things  to  say.  If  there  be  a  man  among 
you  who  has  as  yet  not  whole-heartedly 
gone  into  newspaper  advertising  as  one 
of  the  essential  keys  to  success,  do  not 
longer  hesitate.  Go  to  your  newspaper 
man;  tell  him  your  desires,  and  ask 
his  help. 

Second  only  to  the  public  relations 
problem  confronting  an  executive  is 
employee  relations.  You  cannot  sat- 
isfy your  public  unless  practically  every 
employee  is  a  sincere,  enthusiastic  sales- 
man of  your  service  and  of  you  and 
your  company.  We  often  speak  of 
welfare  work,  a  proper  term  if  prop- 
erly interpreted.  My  own  blunt  way 
of  saying  it  would  be  to  say  that  we 
must  treat  our  employees  fairly.  What 
we  do  should  be  done  because  it  is 
'right,  because  they  are  entitled  to  it. 
On  the  other  hand,  our  employees  are 
men  and  must  stand  on  their  own  feet 
without  undue  coddling  as  to  their  per- 
sonal actions  and  welfare. 

Street  railway  wages  today  are  more 
than  100  per  cent  higher  than  in  1913. 
The  material  purchased  by  street  rail- 
way companies  has  increased  over  70 
per  cent,  construction  cost  has  increased 
over  90  per  cent,  and  the  cost  of  living 
is  close  to  60  per  cent  above  1913,  but 
street  railway  fares  have  increased 
approximately  only  45  per  cent.  There 
must  be  efficiency  to  give  the  service 
which  we  are  giving  today  at  such  a 
low  comparative  cost. 

In   spite  of  the  publicity  which   we 


March  24,  1923 


Electric    Railway    Journal 


519 


are  giving  and  other  commendable 
things  which  we  are  doing,  we  are  con- 
fronted from  time  to  time  with  well- 
meaning  people  who  tell  us  that  the 
price  of  everything  else  has  come  down 
and  that  we  should  reduce  the  carfare. 
They  do  not  realize  that  these  other 
prices  were  reduced  because  they  had 
previously  been  increased  to  meet  peak 
conditions,  while  our  rates  were  never 
increased  in  that  way.  I  am  against  a 
reduction  in  street  carfares  today.  What 
our  communities  need  today  that  they 
may  grow  and  prosper  is  more  and 
better  service,  not  a  lower  fare.  I 
believe  in  the  electric  railway,  operat- 
ing with  steel  wheels  on  rails,  but  buses 


are  going  to  be  used,  and  under  some 
conditions  they  are  better  than  street 
cars.  Where  we  have  a  situation  which 
calls  for  bus  operation  we  should  oper- 
ate buses. 

Some  say  we  also  have  before  us 
the  problem  of  the  public  utility  com- 
mission, but  if  we  can  maintain  satis- 
factory public  relations  we  are  going 
to  have  no  real  utility  commission 
problem.  The  worst  any  commission 
has  ever  done  was  that  which  the  pub- 
lic wanted  done,  or  thought  it  wanted 
done,  regardless  of  the  consequences. 
The  better  our  public  relations  the  less 
discussion  there  will  be  with  public 
utility  commissioners. 


Stores  and  Inventory  Methods* 

Centralization  of  Physical  Storage  Essential  to  Prevent  Duplication  of 

Stocks  in  Reordering — Stores  Control  Analyzed — Steps  Taken 

in  the  Preparation  of  an  Inventory 


By  Stanley  P.  Farwell 

Bureau  of  Commercial  Economics,  Inc. 


THE  major  expenditures  of  the  oper- 
ating departments  of  any  company 
fall  into  two  classes  —  labor  and 
materials.  In  many  cases  the  respon- 
sibility for  the  receiving,  storing, 
disbursing  and  replenishing  of  materials 
and  supplies  is  placed  with  the  several 
departments.  The  primary  interest  of 
the  construction  department  is  in  the 
rapid  and  successful  completion  of  im- 
provements; that  of  the  maintenance 
department  is  in  having  the  men  and 
materials  on  hand  at  all  times  to  keep 
the  property  in  physical  condition  for 
continuous  operation;  and  that  of  the 
operating  department  is  in  furnishing 
service  to  the  public  without  inter- 
ruption. 

The  efficient  and  economical  handling 
of  stores  as  an  incidental  function  of 
.  the  several  departments  is  questionable 
of  accomplishment  and  cannot  be  con- 
trolled by  the  chief  executive  in  a 
manner  commensurate  with  its  im- 
portance. It  is,  therefore,  of  prime 
importance  that  the  handling  of  stores 
be  organized  as  a  separate  and  inde- 
pendent department  of  the  company, 
serving  all  departments  alike,  report- 
ing direct  to  the  general  manager  and 
responsible  to  him  for  (1)  service  to 
all  departments,  (2)  efficient  handling 
of  materials,  and  (3)  conservative  in- 
vestment in  stocks. 

The  general  storekeeper  will  be 
selected  for  his  business  ability  and 
knowledge  of  materials.  It  goes  with- 
out saying  that  the  custody  and  con- 
trol of  a  large  part  of  the  current 
outlay  of  the  company  should  be  placed 
in  the  hands  of  a  high-caliber  employee. 
There  will  be  a  storekeeper  in  charge 
of  each  major  stores  location.  If  the 
size  of  the  property  warrants,  an  assist- 
ant to  the  general  storekeeper,  some- 
times known  as  the  traveling  store- 
keeper, will  be  directly  in  charge  of 
the  local  storekeepers,  and  in   general 

•Abstract  of  paper  presented  before  Illi- 
nois Electric  Railways  Association,  Chicago. 
March    14,    1923. 


will  assist  the  general  storekeeper  in 
carrying  on  the  departmental  activi- 
ties efficiently.  The  record  keeping  will 
be  supervised  by  a  chief  clerk,  report- 
ing directly  to  the  general  storekeeper. 
His  duties  will  be  to  see  that  necessary 
records  are  accurately  and  currently 
compiled,  that  the  reports  required  by 
the  general  storekeeper  are  promptly 
available,  and  that  proper  office  dis- 
cipline is  maintained. 

Layout  and  Facilities 

The  efficient  handling  of  materials 
calls  for  centralizing  the  physical  stor- 
age to  the  greatest  degree  possible  to 
prevent  duplication  of  stocks  and  re- 
ordering of  materials  through  lack  of 
information  as  to  available  supplies. 
Any  argument  for  scattered  stores  is 
more  than  offset,  in  the  case  of  present- 
day  frequent  train  service  on  interurban 
lines,  by  the  possibilities  of  quick  de- 
livery and  the  benefits  of  rapid 
turnover. 

The  selection  of  storage  yard  loca- 
tion and  equipment  for  the  storage  of 
bulky  materials  should  be  governed  by 
unloading  facilities  involving  mini- 
mum physical  labor,  and  possibilities 
of  bringing  the  storage  yard  under 
physical  control  of  the  stores  depart- 
ment, to  insure  orderly  storage  and 
correct  disbursing. 

The  handling  and  replenishing  of 
roadway  materials  is  expedited  by  lay- 
ing out  specific  locations  in  the  yard 
for  the  various  materials,  making  use 
of  the  principle  of  "unit  piling,"  that  is, 
orderly  piling  with  a  marker  between 
units  of  25,  100,  200,  or  500,  as  the 
case  may  demand.  The  ability  to  count 
the  stock  rapidly  and  accurately  will 
be  of  assistance  in  checking  records, 
planning  requirements,  and  controlling 
purchases. 

Old  material  removed  for  service  and 
replaced  by  new  is  a  prolific  source 
of  disorder  in  storage  yards  and  stock- 
rooms. Facilities  should  be  provided 
for  their  prompt  handling  and  sorting. 


Definite  means  should  be  provided  to 
sort  scrap  from  reclaimable  materials 
as  soon  as  it  arrives  at  the  storage 
yards. 

Replaced  materials  have  been  re- 
moved for  cause,  and  unless  they  can 
be  economically  repaired  or  reclaimed 
it  is  good  practice  to  scrap  them  at 
once.  Procrastination  is  costly  in  labor 
required  to  sort  them  periodically,  un- 
certainty as  to  what  is  available,  loss 
of  use  of  the  money  represented  by 
the  scrap  value,  and  the  bad  effect  on 
housekeeping  sense  of  the  department. 

Less   bulky  materials   and   materials 
liable  to  theft,  to  be  properly  controlled 
by  the  stores  department,  must  be  kept 
in    closed    storerooms    to    which    only 
stores     employees    will    be    admitted. 
These    storerooms    must    be    near    the 
shops  served  by  them,  otherwise  much 
unproductive    time    is    spent    traveling 
between  shop  and  storeroom.     Orderly 
piling  and  proper  segregation  and  ab- 
sence of  rubbish  and  scrap  parts  are  the 
first  requisite  of  a  good  storeroom.  As 
a  means  to  this  end,  we  know  of  none 
better    than    the    so-called    "daylight" 
shelving  and  unit  piling.     The  stacks 
of    shelving    have    no    backs    and    are 
merely   skeleton   frames   on   which   are 
piled  standard  trays  of  materials,  each 
containing  a  definite  quantity,  easy  to 
count,  and  capable  of  unlimited  expan- 
sion   or    contraction    as    the    stock    in- 
creases   or    decreases.      The    daylight 
shelving  is  usually  painted  a  light  color. 
The  open  construction  results  in  prac- 
tically an  unobstructed  view  from  one 
end  of  the  storeroom  to  the  other.  Poor 
housekeeping  may  readily  be  eliminated 
thereby,  concealment  being  difficult  with 
this  equipment. 

Stores  Control 

The  functions  of  the  department  hav- 
ing been  outlined,  an  organization 
created,  and  layout  and  facilities  pro- 
vided, the  proper  routine  must  be 
evolved  so  that  the  department  may 
give  continuous,  uninterrupted  and 
efficient  service. 

The  company  must  know  that  it  re- 
ceives, in  good  order,  all  materials  it 
pays  for.  The  company  must  know  that 
the  materials  it  buys  are  charged  to 
the  proper  capital  or  expense  accounts 
as  and  when  they  are  used  and  in 
the  correct  quantities.  Otherwise  the 
accounts  are  misleading  and  do  not  re- 
flect actual  conditions.  The  depart- 
ment must  know  what  the  current  re- 
ouirements  are  for  all  items  of  stock 
and  the  relation  between  the  supply 
and  these  requirements  at  all  times. 
Otherwise  the  item  will  be  either  out 
of  stock  or  overstocked,  either  condi- 
tion being  inexcusable.  Certain  well- 
defined  procedures  to  meet  these  re- 
quirements will  be  outlined: 

Receiving  Methods:  The  employee 
actually  unloading  or  checking  incom- 
ing bulky  material  should  list  the 
contents  on  a  receiving  form  and  sigrn 
his  name  as  certifying  to  the  accuracy 
of  his  statement.  If  the  materials  are 
received  in  a  storehouse,  the  receiving 
dock  should  be  physically  divided  off 
from  the  storage  space.    In  this  space. 


520 


Electric    Railway    Journal 


Vol.  61,  No.  12 


stores  department.  Certain  stores,  such  to  creep  into  any  stock  record.   They 

as  shop  lumber  and  miscellaneous  steel,  should,  therefore,  be  currently  checked 

are   sometimes   difficult  to   disburse   as  up.      The   local    storekeeper   should   be 

used.     It  is  quite  possible  to  make  the  assigned  a  definite  number  of  items  to 


the  incoming  goods  should  be  unpacked, 
checked  and  listed  on  a  receiving  form, 
and  the  form  should  be  signed  by  the 
same  employee.  Checking  in  of  goods 
on  miscellaneous  scraps  of  paper,  later 
to  be  transcribed  to  a  receiving  form, 
IS  a  loose   and   inexcusable  practice. 

All  material  received  should  be 
checked  against  a  copy  of  the  pur- 
chase order  to  make  sure  that  the  pur- 
chase has  been  regularly  authorized  and 
that  the  vendor  is  delivering  what  has 
been  contracted  for. 

The  signed  receiving  form  should 
be  attached  to  the  invoice  as  docu- 
mentary evidence  of  the  actual  receipt 
of  the  goods  by  the  company  before 
payment  is  made. 

The  common  practice  of  passing  a 
material  invoice  upon  the  approval,  for 
receipt,  of  any  other  person  is  inde- 
fensible and  leaves  a  loophole  for  loss 
by  carelessness  or  dishonesty,  or  both. 

Insistence  on  the  vendors  showing  the 
company  purchase  order  number  on  all 
goods  offered  for  delivery  also  is  a 
great  help  to  accurate  and  current  re- 
ceiving records. 

Identificatimi  of  Materials:  An  elec- 
tric railway  property  will  require  from 
3,000  to  10,000  different  items  and  sizes 
of  stock  for  its  maintenance  and  oper- 
ation. It  is  well  known  that  any  one 
article  will  be  variously  described  by  „___ 
different   employees.      The   descriptions     'V..7.!... Name  Attached  is  inventory 


distribution  by  means  of  a  monthly 
inventory  in  connection  with  a  care- 
fully kept  quantity  stock  record. 

One  method  successfully  employed  to 
control  the  issue  of  certain  classes  of 
stock  is  to  require  the  return  of  the 
worn-out  or  damaged  part  in  exchange 
for  the  new  one.  This  applies  to  tools, 
brass  goods,  and  the  like. 

Certain  small  stocks  are  required 
to  be  on  hand  at  distant  parts  of  the 
system  and  in  quantities  not  warrant- 
ing the  presence  of  a  storekeeper.  It 
is  satisfactory  in  such  cases  to  make 
weekly  deliveries  to  these  locations, 
charging  out  the  materials  to  operating 
accounts  as  they  leave  the  main  store- 
house. This  practice  should  be  safe- 
guarded by  a  close  scrutiny  of  the 
weekly  requisitions,  and  at  stated  in- 


Tat  No- 

INVENTORY 
Deo.  3).  1922 

o 

FM-n  j«: 

INVENTORY  1922 
Dreembvr  31 

IjcN-             CI.... 

N.rtNV    1 

&t*f<DARI>    LiHIT 

""""'°'"                   1 

couMTto  av 

°""""' 

I 

1 

UNIT   V»(0   II    COUNT 

CHICHCO 
BY 

Kurm  J.   B.   449. 
INVENTORY 


1500  sets.      12-22. 

TAG     CORRECTION 


To 


are  in  many  cases  indefinite  and  mis- 
leading. Accurate  record  keeping  under 
such  circumstances  is  a  difficult  task. 

The  difficulty  may  be  overcome  in  an 
entirely   practical   way  by  assigning  a 


Tag   No Road . 

Class Lot   No Quantity. 

Unit Description    


This  Tag  is  incorrect  or  incomplete  as  fol- 
lows: 


inventory  each  day  for  comparison  with 
the  stock  record.  The  effect  on  the 
local  storekeeper  will  be  worth  while, 
his  knowledge  of  his  stock  increased, 
and  slow-moving  and  obsolete  materials 
brought  to  light. 

Stores  Accounting  Methods:  Stores 
accounting  covers  the  distribution  of 
purchase  invoices  to  proper  accounts 
and  the  pricing,  extending,  and  check- 
ing of  issue  tickets  and  their  distribu- 
tion to  the  operating  accounts,  and  the 
preparation  of  any  statistical  data 
from  these  documents  that  the  man- 
agement shall  require.  All  documents 
involved  in  this  accounting  originate  in, 
or  pass  through,  the  stores  department. 
It  is  usually  very  desirable,  for  many 
reasons,  that  this  work  be  done  by  an 
organization  independent  of  the  stores 
department,  because: 

1.  It  is  primarily  a  bookkeeping  oper- 
ation, and  as  such  will  be  more  success- 
fully  handled    in   auditing   department. 

2.  If  handled  by  the  general  store- 
keeper, it  is  certain  to  distract  his 
attention  from  the  prime  responsibilities 
of  his  position. 

3.  It  provides  a  check  on  the  ac- 
curacy of  the  work  of  the  stores  de- 
partment, whereas  if  handled  within  the 
department  errors  could  continue  in- 
definitely without  chance  of  being 
brought  to  light. 

The  stores  accounting  division  should 
provide    the    general    storekeeper    and 


stock  number  to  each  item  of  stock  and      '.'.[WW'.W'.'.W'.WiW'.]'. '.'.'.'.['.'.'.'.'..  \'..'.\\     the   management  with  a  periodical  re- 
giving  it   a   standard    description   that port  to  point  out  the  extent  to  which 


completely  describes  it.  If  the  stock 
number  with  the  standard  description 
is  used  throughout  the  stores  depart- 
ment on  all  forms,  including  purchase 
orders,  receiving  tickets,  disbursing 
requisitions,  bin  markers,  etc.,  the 
essential  records  will  be  increased  in 
accuracy  beyond  all  expectations. 

The  continued  success  of  such  a  plan, 
however,  will  depend  upon  placing  the 
application  of  stock  numbers  to  new 
items  of  stock  and  the  keeping  of  a 
master  file  or  index  in  the  hands  of  one 
employee. 

Disbursing  Methods:  Materials  must 
be  accurately  disbursed,  i.e.,  charged 
eut  to  the  proper  accounts,  at  the 
proper  time,  and  in  the  correct  quan- 
tities; otherwise  all  the  advantages  of 
carrying  stock  accounts  are  lost.  When 
operating  departments  are  required  to 
write  disbursement  requisitions  from 
records  of  material  previously  used,  an 
elehient  of  error  is  introduced.  Failure 
to  repoMt  the  use  of  material  in  correct 
quantities,  or  even  to  report  it  at  all, 
is  certain  to  occur.  Later  check-ups 
disclose  a  discrepancy  which  must  be 
rectified  with  a  resultant  upset  to  cost 
records  and   statistics  of  operations. 

Wherever  centralized  stores  and 
physical  control  by  the  stores  depart- 
ment make  it  possible,  it  is  certain  to 
be  of  great  advantage  to  disburse  ma- 
terials to  the  proper  account  when 
they  are  delivered  to  the  operating 
department   from    the   custody   of  the 


proper  storekeeping  methods  have  been 
made  use  of.  This  is  readily  possible 
through  the  use  of  the  "Material  Classi- 


You  will  make  necessary  investigation 
and  correct  this  discrepancy  on  the  inven- 
tory tag  by  drawing  a  line  through  the  por- 
tion in  error,  entering  the  correct  informa-  „..,,,.,,  •  . . 
tion.  and  signing  your  name  on  the  back  of  fication  adopted  by  your  association, 
the  tag.  Return  corrected  tag  and  this  The  report  should  show  the  turnover 
form  to  Inventory  Headquarters.                              /.      .      ;     ■              i       i             j,          ..      •    i    j- 

Reviewer of  stock  in  each  class  of  material  lor 

each  storekeeper  and  for  the  depart- 
ment as  a  whole.  The  records  of  store- 
keepers could  be  compared  one  with  the 
other,  and  each  one  with  its  previous 
record.  This  would  be  a  sure  method  of 
revealing  slow-moving  stocks  and  un- 
warranted investment. 


At    Top.    Fur^iniile   of    C'nuiMtn    T}l|c    and.    Be- 
low. Worflhif?  of  Form  that  Appears 
on  the  Back 

tervals  all  accumulations  of  stock  at 
these  points  should  be  returned  to  the 
main  storehouse  for  credit  to  stock, 
or  to  be  salvaged  or  scrapped. 

Replenishing  Stocks:  In  the  general 
storekeeper's  office  a  simple  quantity 
stock  record  should  be  maintained,  to 
which  should  be  posted  receipts  and 
issues  in  quantity  only.  This  record 
should  at  all  times  be  strictly  up  to 
date.  The  balance  on  hand  should 
correspond  with  the  physical  count  of 
the  stock  in  the  storeroom. 

It  should  be  the  means  by  which 
he  governs  his  purchases  so  that  he 
will  not  run  out  of  stock,  or  will  not 
have  an  over-supply.  Improvements 
often  have  to  wait  because  the  stores 
department  is  over-stocked  on  parts 
about  to  become  obsolete. 

The  requisitions  for  purchase  from 
shop  and  road  executives  and  from 
local  storekeepers  should  be  scrutinized 
on  the  showing  of  this  record  and 
recommendations  to  the  management 
made  accordingly. 

It  is  recognized  that  errors  are  likely 


Inventory  Mbtthods 

Having  outlined  the  functions  and 
methods  of  a  properly  organized  stores 
department,  it  is  proper  now  to  call 
attention  to  the  necessity  for  a  yearly 
inventory  which  will,  properly  executed, 
reveal  the  extent  to  which  the  depart- 
ment has  adhered  to  principles  and 
routines,  and  will  reconcile  the  values 
of  the  stores  as  shown  by  the  general 
books  with  the  physical  facts. 

The  popular  conception  of  a  physical 
inventory  is  the  assembling,  on  the  day 
following  their  notification,  of  an  in- 
ventory crew,  provided  with  inventory 
cards  or  lists  and  instructed  to  make  a 
record  of  everything  in  the  place.  This 
is  accomplished  after  a  few  days  of 
prodigious  effort  and  the  mass  of  detail 
is  unloaded  on  the  stores  employees  to 
decipher,  classify,  price,  extend  and 
total.  These  operations  hang  on  inter- 
minably, the  current  work  of  the  organ- 


March  24,  1923 


Electric    Railway    Jouenal 


521 


ization  falling  farther  and  farther  be- 
hind. The  inventory  finally  completed 
is  partly  correct,  partly  complete  and 
partly    dependable. 

We  wish  to  present  a  method  of  in- 
ventorying, of  which  the  two  major 
results  to  be  obtained  are: 

1.  To  take  an  accurate,  complete,  and 
dependable  inventory. 

2.  To  complete  this  inventory  within 
a  definite  minimum  time  limit,  insuring 
the  least  possible  disturbance  and  in- 
convenience to  the  operating  depart- 
ments. 

The  lack  of  identification,  standard- 
ized descriptions  and  status  (stock  or 
non-stock),  which  makes  the  compila- 
tion and  computing  of  the  inventory  so 
arduous  a  task,  must  be  foreseen  and 
forestalled.  This  work  should  be  done 
prior  to  the  physical   count,  not  after. 

Also  in  view  of  the  fact  that  the 
stores  stocks  of  electric  railways  are 
usually  scattered  in  yards,  storehouses, 
repair  shops,  terminal  shops  and  on 
the  right-of-way,  and  further  in  view 
of  the  fact  that  there  can  be  little  re- 
duction in  operating  and  maintenance 
during  the  inventory  period,  it  is  essen- 
tial that  a  schedule  be  adopted  and 
adhered  to  unconditionally. 

Experience  shows  that  the  following 
schedule  is  about  right :  Period  of  prep- 
aration for  the  physical  count  with 
minimum  staff,  seven  weeks;  period  of 
physical  count  with  maximum  staff,  one 
day;  period  of  pricing  and  totalling  in- 
ventory after  count  has  been  taken, 
ten  days. 

Briefly,  the  general  plan  is  this: 

All  materials  involved  will  be  segre- 
gated, identified,  and  classified  in  ad- 
vance of  the  inventory  date.  A  coupon 
tag,  with  stock  number,  description,  and 
issuing  unit  written  on  it  in  advance 
from  the  stock  ledgers  will  be  placed 
on  each  lot  of  material  by  the  stores 
department  in  all  locations  protected 
from  the  weather  before  inventory  day, 
so  that  counting  only  is  necessary  on 
that  day.  Outside  materials  will  be 
taken  on  a  list  to  be  transferred  to  tags 
later  for  uniformity,  assembling  of  like 
materials,  and  convenience  in  pricing 
and  posting.  These  tags  will  be  con- 
trolled by  a  serial  number  to  insure 
collecting  and  recording  every  tag  sent 
out. 

A  temporary  inventory  organization 
is  assembled,  independent  of  the  oper- 
ating departments,  but  selected  from 
their  personnel  to  secure  men  familiar 
with  the  materials  and  routines. 

This  organization  will  direct  the  ad- 
vance preparation  of  the  stocks  and  the 
writing  and  distribution  of  the  detailed 
instructions  and  the  inventory  tags; 
will  select  the  supervisors  and  counting 
crews  for  inventory  day;  review,  price, 
and  post  the  inventory  as  collected,  and 
be  generally  responsible  for  all  inven- 
tory plans  and  their  execution. 

The  first  step  in  building  this  organ- 
ization will  be  the  selection  of  a  gen- 
eral inventory  supervisor  to  be  in  charge 
of  all  operations  and  responsible  for 
results  throughout.  He  will  be  a  man 
with  some  responsibility  in  the  com- 
pany, preferably  from  outside  the  stores 


department,  accustomed  to  handling 
men  and  to  plan  and  execute  a  pro- 
gram, and  will  be  relieved  of  his  routine 
duties,  at  least  in  part,  for  the  period  of 
the  inventory  program. 

He  will  select  his  own  staff,  having 
been  assured  of  the  co-operation  of  the 
other  department  heads  by  the  an- 
nounced backing  of  the  management. 

The  preparation  for  inventory  will 
consist  of  the  following  steps,  the  start- 
ing time  and  allowed  time  for  execution 
depending  somewhat  on  local  conditions: 
Office  Work 

1.  Design  and  order  inventory  tags. 

2.  Write  up  inventory  tags  from  stock 
ledgers. 

3.  Compile  written  instructions  for  all 
steps  m  the  program. 

4.  Determine  correct  price  for  every  Item 
shown  on  stock  ledgers  for  purpose  of  pric- 
ing Inventory.  , 

5.  Select  personnel  for  counting  organiza- 
tion and  school  them. 

6.  Select  personnel  for  clerical  organiza- 
tion and  plan  their  work. 

FiEU>  Work 

1.  Eliminate  obsolete  materials  from 
stock. 

2.  Dispose  of  all  scrap. 

3.  Assemble  all  lots  of  identical  mate- 
rials in  as  few  locations  as  practical. 

4.  Provide  positive  identification  of  all 
materials. 

5.  If  material  is  special,  identify  perma- 
nently by  painting  or  tagging  it  with  stock 
number  and  description. 

6.  Separate  new  and  second-hand  mate- 
rials unless  their  value  is  identical. 

7.  Identify  by  a  distinctive  tag  all  mate- 
rials held  as  emergency  parts,  but  of  no  in- 
trinsic value  and  not  to  be  included  in  In- 
ventory, also  items  of  doubtful  usefulness. 

8.  Pile  materials  so  that  they  may  be 
easily  and  accurately  counted. 

9.  See  that  no  items  of  stock  are  mixed  in 
the  same  bin  or  pile. 

10.  See  that  operating  departments  do  not 
upset  these  arrangements  when  removing 
new  materials  or  bringing  in  old  materials 
before  inventory  day. 

The  counting  organization  (to  func- 
tion for  one  day  only)  will  be  built  up 
as  follows: 

A  careful  estimate  will  be  made  of 
the  number  of  men  necessary  to  count 
the  stock  in  one  day  in  each  and  every 
stock  location  of  the  company.  These 
men  will  be  grouped  in  units  of  three, 
with  a  supervisor  whose  function  it 
will  be  to  watch  the  count  for  accuracy 
and  completeness.  Assistant  general 
supervisors  will  be  appointed,  to  whom 
will  be  assigned  a  definite  number  of 
inventory  crews,  and  who  will  be  re- 
sponsible for  the  completion  of  the  in- 
ventory on  schedule  for  the  portion  of 
the  property  assigned  to  them.  The 
assistant  general  supervisor  will  report 
to  the  general  inventory  supervisor. 

Careful   Preparation  for  Inventory 

Complete  instructions  will  be  written 
for  all  members  of  the  counting  or- 
ganization, who  will  have  been  selected 
for  their  familiarity  with  the  particular 
material  they  are  to  count. 

Care  must  be  exercised,  however,  to 
avoid  selecting  men  who  in  an  oper- 
ating emergency  might  be  called  away 
from  the  job,  thus  upsetting  the 
schedule. 

Crew  supervisors  and  assistant  gen- 
eral supervisors  will  meet  at  least  three 
times  before  inventory  day  for  school- 
ing, and  will  go  over  the  locations  as- 
signed to  them  so  that  they  may  lay 
cut  their  work  for  inventory  day. 

The  crew  supervisors  should  be  re- 
quired to  report,  before  the  starting 
hour,  arrival  on  the  job  and  presence  of 


their  full  crews.  Written  instructions 
should  put  them  on  their  guard  for  the 
common  errors.  Constant  watch  will 
be  maintained  for  material  overlooked 
in  the  preliminary  tagging. 

The  counter  will  enter  the  quantity 
and  unit  on  both  the  main  part  of  the 
inventory  tag  and  the  stub  left  on  the 
material,  and  the  crew  supervisor  will 
take  notice  of  the  quantities  on  each 
stub  to  catch  radical  errors. 

A  large  number  of  details,  too  many 
to  enumerate  in  this  paper,  enter  into 
the  carrying  out  of  this  program,  both 
in  the  preparatory  period  and  during 
the  actual  count.  The  count  completed 
without  mishap  and  on  time,  as  it  surely 
will  be  if  the  plans  have  been  conserva- 
tive, the  tags,  with  sequence  of  numbers 
established,  will  be  turned  over  to  the 
general  inventory  supervisor  and  the 
counting  organization  will  be  disbanded. 

The  general  inventory  supervisor  in 
the  meantime  will  have  assembled  the 
clerical  and  technical  organization  to 
price  and  list  the  inventory.  The  work 
from  this  point  will  be  handled  by  or- 
ganized groups  as  follows: 

1.  Reviewing  Group,  which  will  review 
inventory  tags  for  (a)  missing  numbers; 
(b)  accuracy  of  description,  unit  and  stock 
number;  (c)  legibility;  (d)  assembling  of 
all  tags  with  same  stock  number. 

2.  Correction  Group,  which  will  (a)  look 
up  missing  tags;  (b)  correct  faulty  descrip- 
tions ;  (c)  correct  errors  in  count ;  (d)  fur- 
nish Information  necessary  for  conversion 
of  units. 

3.  Computing  Group,  which  will  (a)  post 
inventory  to  stock  ledgers ;  (b)  price  and 
extend  inventory  tags ;  (c)  compile  total 
value  of  Inventory  by  stock  classtflcatlon. 

After  this  work  is  completed  and  the 
general  books  adjusted,  if  need  be,  it  is 
desirable  to  have  the  inventory  listed 
in  book  form  and  in  the  necessary  num- 
ber of  copies  to  supply  interested  de- 
partments. This  should  be  a  means 
whereby  the  general  storekeeper  may 
still  further  quicken  his  turnover.  After 
so  thorough  a  preparation  it  must  be 
apparent  that  certain  results  will  neces- 
sarily follow,  to-wit: 

1.  The  stores  department  starts  the 
new  period  with  work  caught  up  since 
the  inventory  is  planned  and  completed 
on  a  schedule  and  with  an  organization 
drawn  from  the  personnel  of  all  de- 
partments. 

2.  The  thorough  overhauling  of  all 
slocks  has  put  them  in  the  best  possible 
shape  to  serve  the  operating  depart- 
ments. 

3.  Any  weak  spots  in  the  routine  and 
personnel  of  the  stores  department  are 
certain  to  be  brought  to  light. 

4.  The  inventory,  contrary  to  prece- 
dent, will  be  complete  and  accurate. 


Standard  Classification 
of  Accounts 

ANEW  edition  of  the  standard  classi- 
fication of  accounts  prescribed  by 
the  Interstate  Commerce  Commission 
and  adopted  as  standard  by  the  Amer- 
ican Electric  Railway  Accountants' 
Association,  together  with  accounting 
bulletin  No.  19  of  the  Interstate  Com- 
merce Commission  answering  questions 
in  connection  with  the  classifications, 
both  of  which  are  government  publica- 
tions, have  now  been  printed  and  copies 
are  available  to  members  at  cost. 


522 


Electric    Railway    Journal 


Vol.  61,  No.  12 


Monthly  Freight  Journal  Entries* 

A  Comprehensive  Statement  of  the  Procedure  Followed  by  the  Company 

with  Which  the  Author  Is  Connected — The  Records 

Are  Explained  Step  by  Step 

By  a.  W.  Heath 

Chief  Clerk  South  Bend  &  Northern  Indiana  Railway, 
South  Bend  Ind. 


I  HAVE  been  requested  to  explain  the 
method  used  by  the  Chicago,  South 
Bend  &  Northern  Indiana  Railway  in 
compiling  its  freight  journals.  Let  us 
start  from  the  time  the  agents'  reports 
are  received  at  the  company's  office  and 
go  through  the  routine  until  complete 
compilation  is  ready  to  be  used  by  the 
bookkeeper. 

Recapitulation  of  Agents'  Abstracts — 
On  this  form  are  shown  the  amount  of 
freight  charges  received,  advance 
charges  received  and  prepaid  charges 
forwarded  on  local,  interline  and  ex- 
press freight  as  debits  to  the  various 
stations,  as  well  as  advance  charges 
forwarded  and  prepaid  charges  received 
on  local,  interline  and  express  freight 
as  credits  to  each  station. 

Statimi  Agents'  Freight  Journal — 
On  this  form  are  carried  as  debits 
against  each  agent  the  following: 
Balance  from  previous  month,  total 
freight  received,  prepaid  forwarded, 
storage,  switching,  over  -  collections, 
auditor's  debit  advices,  junction  settle- 
ments, demurrage  and  any  other  items 
which  should  properly  be  charged  to 
the  freight  agents'  accounts.  Each 
agent  is  credited  with  advances  for- 
warded, auditor's  credit  advices,  junc- 
tion settlements,  remittances  and  any 
other  items  which  should  be  properly 
credited  to  the  freight  agents'  accounts. 
On  this  form  is  worked  out  the  net 
debit  of  each  agent  for  the  month.  The 
"net  debit"  is  the  difference  between  the 
current  charges  and  credits,  not  includ- 
ing remittances.  To  prove  this  form 
the  total  of  previous  month's  balances 
is  added  to  the  total  of  net  debits,  de- 
ducting the  remittances,  which  amount 
must  equal  the  balance  due  the  com- 
pany for  the  month. 

Interline  Freight  Jounml — On  this 
form  as  debits  are  shown  the  propor- 
tions of  interline  freight  charges  to  be 
received  from  freight  forwarded,  the 
proportion  of  freight  charges  in  which 
the  company  was  the  intermediate 
carrier,  advance  charges  on  interline 
freight  forwarded  (these  amounts  are 
taken  from  reports  made  by  connecting 
lines),  prepaid  charges  on  interline 
freight  received  (this  amount  being 
taken  from  reports  rendered  to  con- 
necting lines)  and  correction  accounts 
which  are  debits.  As  credits  are  shown 
the  proportions  of  freight  charges  on 
interline  freight  received  which  have 
been  reported  to  connecting  lines,  ad- 
vance charges  on  interline  freight  re- 
ceived (these  amounts  being  taken 
from  the  reports  rendered  to  connect- 
ing lines),  prepaid  on  interline  freight 

•Abstract  of  paper  read  at  meeting:  of 
Central  Electric  Railway  Accountants'  As- 
sociation, Lima.  Ohio.  Feb.  23  and  24.  1923. 
The  forms  referred  to  are  not  reproduced 
as  their  mal<e-up  is  clear  from  the  lists  of 
headings  given  by  the  author. 


forwarded  (this  amount  being  taken 
from  reports  made  by  connecting  lines) , 
and  correction  accounts  which  are 
credits. 

On  the  debit  side  of  this  form  is  a 
column  used  for  showing  the  balances 
due  connecting  lines,  and  on  the  credit 
side  a  column  for  showing  the  balances 
due  the  company.  To  prove  this  form 
the  totals  of  debits  as  outlined  above  and 
the  total  balances  due  connecting  lines 
must  balance  with  the  totals  of  credits 
as  outlined  and  the  balances  due  the 
company. 

To  the  right  of  this  form  is  a  column 
showing  the  total  amount  of  freight 
charges  received  from  each  connecting 
line,  the  total  of  which  must  balance 
with  the  total  of  interline  freight 
charges  received  as  shown  on  the  re- 
capitulation of  agents'  abstracts.  In 
the  next  column  on  this  form  is  shown 
the  proportion  of  interline  freight  re- 
ceived, which  added  to  the  amount  of 
proportions  reported  to  connecting 
lines,  must  balance  with  the  total  of 
interline  freight  charges  received  as 
shown  on  this  form,  as  well  as  the 
interline  freight  charges  on  the  recapit- 
ulation of  agents'  abstracts.  The  total 
of  prepaid  charges  received  and  ad- 
vance charges  received  on  interline 
freight  as  shown  on  this  form  must 
balance  with  the  agents'  recapitulation 
of  abstracts. 

Freight  Revenue  —  In  figuring  the 
freight  revenue  for  the  month  an  entry 
is  made  up  showing  the  total  amount  of 
proportions  of  freight  charges  received 
which  have  been  reported  to  connect- 
ing lines,  correction  accounts  which  are 
debits,  auditor's  credit  advices  and  all 
other  charges  which  are  a  debit  to 
freight  revenue.  As  credits  appear  the 
proportion  of  freight  forwarded  re- 
ported by  connecting  lines,  the  propor- 
tion of  overhead  freight,  over-collec- 
tions, auditor's  debit  advices,  and  any 
other  items  which  are  a  credit  to 
freight  revenue.  The  difference  be- 
tween these  amounts  will  either  be  a 
net  debit  or  credit  to  freight  revenue, 
which  deducted  or  added,  as  the  case 
may  be,  to  or  from  the  total  amount  of 
freight  received  as  shown  on  the  sta- 
tion agent's  freight  journal,  will  show 
the  total  freight  revenue  for  the  month. 

To  prove  the  correctness  of  this  take 
the  company's  proportion  of  interline 
freight  received  from  the  connecting 
lines,  the  proportion  of  freight  for- 
warded and  reported  to  connecting  lines, 
the  proportion  of  overhead  freight,  and 
the  total  of  correction  accounts  which 
are  debits  (these  items  are  to  be  found 
on  the  interline  freight  journal),  over- 
collections  and  auditor's  debit  advices 
from  the  station  agent's  freight  journal, 
and  the  amount  of  local  freight  and  ex- 
press from  the  recapitulation  of  agents' 


abstracts.  From  this  total  deduct  the 
total  of  correction  accounts,  which  are 
credits  on  the  interline  freight  journal, 
and  auditor's  credit  advices  from  the 
station  agents'  journal,  the  difference 
being  the  same  amount  as  explained  in 
previous  statements. 

Advance  Suspense  —  To  this  are 
charged  the  total  advances  forwarded 
reported  by  agents  and  total  advances 
received  reported  to  connecting  lines, 
and  it  is  credited  with  total  amount  of 
advances  received  reported  by  agents 
and  total  advances  forwarded  reported 
by  connecting  lines.  The  difference  be- 
tween these  items  is  carried  to  the  final 
entry,  and  will  reflect  the  amount  of 
advances  that  are  not  settled,  which  are 
carried  in  the  transit  account. 

Prepaid  Suspense  —  To  this  are 
charged  the  total  amount  of  prepaid 
received  reported  by  agents  and  the 
total  amount  of  prepaid  forwarded  re- 
ported by  connecting  lines,  and  it  is 
credited  with  the  total  amount  of  pre- 
paid forwarded  reported  by  agents,  and 
the  total  amount  of  prepaid  received  re- 
ported by  connecting  lines.  The  differ- 
ence is  carried  to  the  final  entry  and 
will  reflect  the  amount  of  prepaid 
charges  that  are  not  settled,  which  are 
carried  in  the  transit  account. 

Final  Entry  for  Use  of  Bookkeeper — 
After  these  details  have  been  worked 
up,  the  following  are  listed :  the  agents' 
net  debits,  advance  or  prepaid  suspense, 
if  this  is  a  debit,  and  balance  due  from 
connecting  lines;  then  as  credits  are 
listed  the  various  items  which  are 
credits  to  revenue  accounts,  advance  or 
prepaid  suspense,  if  this  is  a  credit, 
and  balances  due  connecting  lines.  This 
makes  the  complete  journal  voucher  for 
posting  to  the  general  ledger  accounts. 


Safety  Code  on  Walkway 
Surfaces 

A  CONFERENCE  attended  by  sixty- 
three  representatives  of  trade  asso- 
ciations, technical  societies,  safety  or- 
ganizations and  government  depart- 
ments held  in  New  York  on  Feb.  14 
voted  that  it  is  desirable  to  have  a 
nationally  uniform  safety  code  on  walk- 
way surfaces  and  that  the  development 
of  this  code  should  be  carried  out  under 
the  procedure  of  the  American  Engi- 
neering Standards  Committee.  This 
new  code  will  apply  to  railway  cars, 
railway  stations  and  train  platforms, 
schools,  theaters,  etc. 

The  performance  characteristics  to 
be  considered  in  walkway  surfaces  are: 
Resistance  to  slipping,  durability,  free- 
dom from  the  tripping  hazard,  and  flam- 
mability.  General  and  maintenance  re- 
quirements will  also  be  included  in  the 
code. 

The  next  step  in  the  development  of 
this  code  will  be  the  appointment  of 
sponsors  by  the  American  Engineering 
Standards  Committee  and  the  organiza- 
tion of  a  sectional  committee  which  will 
draft  the  code.  This  sectional  commit- 
tee will  be  composed  of  official  repre- 
sentatives of  all  organizations  concerned 
with  the  subject  of  safe  walkway 
surfaces,  either  as  producers,  con- 
sumers, underwriters  or  officials. 


March  24,  1923 


Electric    Railway    Journal 


523 


Railway  Engineering  Association 
Meets  in  Chicago 

Attendance  and  Exhibits  Good,  Though  Not  as  Large  as  in  Some  Former 
Years — Many  Committee  Reports  Presented 


THE  twenty-fourth  annual  conven- 
tion of  the  American  Railway 
Engineering  Association  was  held  in 
Chicago  March  12-16.  An  attendance 
of  1,000  members  and  guests  was  regis- 
tered. While  this  was  not  as  great  as 
last  year,  the  meetings  were  crowded, 
indicating  that  many  attended  who 
failed  to  register.  Meetings  each  morn- 
ing and  afternoon,  a  banquet  one  eve- 
ning and  a  continuous  exhibit  held 
simultaneously  by  the  National  Rail- 
way Appliance  Association  indicate 
the  full  program  participated  in  by 
those  in  attendance. 

Lack  of  economy  and  efficiency  are 
the  admitted  faults  of  the  railroads 
today,  according  to  R.  H.  Aishton, 
president  American  Railway  Associ- 
ation, who  gave  a  brief  address  the 
opening  morning  of  the  convention.  To 
overcome  these  conditions  has  been  the 
problem  confronted  by  the  steam  rail- 
roads, and  whatever  solution  they  may 
find  will  in  a  way  be  applicable  to 
the  electric  railway.  One  of  the  most 
important  problems  confronting  the 
railroads  today  is  not  only  obtaining 
labor  but  to  retain  the  labor.  A  com- 
mittee which  has  this  under  consider- 
ation received  the  encouragement  of 
Mr.  Aishton. 

President  Campbell  in  his  address 
delivered  at  the  opening  session  com- 
mended all  the  committees  on  the  re- 
sourceful work  during  the  past  year 
and  summarized  the  collaboration  of 
these  committees  with  other  organi- 
zations. He  spoke  at  length  about  the 
committee  on  standardization  and  re- 
marked that  fifteen  industrial  countries 
had  a  national  standardization  body 
composed  by  association  of  representa- 
tive engineering,  industrial  and  govern- 
mental organizations  for  the  work  of 
standardization.  While  he  well  appre- 
ciated the  work  and  effort  of  the 
American  Engineering  Standards  Com- 
mittee, which  is  the  name  of  this  body 
in  the  United  States,  he  felt  that  since 
the  requirements  of  the  railways  are  so 
large,  distinctive  and  important,  they 
should  make  their  own  standards  un- 
trammeled  by  entangling  alliances. 
However,  in  things  used  in  common  by 
the  railways  and  others,  the  argument 
of  the  A.E.S.C.  has  some  weight.  En- 
larging upon  this  question,  Mr.  Camp- 
bell stated  that  his  objection  to 
standardization  is  that  it  tends  to 
stagnation  of  progress  and  improve- 
ment as  to  the  thing  standardized.  If 
standardization  was  synonymous  with 
perfection,  his  objection  would  be  re- 
moved; however,  perfection  is  rarely, 
perhaps  never,  attained.  There  may  be 
standardization  of  some  things  highly 
developed,  yet  there  should  be  an  under- 
standing that  the  standard  is  subject 
to  revision  from  time  to  time  as  prog- 
ress  in   the   art  warrants  or  requires. 


Although  the  American  Railway  Engi- 
neering Association  has  been  engaged 
for  years  upon  the  work  of  standardi- 
zation for  the  roadbed  and  track  it  has 
recorded  its  results  under  the  name  of 
recommended  practice.  To  emphasize 
this  point  Mr.  Campbell  spoke  of  a  re- 
cent canvass  he  had  made  of  companies 
in  regard  to  their  adopting  recom- 
mended practices  as  printed  in  the 
Association's  Manual.  Of  the  replies 
received  only  23.5  per  cent  have  made 
the  recommendations  standard  or  as 
nearly  standard  as  possible,  while  36 
per  cent  have  taken  the  recommen- 
dations as  a  guide.  He  urged  all 
members  to  sell  these  recommendations 
to  their  respective  roads. 

Upon  request  of  the  International 
Railway  Congress  for  a  subject  to  be 
considered  in  London  in  1925,  the 
association  recommended  the  subject 
of  "Grade  and  Alignment  Revision 
vs.  Heavy  Steam  Power  or  Electrifi- 
cation." 

At  the  business  meeting  on  Thursday 
Edward  H.  Lee,  vice-president  and 
chief  engineer  Chicago  &  Western  In- 
diana Railroad,  was  elected  president 
for  the  ensuing  year  of  the  American 
Railway  Engineering  Association.  At 
the  annual  meeting  of  the  National 
Railway  Appliances  Association,  L.  W. 
Shugg,  General  Electric  Company,  was 
elected  president  of  that  organization. 

An  abstract  follows  of  some  of  the 
points  of  particular  interest  brought 
out  in  the  committee  reports  or  in  the 
discussions  which  promise  to  be  help- 
ful to  electric  railway  officials: 

Electricity 

The  committee  on  electricity,  E.  B. 
Katte,  chairman,  presented  a  volumi- 
nous report,  including  the  following 
specifications  with  the  recommendations 
indicated : 

Specifications  for  adhesive  tape  for 
general  use  for  electrical  purposes. 
(Same  as  A.S.T.M.  Serial  Designation 
D69-22T.)  Submitted  as  recommended 
practice,  to  be  printed  in  the  Manual. 

Specifications  for  rubber  insulating 
tape.  (Same  as  A.S.T.M.  Serial  Desig- 
nation D119-22T.)  Same  recommen- 
dation as  above. 

Railroad  specifications  for  electric 
light,  power  supply  and  trolley  lines 
crossing  railways.  Approved  by  the 
committee  Oct.  5,  1922.  Same  recom- 
mendation as  above. 

On  the  subject  of  water  power,  the 
committee  presented  a  compilation  of 
data,  from  several  sources,  showing  in 
detail  the  water-power  resources  of 
the  country.  As  to  the  "super-power 
survey"  of  the  Geological  Survey,  this 
was  stated  to  be  a  valuable  contribu- 
tion to  the  literature  of  the  subject. 
However,  the  committee  believes  that 
the  time  is  not  yet  opportune  for  the 


association,  as  a  body,  to  interest  itself 
in  this  major  project. 

With  regard  to  electrolysis,  mention 
was  made  of  the  close  but  negative  vote 
on  the  motion  to  disband  the  Ameri- 
can Committee  on  Electrolysis.  The 
A.R.E.A.  voted  to  disband,  the  A.E.R.A. 
to  continue.  The  committee,  however, 
recommended  continuation  of  represen- 
tation on  the  American  committee;  also 
that  further  reports  on  the  effect  of 
electrolysis  on  reinforced  concrete  be 
discontinued  at  least  for  the  present. 

The  most  interesting  part  of  the 
report,  to  electric  railway  men,  dealt 
with  the  year's  developments  on  Part 
2  of  the  National  Electrical  Safety 
Code.  Referring  to  the  famous  con- 
ference of  March  2,  1922,  held  under 
the  auspices  of  the  American  Engi- 
neering Standards  Committee,  the  re- 
port stated:  "The  conference  resulted 
in  the  somewhat  unusual  action  of  the 
adoption  by  the  A.E.S.C.  of  the  U.  S. 
Bureau  of  Standards'  National  Elec- 
trical Safety  Code  with  the  proviso 
that  Part  2  thereof  would  be  subjected 
immediately  to  revision  by  a  sectional 
committee.  .  .  .  While  the  conference 
was  called  to  determine  whether  there 
should  be  a  set  of  national  specifica- 
tions for  crossings  between  overhead 
electric  wires  and  railways  and  be- 
tween different  wire  crossings,  the 
primary  recommendation  of  the  con- 
ference was  the  approval  of  the 
National  Electrical  Safety  Code  with 
provision  for  certain  revisions."  This 
procedure  Was  opposed  in  the  main 
committee  of  the  A.E.S.C.  by  the  A.R.A. 
representative,  but  by  letter  ballot  the 
A.E.S.C.  approved  the  "Code"  and  an- 
nounced the  formation  of  a  sectional 
committee  to  consider  revisions  of 
Part  2. 

The  "Code"  was  stated  in  the  report 
to  be  acceptable  as  to  recommended 
practice  except  for  certain  requitre- 
ments  in  Part  2  which  pertain  to  fac- 
tors of  safety  and  clearances  for  wires 
and  cables  crossing  over  railroad 
rights-of-way.  The  representatives  ap- 
pointed to  serve  on  the  sectional  com- 
mittee are:  George  Gibbs,  Long  Island 
Railroad;  W.  L.  Morse,  New  York 
Central  Railroad;  G.  H.  Dryden,  Balti- 
more &  Ohio  Railroad;  E.  C.  Keenan, 
New  York  Central  Railroad.  The  com- 
mittee recommended  that  co-operation 
with  the  U.  S.  Bureau  of  Standards 
be  continued  with  a  view  to  reconciling, 
so  far  as  possible,  the  requirements 
of  Part  2  of  the  National  Electrical 
Safety  Code  and  the  association's  1922 
specifications  for  electric  light,  power 
supply  and  trolley  lines  crossing  steam 
railways. 

The  committee  listed  the  state  rep- 
resentatives and  alternates  who  had 
been  appointed,  under  authorization 
of  the  board  of  direction,  to  represent 
it,  and  recommended  that  members  hav- 
ing transmission-line  crossing  problems 
confer  directly  with  these  represent- 
atives. 

One  other  matter  of  interest  was  the 
recommendation  that  rules,  given  in  the 
report,  for  the  protection  of  oil  sidings 
from  danger  due  to  stray  currents  be 


524 


Electric    Railway    Journal 


Vol.  61,  No.  12 


approved  as  recommended  practice  and 
printed  in  the  Manual.  As  to  recom- 
mendations for  next  year,  these  had 
principally  to  do  with  continuation 
of  unfinished  work,  together  with  a 
study  of  insulators,  and  knife  and  snap 
switches  and  revision  of  the  tables 
showing  third-rail  and  overhead  work- 
ing conductor  clearances. 

Co-operation  with  A.E.S.C. 

Close  co-operation  between  the  asso- 
ciation and  the  American  Engineering 
Standards  Committee  was  recom- 
mended in  the  report  of  the  committee 
on  standardization.  At  present  the 
association  is  a  member  of  the  A.E.S.C. 
only  indirectly,  through  the  American 
Railway  Association,  although  it  has 
presented  to  the  A.E.S.C.  for  adoption 
as  "American  standards"  two  of  its 
specifications,  those  for  fixed  and  mov- 
able railway  bridges.  Discussion  of  the 
report  dealt  with  the  question  of 
whether  the  association  should  become 
a  member  of  the  American  Engineer- 
ing Standards  Committee. 

A.  W.  Whitney,  chairman  of  the  lat- 
ter body,  and  J.   A.   Capp,   vice-chair- 
man,   addressed    the    meeting,    giving 
reasons  why  the  association  should  join. 
Mr.  Whitney  urged  that  the  A.R.E.A. 
is   not  a   sufficiently    large   interest   to 
work  by  itself,  out  of  contact  with  other 
interests.     Mr.  Capp  argued  that  rail- 
road  men    need   the   broadening   effect 
of  discussing  their  problems  with  other 
groups   of   men   having    related    prob- 
lems.    On  the  other  hand  C.  A.  Morse, 
Rock  Island  Lines,  expressed  the  view 
that  the  association  has  enough  to  do 
in    getting    the    railways    together    in 
using  the  association's   standards,  and 
is   little    concerned    with   having  these 
standards  approved  by  outside  interests. 
He   held,    also,    that    the    problems    of 
electric     railways     and     of     industrial 
trackage      are     distinct     from     those 
which  are  before  the  association.    E.  B. 
Katte,    New    York    Central,    said    that 
the    association's    committee    on    elec- 
tricity had  recently  been  outvoted  in  a 
national  standardizing  body  and  a  speci- 
fication adopted  that  is  less  strict  than 
the  railway  interest  requires.    To  show 
that  the   work   of   the   A.E.S.C.   is   too 
complex   and   too  slow   for  the   associ- 
ation's   needs,    he    cited    the    delay   of 
more   than   two   years    in    formulating 
insulated     wire      specifications.        The 
association    would    find    itself    in    an 
unsatisfactory   condition  if   it  had   not 
prepared    its    own    specification.      He 
favored    continuing    the    present    rep- 
resentation   on    the    A.E.S.C.    by    one 
member,  as  against  an  increased  rep- 
resentation. 

O.  F.  Dalstrom,  Chicago  &  North- 
western, made  the  point  that  the  associ- 
ation must  be  represented  in  the 
A.E.S.C.  in  order  to  defend  its  own 
interests  and  prevent  the  adoption  of 
standards  not  acceptable  to  it.  He  in- 
stanced the  fact  that  two  railway 
bridge  specifications  are  now  in  the 
field,  and  that  it  is  essential  for  the 
association  to  submit  its  own  specifi- 
cations to  the  A.E.S.C.  for  adoption, 
as  it  has  done.    E.  A.  Frink,  Seaboard 


Air  Line,  argued  that  standardization 
by  a  single  industry,  such  as  the  rail- 
ways, can  never  equal  that  done  by  a 
national  body  such  as  the  A.E.S.C. 
No  action  was  taken  by  the  meeting. 

Wooden  Bridges  and  Trestles 

The  committee  on  wooden  bridgres 
and  trestles  recommended  the  approval 
of  plans  for  open-deck  pile  and  frame 
trestles  and  multiple-story  trestles  and 
ballast-deck  pile  trestles.  The  sub- 
committee, headed  by  J.  B.  Maddock, 
has  made  a  very  thorough  study  of  the 
subject  and  the  report  contained  many 
diagrams  of  recommended  trestles. 

Signs,  Fences  and  Crossings 

The  enormous  programs  for  highway 
construction  in  the  United  States  and 
the  increased  importance  of  the  high- 
way grade  crossing  as  a  consequence 
of  the  marked  increase  in  the  number 
and  speed  of  highway  vehicles  has  been 
an  incentive  to  the  committee  on  signs, 
fences  and  crossings.  Specifications  for 
highway  crossings,  covering  such  mat- 
ters as  grade,  width,  drainage  and 
flangeways,  were  submitted.  A  brief 
report  was  presented  on  substitutes 
for  wooden  crossing  planks,  indicating 
the  results  obtained  with  concrete  and 
bitumen  crossings.  Advice  has  been 
received  of  the  construction  of  184 
crossings  of  bituminous  materials  dur 
ing  the  past  year. 


much  time  and  mental  effort  necessary 
to  draw  correct  conclusions  from  the 
data.  These  charts  or  diagrams  should 
be  easy  to  draw  and  read  and  should 
be  so  made  as  to  show  both  the  actual 
and  relative  magnitude  and  importance 
of  the   several   quantities. 

Rules  and  Organization 

The  report  of  this  committee  brought 
out  the  i)eculiar  position  the  committee 
now  was  in  owing  to  the  fact  that  all 
rules  governing  officers  and  employees 
except  those  involving  matters  of  dis- 
cipline must  have  some  bearing  on  the 
manner  of  conducting  the  work.  There- 
fore, the  work  of  this  committee  fre- 
quently tends  to  overlap  that  of  other 
committees  dealing  with  particular 
phases  of  maintenance  of  way.  A  study 
has  been  made  by  the  committee  on 
the  organization  of  work  where 
mechanical  appliances  and  tools  are 
used. 


Iron  and  Steel  Structures 

The  most  important  feature  in  the 
report  of  this  committee  was  a  com- 
plete set  of  specifications  for  steel 
highway  bridges.  These  will  fill  a  real 
need  because  railway  engineering  offi- 
cials are  now  frequently  required  to 
design  and  construct  highway  bridges 
as  a  consequence  of  the  enormous  high- 
way construction  programs.  The  re- 
port also  included  specifications  for 
the  erection  of  steel  railway  bridges. 

Masonry 

A  progress  report  was  made  by  the 
committee  on  current  developments  in 
the  art  of  mixing  concrete.  Another 
report  made  by  this  committee  gave 
information  as  to  the  factors  causing 
deterioration  of  concrete,  based  on  re- 
ports obtained  from  various  sources  on 
defects  found  in  existing  railway 
structures.  It  was  found  that  the  first 
cause  of  deterioration  was  of  chemical 
nature,  a  study  of  cases  where  concrete 
had  been  affected  by  acid,  alkali,  or  sea 
water  action.  The  second  cause, 
namely,  mechanical,  was  generally 
found  to  be  of  an  abrasive  nature.  The 
action  of  clamshell  buckets  and  ice  or 
other  floating  objects  caused  this  form 
of  deterioration. 

Records  and  Accounts 

The  report  of  a  sub-committee 
brought  out  the  feasibility  of  reporting 
engineering  data  in  graphic  form.  It 
also  submitted  a  number  of  recom- 
mended diagrams.  While  statistical 
data  usually  consist  of  tabulated  fig- 


Track  and  Stresses  in  Track 

The   joint   committee   of   the   associ- 
ation and  the   A.S.C.E.   on  stresses  in 
track   presented   an  extended   progress 
report,    the    third    in    the    series,    and 
included  the  results  of  many  tests  on 
straight  and  curved  track  to  determine 
the  effect  of  counterbalance  and  speed, 
etc.      Among   the   facts    of   special    in- 
terest to  electric  railways  brought  out 
by  the  committee  on  track  were  the  re- 
sults of  some  tests  on  curved  rails  and 
the  conclusions  in  regard  to  guard  rails. 
One  question   considered   in   connection 
with    curved    track    was    whether   rail- 
ways were  justified  in  going  to  the  ex- 
pense  of  pre-curving  rails   for   curves 
instead  of  laying  straight  rails.    In  1915 
the  association  recommended  that  rails 
for  curves  of  4  deg.  and  over  should 
be  curved  before  being  laid.     In   1921 
the  rules  committee  suggested  that  rails 
should  not  be  curved  "except  on  very 
sharp  curves,  much  sharper  than  usu- 
ally   found    in    main    line    tracks."     A 
questionnaire   showed   a    marked    tend- 
ency toward  not  pre-curving  the  rails. 
The   Baltimore   &    Ohio   Railroad   used 
both  curved  and  straight  rails  on  curves 
of  4  deg.,  and   over,  and  decided  that 
on   curves  up   to   12   deg.    30   minutes, 
which  was  the  heaviest  curve   in   new 
rail  territory,  track  could  be  maintained 
for  line  and  gage  as  economically  when 
laid  with  straight  rails  as  with  curved 
rails.      The    committee    says    in    con- 
clusion:     "It  seems   to   be   a    question 
whether    pre-curving   justifies    the    ex- 
pense." 

In  its  conclusions  on  guard  rails  for 
protecting  curves,  the  track  committee 
does  not  recommend  their  use  except 
on  sharp  curves  and  in  special  locations, 
where  the  super-elevation  is  inadequate. 
Allowable  speed  should  not  be  increased 
on  curves  because  guard  rails  are  in- 
stalled. 

Roadway 

Under  chemical  killing  of  weeds,  the 
committee  reports  that  31,500  miles  of 
track  have  been  treated  with  a  chemical 
weed  killer  since  1914,  sodium  arsenite 


ures    which    afford    no    perspective    or    being  used  in  practically  all  cases,  one 
mental  picture,  a  graphic  form  can  save    part  of  concentrated  solution  to  twenty 


March  24,  1923 


Electric    Railway    Journal 


525 


parts  of  water.  The  cost  of  the 
chemical  on  a  strip  1  ft.  wide  and  1 
mile  long  is  $3.46.  The  chemical  has 
no  bad  effect  on  the  track,  but  treated 
vegetation  is  dangerous  to  stock  and 
if  the  weeds  are  at  points  where  stock 
can  reach  them,  a  chemical  making 
them  unpalatable  should  be  used.  The 
Erie  Railroad  reports  good  results  with 
salt  as  a  weed  killer,  0.8  carload  per 
mile  being  required.  Regarding  cul- 
verts, the  committee  says  that  cor- 
rugated metal  culverts  should  prefer- 
ably be  used  only  in  places  where  the 
top  of  the  pipe  is  not  less  than  3  ft. 
nor  more  than  10  ft.  below  subgrade, 
and  where  the  diameter  of  the  pipe  is 
not  in  excess  of  48  in.  The  material 
should  be  high  grade  metal  or  as  nearly 
pure  as  possible  and  with  rust-resisting 
properties.  Galvanizing  alone  is  not 
sufficient  to  protect  the  metal  from  rust. 

Wood  Preservation 

The  report  of  the  committee  on  wood 
preservation  was  largely  taken  up  with 
the  subject  of  marine  piling,  the  sub- 
committee assignment  having  been  "to 
make  final  reports,  if  practicable,  on 
treatment  to  be  used  in  the  protection 
of  piles  and  timbers  in  water  infested 
by  marine  borers."  As  a  result  of 
elaborate  investigation,  given  in  ex- 
tenso  in  the  report,  it  was  recommended 
that  timber  and  piles  be  carefully  creo- 
soted,  there  being  no  other  treatment 
in  sight  at  present.  Along  with  careful 
creosoting,  certain  features  of  selecting 
and  preparing  the  lumber  and  piles  be- 
fore treatment,  and  of  handling  after 
treatment,  are  of  vital  importance. 
These  the  committee  gives  under  the 
head  of  "recommendations  for  handling 
and  installation."  Sample  recommen- 
dations are  these: 

"Do  not  use  cant  hooks  or  dogs  in 
handling.  Use  rope  slings.  Frame 
and  bore  all  timbers  before  treatment, 
whenever  practicable.  Particularly 
avoid  cutting  or  boring  below  high 
water  mark." 

On  the  subject  of  service  test 
records,  the  committee  reported  a  lack 
of  interest  on  the  part  of  the  railroads 
in  sending  data  to  the  United  States 
Forest  Products  Laboratory.  The  com- 
mittee sent  out  a  questionnaire  to  cover 
the  practice  in  the  use  of  treated  tim- 
bers in  bridges,  docks  and  wharves. 
Replies  indicated  that  on  open  deck 
bridges,  the  timbers  treated  with  creo- 
sote have  given  a  life  from  fifteen  to 
twenty-five  years  and  over;  treated 
timbers  used  in  ballasted  deck  bridges 
have  given  a  life  from  fifteen  to 
thirty  years,  and  on  docks  and  wharves, 
where  treated  material  has  been  used, 
a  life  from  fifteen  to  forty  years  has 
been  secured. 

Regarding  the  treatment  of  Douglas 
fir,  this  was  stated  to  be  a  most  diffi- 
cult timber  to  treat,  off'ering  as  it  does 
such  great  resistance  to  the  injection 
of  the  preservative.  In  the  treatment 
excessively  high  temperatures  in  com- 
bination with  excessively  high  pres- 
sures should  be  avoided  as  the  timber 
may  be  injured  thereby.  Douglas  fir  is, 
however,    thoroughly     satisfactory     if 


properly  treated  and  given  proper 
handling  after  treatment.  The  com- 
mittee gave  full  specifications  for  the 
treatment  and  handling  of  Douglas  fir. 

The  committee  favored  the  applica- 
tion of  preservative  to  all  so-called 
"sap"  ties  of  the  species  usually  in- 
cluded under  the  term  "white  oaks." 
The  so-called  "heart"  ties  of  the  species 
usually  included  under  the  same  term 
can  be  treated  efficiently  so  that  they 
should  withstand  decay  in  a  manner 
similar  to  other  treated  ties,  if  proper 
precautions  are  taken.  A  decision  to 
treat  such  ties  should  be  made  after  a 
study  of  the  conditions  at  hand  on  each 
particular  line  and  in  each  particular 
locality  has  shown  that  economy  can 
be  effected  thereby. 

A  sub-committee  on  mechanical  prep- 
aration of  timber  for  treatment,  in- 
cluding adzing  and  boring  for  ties, 
called  attention  to  the  following  salient 
points : 

1.  The  framing  of  bridge  timbers 
and  particularly  of  bridge  ties  and 
guard  rails  before  treatment  is  prac- 
ticable and  economical. 

2.  Practically  all  hewed  ties  and  a 
large  proportion  of  sawed  ties  require 
adzing,  and  this  may  be  done  at  less 
cost  by  machinery  than  by  hand. 

3.  Adzing  of  ties  after  treatment  re- 
moves a  portion  of  the  most  thoroughly 
impregnated  wood  and  reduces  the  re- 
sistance of  the  tie  to  decay. 

4.  Spikes  offer  greater  resistance  to 
withdrawal  when  driven  in  bored  holes 
of  proper  size  than  in  the  solid  wood. 
The  proper  size  of  hole  is  a  subject  on 
which  opinions  differ,  but  for  soft 
woods  I  in.  less  and  for  hard  woods 
A  in.  less  than  the  diameter  of  cut 
spikes  appear  to  be  accepted  as 
correct. 

5.  The  boring  of  holes  before  treat- 
ment greatly  assists  in  the  distribution 
of  the  preservative  through  the  tie. 

6.  Holes  should  be  bored  all  the  way 
through  the  ties.  This  opens  additional 
cross-sections  to  the  direct  action  of  the 
preservative  and  prevents  the  accumu- 
lation of  water  in  the  hole. 

In  an  appendix  to  the  report,  direc- 
tions for  determining  the  penetration 
of  sodium  fluoride  in  wood  were  given. 
These  had  been  prepared  in  conjunction 
with  members  of  the  preservative  com- 
mittee of  the  American  Wood  Pre- 
servers' Association. 

This  method  requires  the  following 
chemicals  and  apparatus: 

Solution  1.  Ethyl  alcohol  (not  de- 
natured), 95  per  cent,  saturated  with 
potassium  thiocyanate. 

Solution  2.  Dehydrated  ether,  con- 
taining 1  gram  ferric  chloride  for  every 
50  cu.cm.  This  solution  should  be  kept 
tightly  corked  to  prevent  it  from  be- 
coming too  concentrated  on  account  of 
evaporation   of  the  ether. 

To  make  tests  mix  equal  portions 
of  solutions  1  and  2  in  an  ordinary 
atomizer.  Spray  mixed  solution  on  the 
dry  section  of  wood  to  be  tested.  Spray 
mixed  solution  evenly  all  over.  The 
line  of  demarkation  between  the  treated 
and  untreated  portions  will  soon  be 
noticed.    The  color  of  the  treated  wood 


will  remain  unchanged.  The  untreated 
wood  will  be  stained  red.  Ordinarily 
the  first  spray  will  not  yield  a  per- 
manently distinct  stain.  Therefore,  dry 
this  section  and  repeat  as  often  as  nec- 
essary to  obtain  satisfactory  depth  of 
color.  Water  in  the  spraying  solution 
causes  the  stain  on  red  oak  to  turn 
black  (tannic  acid).  Therefore,  for 
staining  red  oak,  add  an  equal  quan- 
tity of  ether  to  the  ferric  chloride 
ether  stock  solution,  together  with  a 
few  crystals  of  potassium  thiocyanate, 
and  spray  as  above. 

Yards  and  Terminals 

While  the  report  of  the  committee  on 
yards  and  terminals  relates  to  oper- 
ating conditions  considerably ,  different 
from  those  of  electric  railways,  there  is 
much  in  it  that  would  be  suggestive 
to  electric  railway  managements  plan- 
ning new  terminals  or  terminal  recon- 
struction. The  report  contains  plans 
of  many  terminals,  a  bibliography  cov- 
ering railway  passenger  stations,  data 
(in  curve  form)  regarding  areas  of 
different  parts  of  terminals  in  terms  of 
numbers  of  rush-hour  passengers. 

Ties 

The  principal  part  of  the  report  of 
the  committee  on  ties  dealt  with  sub- 
stitute ties.  Reports  of  experience  with 
various  types  were  reported  and  recom- 
mendations as  to  features  desired  in 
such  ties  were  listed.  Four  types  were 
mentioned  as  worthy  of  further  inves- 
tigation, as  adapted  to  steam  railroad 
use.  The  committee  also  gave  attention 
to  piling  of  ties  in  storage,  including 
diagrams  of  different  plans  for  piling 
them. 

Merits  of  the  Company 
Publication* 

It  Possesses  Certain  Advantages  Over 

Group    Meetings    in    Promoting 

Employee  Loyalty  and  Public 

Appreciation  of  the  Service 

By  A.  R.  Baxter 

General   Superintendent   Indianapolis  & 

Cincinnati   Traction    Company. 

Rushville,    Ind. 

IN  OUR  work  the  fundamental  idea 
is  to  bring  departmental  heads  and 
their  employees  into  a  closer  relation- 
ship, in  order  to  secure  better  co-opera- 
tion and,  in  turn,  better  service.  Serv- 
ice is  what  we  have  to  sell  and  if  we 
do  not  produce  a  good  brand,  we  cannot 
meet  the  demands  of  the  market  (the 
traveling  public)  and  hence  will  not  get 
our  share  of  the  business. 

The  heads  of  departments  may  get 
important  matters  before  their  men, 
as  a  body,  through  group  meetings,  or 
through  the  issuing  of  a  company  pub- 
lication. The  former  has  been  tried  and 
has  produced  some  good  results;  but  on 
account  of  the  nature  of  railway  serv- 
ice, many  employees  are  unable  to  at- 
tend the  meetings.  The  absentees  may 
be  the  very  ones  who  bring  us  closest 


•Abstract  of  paper  presented  sft  the  annual 
meeting  of  the  Central  Electric  Railway 
Accountants'  Association,  Lima,  Ohio,  Feb. 
23   and   24.   1923. 


526 


Electric    Railway    Journal 


Vol.  61,  No.  12 


to  the  public,  and  are  those  toward 
whom  most  criticism  is  thrust.  There- 
fore this  method  falls  short  of  our 
ideals. 

The  purpose  of  a  house  publication 
is  threefold,  and  the  essentials  may  be 
enumerated  as  follows: 

1.  To  create  in  each  employee  an  in- 
terest in  the  company  and  an  earnest 
desire  for  its  success;  in  other  words, 
to  sell  the  company  to  the  employees 
and  make  them  feel  that  they  are  a 
part  of  it. 

2.  To  sell  the  company  to  the  public; 
to  make  the  service  such  that  the  public 
will  feel  proud  of  it;  to  show  the  public 
that  it  is  the  only  system  that  will  take 
care  of  transportation  troubles  at  all 
times  and  in  any  kind  of  weather;  to 
show  the  public  that  it  is  one  of  the 
best  and  cheapest  necessities,  and 
should  be  maintained  and  respected. 

3.  To  convey  to  the  employees  ideas, 
rules  and  regulations  for  the  better- 
ment of  the  service. 


The  publication  should  be  made  so 
interesting  and  instructive  that  the 
appearance  of  each  issue  will  be  eagerly 
awaited  by  both  employees  and  em- 
ployer. 

Each  issue  should  contain  personal 
items  and  the  name  of  every  employee 
should  appear  not  less  than  once  a  year 
in  its  columns;  giving  him  honorable 
mention  for  good  work  done,  no  matter 
how  meager  his  task  may  be. 

No  opportunity  should  be  neglected 
to  publish  historical  or  an  educational 
article  on  the  industry  which  the  pub- 
lication serves. 

Each  department  of  the  organization 
should  furnish  enough  items  of  various 
kinds  to  maintain  a  column  in  each 
issue. 

The  aim  of  a  company  publication 
should  be  to  create  a  spirit  of  loyalty, 
fraternity  and  unity  of  purpose;  that 
purpose  being  the  success  of  each  em- 
ployee through  the  results  he  produces 
for  his  employer. 


Jack-in-the-Pulpit  Is  Succeeding  the 
Shrinking  Violet* 

Railways  Should  Publish  the  Facts  on  Transportation  so  That  the  Public 
Will  Not  Be  Misled — How  to  Advertise 

By  Labert  St.  Clair 

Director  of  Advertising  Section.  American  Electric  Kailway  Association 


OLD  Doc  Coue  has  sounded  a  splen- 
did motto  for  the  country  in  gen- 
eral and  electric  railway  men  in  par- 
ticular. Every  day  in  every  way  things 
are  getting  better  and  better  with  us. 
One  sign  of  this  is  that  the  shrinking- 
violet  type  of  electric  railway  manager 
is  disappearing  and  the  jack-in-the- 
pulpit  type  is  taking  his  place.  Elec- 
tric railway  managers  all  over  the 
United  States  are  standing  up  in  pub- 
lic and  informing  the  riding  public 
about  themselves  and  their  problems. 

This  is  the  attitude  that  all  electric 
railway  managements  should  take.  It 
is  not  only  the  proper  one  from  the 
standpoint  of  his  protection  but  it  is 
a  duty  to  the  public. 

Any  electric  railway  man  who  cares 
two  whoops  for  the  future  of  his  com- 
munity is  g^>ing  to  fight  hard  against 
the  forces  that  oppose  him  because 
these  forces  almost  invariably  are  the 
ones  which  "would  hinder  the  prosperity 
of  every  city. 

The  electric  railway  man  is  construc- 
tive because  he  has  a  permanent  invest- 
ment and  intends  to  stay  on  the  job 
in  his  home  city.  His  opponents  usually 
are  people  who  have  no  investments  to 
speak  of  and  are  concerned  only  in 
their  own  personal  welfare.  They  are 
perfectly  willing  to  destroy  every  other 
business  in  the  city  if  there  is  any 
opportunity  that  they  may  be  able  to 
vault  into  prosperity  over  the  remains 
of  legitimate  business. 

If  you  doubt  this,  consider  for  a 
moment    the    three    chief    forces   that 


•Abstract  of  address  delivered  at  annual 
convention  of  Oklahoma  Public  Utilities 
Association,  Oklahoma  City.  March  13-14. 


work  against  the  prosperity  of  street 
railways. 

Forces  Opposed  to  Electric  Railways 

One  of  the  primary  forces  is  the 
demagogic  politician.  His  stock  in 
trade  always  is  attack.  You  never 
hear  him  talking  about  building  up 
street  railway  service.  He  concerns  him- 
self solely  with  a  discussion  of  lower- 
ing the  fare,  which,  as  everyone  knows, 
naturally  must  result  in  decreased  effi- 
ciency of  service.  Fortunately,  owing 
to  the  protection  thrown  about  utilities 
by  commissions  and  the  courts,  he  sel- 
dom is  able  to  wreck  service  entirely 
but  by  his  blatherings  he  can  frighten 
away  investors  and  thus  retard  the 
improvement  of  service  greatly.  Every 
politician  knows  that  a  city  cannot  be 
built  up  under  less  than  a  fair  fare, 
but  he  doesn't  take  this  into  considera- 
tion when  he  makes  his  anti-utility 
campaigns.  The  one  object  he  has  in 
mind  is  to  get  into  office. 

Another  great  force  in  opposition  to 
electric  railways  is  the  sensational 
newspaper.  Anyone  who  knows  the 
least  thing  about  the  newspaper  busi- 
ness— and  I  speak  from  more  than  fif- 
teen years'  experience  in  it — is  aware 
that  the  only  reason  our  yellow  press 
has  for  fighting  honestly  conducted  elec- 
tric railways  is  that  they  want  to  gain 
circulation.  They  realize  that  their 
class  of  readers  are  not  grounded  in  the 
fundamentals  of  economics  and  that  it 
always  is  easy  to  please  them  by  at- 
tacking businesses  representing  large 
investments.  Therefore  they  continu- 
ally seek  to  wreck  electric  railways  by 
advocating  less  than  a  living  fare  and 


they  always  will,  of  course,  unless  by 
advertising  and  publicity  electric  rail- 
ways expose  the  insincerity  of  these 
muckrakers.  The  fare  never  can  be 
made  low  enough  to  suit  such  news- 
papers because  the  minute  they  quit 
advocating  a  lower  fare  their  circula- 
tion will  drop. 

The  third  party  to  attack  electric 
railway  rates  usually  is  the  citizen  who 
sincerely  believes  that  it  is  possible  for 
any  electric  railway  to  prosper  on  a 
lower  fare  than  it  is  getting.  He  agi- 
tates the  question  because  he  is  not 
informed. 

It  is  easy  to  see  that  none  of  these 
three  forces  represents  a  constructive 
interest  and  that  if  permitted  to  pro- 
ceed rampant  they  soon  would  wreck 
not  only  the  electric  railways  but  the 
general  business  of  any  community. 
For  indeed,  as  experience  has  shown 
in  Des  Moines  and  elsewhere  when 
electric  railway  service  is  wrecked,  all 
other  businesses  suffer  greatly. 

Therefore  I  say  it  is  the  duty  of 
every  electric  railway  man  as  a  good 
citizen,  regardless  of  his  personal  or 
financial  interest,  to  stand  up  and  tell 
his  story.  Unless  he  does  tell  it  in 
every  possible  way,  the  , people  will 
never  know  the  truth  and  they  cannot 
be  blamed  for  accepting  the  biased, 
half-baked  or  wholly  untruthful  state- 
ments of  politicians,  sensational  news- 
papers and  sincere  but  uninformed 
citizens. 

Advertising  Necessary 

No  more  sympathy  is  due  the  elec- 
tric railway  man  who  doesn't  tell  his 
story  to  the  public  and  then  gets  in 
wrong  with  it  than  is  due  the  merchant 
who  goes  bankrupt  through  failure  to 
advertise  his  wares.  Both  are  in  exactly 
the  same  category.  The  merchant  fails 
because  he  permits  other  merchants 
who  are  engaged  in  the  same  business 
to  out-advertise  him.  The  electric  rail- 
way manager  fails  because  he  is  out- 
advertised by  his  opponents.  They  sell 
more  bad  will  for  him  than  he  sells 
good  will  and  the  result  is  that  he  goes 
out  of  business. 

If  you  want  to  know  the  force  of 
advertising  and  publicity  in  the  electric 
railway  business,  all  you  have  to  do  is 
to  take  a  list  of  companies  that  are 
telling  their  stories  to  the  public  and 
those  that  are  not  and  compare  their 
financial  and  public  relations  situations. 
By  this  I  do  not  mean  that  every  com- 
pany which  is  telling  its  story  is  enjoy- 
ing prosperity,  but  I  will  assert  that 
a  greater  percentage  of  those  that  are 
being  frank  with  the  public  and  carry- 
ing on  continuous  advertising  cam- 
paigns are  more  prosperous  than  those 
that  are  sitting  back  and  doing  nothing. 
Furthermore,  even  the  company  which 
advertises  and  is  not  financially  pros- 
perous is  storing  up  a  supply  of  good 
will  to  be  drawn  on  in  the  futtire.  And  ■ 
good  will  inevitably  will  translate  itself 
into  prosperity. 

About  80  per  cent  of  the  mileage 
of  the  electric  railway  industry  now 
is  represented  by  companies  which  ad- 
vertise. Not  enough  of  them,  however, 
advertise  continuously  and  use  all  medi- 


March  24,  1923 


Electric    Railway    Journal 


527 


ums  in  their  possession.  This  is  a  great 
mistake  because  the  public  very  quickly 
forgets. 

If  you  don't  believe  this,  think  back 
fifteen  years  and  try  to  recall  what 
particular  tooth  wash  was  most  in  the 
public  mind.  It  was  Rubifoam,  was  it 
not?  Yes,  it  was.  Rubifoam  in  those 
days  literally  was  on  every  tongue.  Yet 
today  you  never  hear  of  Rubifoam.  Do 
you  know  the  reason?  It  is  simply  this: 
The  company  making  Rubifoam  quit 
advertising.  The  same  is  true  of  any 
number  of  other  articles  which  for- 
merly were  widely  advertised  in  this 
country  but  are  not  advertised  now. 
If  the  public  mind  will  forget  a  com- 
mercial article  when  all  it  has  to  remem- 
ber is  simply  a  name,  because  there  is 
a  let-up  in  advertising,  how  much  more 
quickly  will  it  forget  the  detailed  and, 
perhaps,  somewhat  complicated  story 
of  an  electric  railway? 

Those,  in  brief,  are  the  reasons  why 
electric  railway  companies  should  ad- 
vertise. Now  let  us  turn  for  a  moment 
to  how  to  advertise. 

How  TO  Advertise 

No  industry  or  business  in  the  world 
has  such  wonderful  channels  through 
which  advertising  may  be  moved  cheaply 
as  an  electric  railway.  By  virtue  of 
having  a  vast  force  of  salesmen  on 
moving  cars  and  excellent  window 
space,  racks  and  other  facilities  through 
which  to  display  and  move  advertising 
matter,  the  electric  railways  have  a 
decided  advantage  over  any  other  busi- 
ness in  the  world.  Of  course,  they  can 
and  should,  in  common  with  all  other 
businesses,  also  use  the  newspapers. 
I  am  a  strong  advocate  of  paid  news- 
paper advertising,  but  in  addition  to 
newspaper  space  they  have  unparal- 
leled space  of  their  own  which  they 
can  use  at  a  very  small  cost. 

It  is  decidedly  advantageous,  if  you 
can  afford  it,  to  have  an  advertising 
man,  but  if  you  cannot  afford  one,  do 
not  despair.  There  is  not  an  electric 
railway  executive  in  the  United  States 
who  cannot  write  advertising  if  he  will 
just  sit  down  and  do  it. 

It  is  useless,  however,  to  begin  adver- 
tising or  publicity  work  until  you  are 
absolutely  certain  that  you  are  ren- 
dering the  best  possible  service  under 
the  circumstances  and  are  willing  to 
court  legitimate  inquiry  into  your  oper- 
ation. To  determine  whether  this  sit- 
uation exists  or  not,  it  behooves  every 
management  to  ask  itself  these  ques- 
tions. 

Am  I  courteous  toward  and  accessi- 
ble  to   the  public  and   my   employees? 

Do  I  really  hear  what  the  public  is 
thinking  about  my  management,  or  am 
I  simply  being  told  the  things  I  like 
to  hear? 

Are  all  of  my  employees  and  I  mak- 
ing the  most  of  every  opportunity  to 
create  good  will  surplus,  or  are  we  just 
"getting  by"? 

Until  these  questions  can  be  answered 
in  the  affirmative,  without  mental  or 
other  reservation,  it  is  virtually  useless 
for  any  management  to  enter  upon 
printed  advertising. 


A  company  may  advertise  until  the 
cows  come  home,  emphasizing  its  desire 
to  serve,  but  if  this  friendly  and  cordial 
attitude  is  not  reflected  in  the  actions 
and  voices  of  the  organization  from  the 
manager  down  to  the  lowest  paid  em- 
ployee, its  advertising  cannot  net  maxi- 
mum returns. 

The  easiest  and  best  way  to  prepare 
advertising  copy  is  to  write  your  story 
just  as  you  would  tell  it  if  you  had 
your  friend  Bill  Jones  across  the  table 
from  you  and  were  trying  to  sell  him 
the  proposition  which  you  want  to  sell 
the  general  public.  Once  you  have 
gotten  Bill  Jones  facing  you,  theoreti- 
cally, and  have  begun  to  prepare  your 
proposition  for  the  public  in  the  same 
clear,  simple,  honest  fashion  that  you 
would  present  it  to  Bill,  you  are  on  the 
way  to  success. 

After  that  your  chief  problem  will 
be  to  select  the  best  mediums  through 
which  to  present  your  message  to  the 
public. 

Indicate  to  the  advertising  solicitor 
or  the  printer  with  whom  you  do  busi- 
ness that  you  welcome  suggestion  and 
advice  on  the  preparation  of  your  mate- 
rial and  you  will  find  that  he  can  be 
of  a  great  deal  of  help  to  you.  It  is 
his  business  to  know  how  to  effect  the 
best  possible  typographical  display  of 
your  message. 

Base  your  advertising  plea  on  serv- 
ice to  the  car  rider.  Don't  weep.  Don't 
try  to  excite  pity  for  your  company. 
Sell  your  goods  on  merit. 

Above  all,  build  on  and  with  facts. 
From  start  to  finish,  hammer  home  the 
truth.  If  your  opponent  lies  about  you, 
don't  say  he  lies;  show  by  facts  that 
he  lies.  Don't  get  huffy  and  explode. 
You  can't  lay  bricks  and  throw  mud  at 
the  same  time.  If  the  truth  is  on  your 
side,  you  will  win  in  the  end,  but  you 
wouldn't  hasten  the  end  by  any  method 
but  that  of  giving  facts.  And  don't 
merely  buy  advertising;  invest  in  ad- 
vertising, because  advertising  correctly 
used  pays  big  dividends  in  good  will. 


U.  S.  Chamber  of  Commerce 

THE  program  of  the  annual  meet- 
ing of  the  Chamber  of  Commerce, 
of  the  United  States  to  be  held  in 
New  York  on  May  7-10,  has  been 
made  public.  As  already  announced, 
the  general  subject  virill  be  transpor- 
tation. On  Monday,  May  7,  there  will 
be  meetings  of  the  national  councillors 
and  the  general  meetings  will  be  held 
on  the  following  day,  as  follows: 

Tuesday  May  8 

11:00  a.  m.  General  meeting.  Presi- 
dent's address. 

1:00  p.  m.  Luncheons  and  meetings 
of  the  following  groups:  Civic 
Development,  Domestic  Distribution, 
Fabricated  Production,  Finance,  Trans- 
portation and  Communication. 

8:00  p.  m.  General  meeting — Topic: 
"European  Conditions  from  the  Ameri- 
can Viewpoint." 

Wednesday,  May  9 

10:00  a.m.  General  meeting.  Topic: 
"Developing    a     National    System    of 


Rail,  Water  and  Highway  Transporta- 
tion."    Consideration   of  resolutions. 

1:00  p.m.  Luncheons  and  Meetings  of 
the  following  groups:  Foreign  Com- 
merce, Insurance,  Natural  Resources 
Production,  Transportation  and  Com- 
munication. 

6:00  p.m.  Dinner  of  the  National  As- 
sociation of  Commercial  Organization 
Secretaries. 

6:00  p.m.  Dinner  of  the  American 
Trade  Association  Executives. 

8:00  p.m.  Representatives  and  mem- 
bers will  be  guests  of  the  New  York 
committee  at  the  Hippodrome. 

Thursday,  May  10 

10:00  a.m.  General  meeting.  Topics: 
"The  Farmers'  Interest  in  Transporta- 
tion," "Financial  Support  for  the  Rail- 
road," and  "The  Re-establishment  of 
Railroad  Credit." 

2:30  p.m.  General  meeting.  Topic  i 
"Railroads  and  the  Government."  Re- 
port of  the  committee  on  the  nomina- 
tion and  election  of  officers  and  direc- 
tors.   Final  action  on  resolutions. 

8:30  p.m.  General  meeting  at  the 
Hippodrome,  to  be  addressed  by  aa 
outstanding  leader  of  world  affairs. 

On  Friday,  May  11,  there  will  be  a 
trip  to  West  Point. 

For  the  general  sessions  held  on 
Tuesday  and  Wednesday  morning, 
Thursday  morning  and  afternoon,  and 
Tuesday  and  Thursday  evenings  the 
most  prominent  authorities  of  the 
country  upon  transportation  questions 
will  be  secured,  including  at  least  one 
representative  from  the  President's 
Cabinet.  President  Barnes  will  him- 
self open  the  subject  of  discussion  in 
his   annual  address. 

In  addition  to  the  annual  meeting 
the  chamber  has  appointed  five  special 
committees  to  take  up  a  study  of  dif- 
ferent phases  of  the  transportation 
problem.  They  will  report  to  a  general 
committee  representative  of  all  inter- 
ests. By  the  time  the  annual  meeting 
is  held  it  is  expected  that  the  investi- 
gations will  have  advanced  to  a  point 
where  important  announcements  of 
progress   can   be  submitted. 


Oklahoma  Association  Meets 

THE  Oklahoma  Utilities  Associa- 
tion held  its  fifth  annual  convention 
at  Oklahoma  City  on  March  12,  13  and 
14.  A  paper  presented  by  Labert  St. 
Clair  on  the  subject  of  informing  the 
public  appears  elsewhere  in  this  issue. 
B.  Hilburn,  manager  Tulsa  Street  Rail- 
way, presented  an  interesting  paper  on 
the  experience  which  the  railway  com- 
pany in  Tulsa  has  had  in  going  into 
the  bus  business.  He  was  unable  as 
yet  to  draw  definite  conclusions  about 
the  outcome  of  the  plan.  This  paper 
will  be  published  in  an  early  issue  of 
Bus  Transportation.  D.  C.  Green,  vice- 
president  and  general  manager,  Fort 
Smith  Light  &  Traction  Company,  Fort 
Smith,  Ark.,  presented  a  paper  on  "The 
Merits  of  the  Weekly  Pass,"  which  will 
be  treated  in  a  later  issue  of  this  paper. 
E.  F.  McKay  of  the  Oklahoma  Cor- 
poration  Commission,   called   attention- 


528 


Electric    Railway    Jouenal 


Vol.  61,  No.  12 


to  the  fact  that  utility  commission 
powers  are  exclusive  and  not  inclusive, 
since  these  powers  are  fixed  by  law  and 
any  case  with  which  the  commission  is 
allowed  to  deal  must  possess  a  definite 
interest  for  the  public.  He  pointed  out 
that  commissions  have  no  arbitrary 
powers. 

Martin  J.  Insull  emphasized  the  pri- 
mary importance  of  the  public  relations 
work  of  the  utility  companies.  With- 
out disparagement  of  the  technical  and 
operating  forces  in  the  utility  field,  he 
said  that  confidence  in  utilities  on  the 
part  of  the  public  is  necessary  before 
the  technical  and  operating  talent  can 
have  full  play  in  establishing  the  serv- 
ice the  public  wants. 

Charles  B.  Scott,  Chicago  Safety 
Bureau,  urged  that  the  utilities  in  any 
community  should  not  only  participate, 
but  take  the  initiative  in  community 
safety  work.  The  first  essential  in 
making  safety  work  a  success  is  the 
interest  of  the  company  management; 
the  second  most  important  thing  is  the 
interest  of  the  supervisory  forces,  and 
the  third,  a  definite  plan  and  organiza- 
tion. 

General  George  H.  Harries  in  an 
address  expressed  the  belief  that  ill- 
considered  utility  regulation  is  largely 
a  thing  of  the  past,  and  that  regulatory 
commissions  are  now  on  the  same  plane 
as  courts  of  justice  and  realize  their 
obligation  to  see  that  both  the  public 
and  the  utilities  receive  just  treatment. 
The  officers  of  the  association  for  last 
year  were  re-elected  for  the  coming 
year  as  follows:  President,  Fred  W. 
Insull;  first  vice-president,  Sherman 
Mooter;  second  vice-president,  J.  C. 
Chestnut;  treasurer,  William  Mee. 
O.  D.  Hall,  who  has  been  acting  secre- 
tary, was  appointed  manager. 


New  Ensfland  Club  Banquet 
Attended  by  600 

AT  ITS  twenty-third  annual  banquet, 
.  which  was  held  at  the  Copley- 
Plaza  Hotel  on  the  evening  of  March 
22,  the  New  England  Street  Railway 
Club  had  an  attendance  of  about  600. 
President  Potter  reported  the  year  had 
been  successful  and  referred  particu- 
larly to  the  February  meeting  as  most 
helpful.  He  reported  that  there  are 
now  805  members,  or  seventeen  more 
than  last  year.  Speaking  of  competi- 
tion, he  said  the  bus  is  here  to  stay  but 
it  can  be  operated  more  economically 
by  the  railway  companies  than  by  out- 
side interests.  He  suggested  as  a  topic 
for  an  early  meeting,  stock  ownership 
of  electric  railway  companies  by  em- 
ployees. He  explained  that  the  newly- 
elected  president,  R.  D.  Hood,  was  pre- 
vented by  illness  from  attending  the 
meeting  but  predicted  a  successful  year 
under  his  guidance. 

Under  the  leadership  of  Alonzo  R. 
Williams,  Providence,  three  cheers  were 
given  for  Mr.  Potter  and  repeated  for 
Mr.  Hood. 

George  W.  Gardiner  was  then  intro- 
duced as  toastmaster  and  officiated  most 
acceptably  during  the  evening. 

Governor  Channing  H.  Cox  was  not 
able  to  be  present  but  was  represented 


by  Frederick  Cook,  Secretary  of  State 
of  Massachusetts.  Mr.  Cook  declared 
the  Governor  was  greatly  interested  in 
the  subject  of  transportation.  He  re- 
ferred to  the  recent  report  and  recom- 
mendations of  the  Massachusetts  De- 
partment of  I*ublic  Utilities  and  to  the 
constructive  work  of  Matthew  Brush, 
former  president  of  the  Boston  Ele- 
vated, in  helping  to  bring  about  the 
present  trustee  plan.  He  also  declared 
industries  were  absolutely  dependent 
upon  the  proper  functioning  of  the 
utilities. 

Mayor  James  M.  Curley,  the  next 
speaker,  commended  the  administration 
of  the  Boston  Elevated  by  the  public 
trustees,  and  said  the  public  understood 
the  need  for  co-operation  with  utilities 
better  than  ever  before.  He  said  Bos- 
ton industrially  was  in  good  condition 
but  hampered  by  unfair  freight  differ- 
entials imposed  by  the  Interstate  Com- 
merce Commission.  Dr.  William  H.  P. 
Faunce  spoke  along  the  lines  of  a 
broader  national  vision.  Science,  he  de- 
clared, has  brought  all  parts  of  the 
world  near  in  the  physical  sense.  Amer- 
ica's work  is  to  help  toward  a  better 
international  understanding  and  so  ad- 
vance civilization.  Robert  H.  Newcomb, 
the  final  speaker,  declared  that  many 
of  the  problems  of  steam  and  electric 
roads    were    alike,    such    as    increased 


costs,  retarded  fare  increases,  and 
liability  to  attacks  for  political  pur- 
poses. These  could  be  overcome  only 
through  better  public  relations  brought 
about  by  education.  He  considered  the 
transportation  department  the  head- 
quarters for  disseminating  this  infor- 
mation, and  gave  examples  of  commen- 
dations which  followed  the  proper  kind 
of  action  by  station  agents.  This  policy 
is  winning  out  on  the  Boston  &  Maine 
Railroad. 

At  the  annual  meeting  in  the  after- 
noon the  ticket  submitted  by  the 
nominating  committee  was  elected  as 
follows: 

President:  Ralph  D.  Hood,  Haverhill, 
Mass. 

Vice-presidents:  L.  D.  Pellissier, 
Holyoke,  Mass.;  N.  J.  Scott,  Hartford, 
Conn.;  T.  H.  Kendrigan,  Manchester, 
N.  H.;  T.  B.  Jones,  Burlington,  Vt.; 
Fred  D.  Gordon,  Portland,  Me.;  Edward 
A.  Brown,  Newport,  R.  I. 

Secretary:  John  W.  Belling,  Boston, 
Mass. 

Treasurer:  Fred  F.  Stockwell,  Cam- 
bridge, Mass. 

Executive  committee:  A.  E.  Potter, 
Charles  H.  Wood,  W.  W.  Field,  Howard 
F.  Fritch,  George  H.  Martin,  George 
H.  McFee  and  H.  M.  Flander. 

Finance  committee:  R.  D.  Hood,  W.  C. 
Bolt  and  H.  B.  Potter. 


Fifty  Billions  in  Transportation 

Investment  in  Highway  Transport  Almost  Equals  That  in  Railroads- 
Growth  of  Investment  in  Various  Transport 
Facilities  Compared 


IN  A  paper  presented  before  the  New 
York  Railroad  Club  on  March  17 
J.  Rowland  Bibbins,  consulting  engineer, 
Washington,  D.  C,  made  a  very  inter- 
esting comparison  of  the  present  invest- 
ment in  the  transportation  facilities  of 
the  nation  and  laid  great  stress  upon 
the  need  for  a  proper  co-ordination  of 
the  whole  transport  mechanism,  includ- 
ing rail,  shipping,  barge,  trolley,  motor 
and  airplane.  He  showed  that  the 
transportation  industry  now  represents 
an  investment  of  $50,000,000,000.  This 
is  divided  approximately  as  follows: 
Railroads,  two-fifths;  highways  and 
motor     transport,     two-fifths;     electric 


tA^iculiurQ      50  Billion 
3-TrBnspor*ation  50 

4-Minmg  ^ 


..-*K--_ 


^  eitcfnc  ««" 


ComDoneiit     purtx     of     the     tSO.OOO.OOO.OOO 
trunMportution    iiultiHtr.v 


railways,  one-tenth;  merchant  marine, 
canals  and  port  facilities,  one-tenth. 
Using  the  basic  rail  tonnage  as  the  best 
index  of  growth,  Mr.  Bibbins  pointed 
out  that  the  tonnage  has  increased  at 
the  rate  of  the  2.6  power  of  the  popula- 
tion. He  said  that  if  it  were  possible 
to  press  a  magic  button  and  double  the 
present  facilities  for  handling  rail  ton- 
nage, these  facilities  would  last  perhaps 
only  fifteen  years. 

The  speaker  called  particular  atten- 
tion to  the  fact  that  in  the  last  decade 
motor  transport  has  commanded  nearly 
four  times  as  much  new  capital  input 
as  the  railroads,  nearly  sixteen  billion 
dollars,  while  during  the  preceding  dec- 
ade ending  1910,  the  reverse  was  prac- 
tically true — two  billion  for  highways 
as  against  six  and  one-half  billion  for 
railroads.  During  the  last  decade  motor 
transport  has  called  for  over  two-thirds 
of  the  new  capital  input  of  the  whole 
transport  system.  The  total  transport 
investment  today  amounts  to  over 
$1,200  for  each  of  the  41,000,000  wage 
earners  of  the  United  States.  This 
tremendous  growth  in  the  last  decade 
has  brought  transportation  up  to  the 
point  in  investment  that  it  is  second 
only  to  agriculture,  which  represents 
$80,000,000,000.  It  exceeds  manufac- 
turing, which  is  a  $45,000,000,000  in- 
dustry. 

Emphasis  was  laid  upon  the  need  of 
a  new  broad  study  of  ways  and  means 
for   welding   all    of   the   transportation 


March  24,  1923 


Electric    Railway    Journal 


529 


services  into  a  unit  operation,  i.e., 
through  transport  from  producer  to  con- 
sumer. It  costs  as  much  to  handle  our 
tonnage   to  and   from   a   railroad  as   it 


1900 


I9?0 


Orowtll  of  VariuUH  TraiiKportuti<>ii    Facilities 
MiiK't*  tiie  CliiouKo  Worid't*  Fair 


does  to  haul  it  between  stations.  More- 
over half  of  the  railroad  investment, 
or  $10,000,000,000,  has  been  spent  in 
providing  other  than  main  line  facil- 
ities. The  terminal  problem  is  thus 
the  most  important  problem  before  the 
country,  perhaps  second  only  to  line 
consolidation.  Mr.  Bibbins  said  that 
collection  and  delivery  in  our  cities  are 
the  most  important  details.  The  public 
does  not  realize  that  practically  all  rail- 
road freight  other  than  coal,  ores,  etc.. 
handled  by  carload  direct  has  to  pass 
over  streets  and  highways  one  or  more 
times,  according  to  the  number  of  fabri- 
cations involved  in  the  manufacture  and 
sale.  The  great  question  is  whether  it 
should  be  handled  by  vast  fleets  of 
unorganized,    unstandardized,    unregu- 


( 


American 
Association  News 


) 


1(9}  noo  1910  mt 

Per  Capita  Investment  in  Tr»nHportation 

lated  and  partly  loaded  vehicles,  or  by 
a  more  scientific  delivery  system,  effi- 
ciently financed,  operated  and  sched- 
uled. 


Letter  Describes  Conditions  of 
Coffin  Award 

THE  committee  of  the  American 
Electric  Railway  Association,  com- 
posed of  C.  D.  Emmons,  Britton  I. 
Budd,  James  H.  McGraw,  J.  G.  Barry 
and  A.  H.  Jackson,  which  has  charge 
of  the  Charles  A.  Coffin  Foundation 
£iward  in  the  electric  railway  field  has 
sent  out  a  letter  to  all  electric  railway 
companies  informing  them  of  the  condi- 
tions of  the  contest  and  urging  them 
to  participate.. 

The  letter  follows: 

Ambmiican  Electric  Railway 
Association 

Office  of  the  President 

March  19,  1923. 

To  Electric   Railway  Companies 
in  the  United  States: 

The  General  Electric  Company  has 
created  and  announced  the  Charles  A. 
Coffin  Foundation,  the  income  from 
which  will  be  devoted  to  the  annual 
award  of  prizes  for  encouragement  and 
in  recognition  of  special  services  in  the 
electric  field. 

Detailed  information  as  to  prizes 
under  this  Foundation  is  presented  in 
the  attached  pamphlet  entitled  Charles 
A.  Coffin  Foundation,  issued  by  the 
General  Electric  Company. 

The  announcement,  in  so  far  as  it 
refers  to  the  electric  railway  industry, 
provides  for  an  annual  award  of  the 
Charles  A.  Coffin  Medal  to  that  electric 
railway  company  within  the  United 
States  which  during  the  year  has  made 
the  greatest  contribution  toward  in- 
creasing the  advantages  of  electric 
transportation  for  the  convenience  and 
well-being  of  the  public  and  for  the 
benefit  of  the  industry. 

The  company  receiving  the  medal 
will  also  receive  $1,000  for  its  Em- 
ployees' Benefit  or  a  similar  fund. 

Every  electric  railway  company  in 
the  United  States  is  invited  to  par- 
ticipate and  urged  to  send  to  the  com- 
mittee a  representation  of  its  activities 
and  accomplishments  covered  by  the 
field  of  the  award. 

The  committee  suggests  that  among 
the  factors  which  will  be  considered  in 
making  the  award  are  the  following: 

1  The  particular  initiative,  skill  and 
enterprise  manifested  in  popularizing  elec- 
tric railway  service — more  riders  and  more 

2.  Outstanding  success    In   gaining  public 

^°3  Economies  which  have  been  introduced 
in  operation  resulting  from  ong;inaI  ideas. 

4.  Economies  in  operation  viewed  as  a 
measure  of  the  extent  to  which  the  cpm- 
panv  has  taken  advantage  of  new  develop- 
ments in  operating  and  maintenance  prac- 
tice and  equipment,  originating  with  others. 

5  Improvements  in  construction  practice 
which  have  resulted  in  reduced  first  cost, 
reduced  maintenance,  or  greater  reliability 
of  service.  ,  ,     ., 

6.  Particular  success  in  conducting  a 
safety  program  and  actually  reducing  the 
number  and  seriousness  of  accidents. 

7.  Outstanding  aocomplishment  in  devel- 
opment of  good  relations  between  manage- 
ment and  employees. 


8.  Special  accomplishment,  aside  from 
good  management,  tending  to  reduce  the 
cost  of  new  capital. 

The  first  award  of  both  the  medal 
and  the  $1,000  for  employees'  benefit 
or  other  similar  fund  will  be  made  for 
the  year  commencing  Aug.  15,  1922, 
and  ending  Aug.  15,  1923.  The  an- 
nouncement of  this  award  will  be  made 
at  the  annual  convention  of  the  Ameri- 
can Electric  Railway  Association,  at 
can  Electric  Railway  Association,  which 
will  be  held  at  Atlantic  City  in  Octo- 
ber, 1923. 

All  statements  must  be  in  the  hands 
of  the  committee  by  Aug.  15,  1923. 

Kindly  address  these  to   Charles   A. 
Coffin   Prize  Committee  of  the  Ameri- 
can   Electric     Railway    Association,    8 
West  Fortieth  Street,  New  York  City. 
Very  truly  yours, 

C.  D.  Emmons, 
Chairman. 


Equipment  Committee  Holds 
Busy  Session 

THE  equipment  committee  of  the 
Engineering  Association  held  a  two- 
day  session  at  the  association  head- 
quarters in  New  York  City  on  March 
19  and  20.  Those  present  were  F.  H. 
Miller,  Louisville,  Ky.,  chairman; 
Daniel  Durie,  Connellsville,  Pa.,  spon- 
sor; Walter  S.  Adams,  Philadelphia, 
Pa.;  Charles  Gordon,  Chicago,  111.;  J.  L. 
Gould,  Wilmington,  Del.;  George  Hazle- 
wood,  Philadelphia,  Pa.;  J.  M.  Hippie, 
Pittsburgh,  Pa.;  P.  V.  C.  See,  Akron, 
Ohio,  and  C.  W.  Squier,  New  York, 
N.  Y.  In  addition,  G.  L.  Schemerhorn 
represented  E.  D.  Priest,  Schenectady, 
N.  Y.,  and  H.  G.  Ross  represented  E.  S. 
Sawtelle,  Cincinnati,  Ohio. 

Most  of  the  time  was  taken  up  by 
meetings  and  discussions  of  the  several 
sub-committees,  which  went  over  the 
work  already  accomplished,  made 
recommendations  as  far  as  possible  and 
outlined  work  which  was  still  to  be 
taken  care  of.  Subcommittee  No.  1,  on 
motor  gearing,  has  sent  out  a  question- 
naire and  received  some  replies.  The 
replies  received  were  tabulated  for  de- 
tailed consideration.  The  standardiza- 
tion of  web  holes  in  gears  is  to  be  un- 
dertaken by  this  committee. 

Sub-committee  No.  2,  which  is  mak- 
ing a  study  of  various  devices  for 
trolley  contact,  outlined  a  questionnaire 
which  will  be  sent  to  operating  officials 
to  collect  additional  information.  All 
the  existing  standards  on  equipment 
were  gone  over  by  sub-committee  No. 
3,  and  definite  recommendations  were 
made  for  revision  as  was  found  neces- 
sary. 

This  sub.iect  has  developed  into 
a  very  broad  one,  which  will  require 
much  attention  by  the  members  of  the 
committee  during  the  rest  of  the  year. 
Sub-committee  No.  4,  which  is  making 
a  study  of  spring  supports  for  railway 
motors,  reported  the  results  and  infor- 
mation so  far  obtained  and  outlined  ad- 
ditional work  which  will  be  undertaken 
before  the  final  report  is  made.  Sug- 
gested designs  for  dust  guards  were 
presented  by  sub-committee  No.  5,  and 
drawings  of  these  will  be  made  for  in- 
cluding in  the  final  report. 


580 


Electric    Railway    Journal 


Vol.  61,  No.  12 


(        Maintenance  of  Equipment        ) 


^ 


Reconstruction  of  Sacramento  Cars 
for  One-Man  Operation 


THE  recent  reconstruction  of  nine 
two-man  cars  at  Sacramento, 
Calif.,  into  a  type  safely  and  effec- 
tively operable  by  one  man  has  been 
wholly  successful,  according  to  com- 
pany reports.  These  cars  are  oper- 
ated by  two  men  during  the  rush 
hours  and  when  the  traffic  thins 
out  the  rear  end  is  closed  up  and 
the  car  is  operated  by  one  man  on 
the   pay-as-you-enter   plan. 

The  Sacramento  system,  which  is 
owned  and  operated  by  the  Pacific 
Gas  &  Electric  Company  of  San 
Francisco,  bought  four  Birney  safety 
cars  in  1916.  These  proved  so  useful 
that  six  more  of  the  same  general 
type  were  purchased  in  November, 
1920.  Success  with  these  cars  led  to 
the  decision  to  reconstruct  a  few  of 
the  double-truck  cars  from  the  open, 
double-end  type  to  a  type  that  could 
be  operated  either  by  one  or  two 
men.  This  would  give  the  equipment 
more  flexibility:  ,  and  would  enable 
the  company  more  accurately  to 
serve  local  transportation  needs. 

Accordingly,  nine  cars  have  been 
reconstructed  in  the  Sacramento 
shops  of  the  company  and  equipped 
with  all  the  safety  devices  in  use  on 
the  one-man  cars.  As  a  part  of  this 
change  modern  pneumatic  brakes 
were  substituted  for  the  unique  type 
of  hand  brake  previously  used.     (See 


Electric  Railway  Journal,  August 
19,  1916,  page  325). 

When  the  reconstructed  cars  are 
operated  by  one  man  the  rear  ends 
will  be  closed  so  that  entrance  and 
exit  can  be  made  only  at  the  forward 
end  where  the  operator  is  stationed. 
Separate  passageways  are  provided 
to  allow  passengers  to  enter  and 
leave  the  cars  at  the  same  time. 
When  the  cars  are  in  operation  all 
doors  are  locked  and,  as  in  the  Birney 
car,  at  any  time  in  the  operation  of 
the  car  that  the  controller  handle  is 
released,  the  brakes  are  applied,  the 
track  is  sanded  and  the  doors  are 
opened.  Illuminated  destination  signs 
of  local  design  are  provided  on  both 
ends  of  the  new  cars. 

Claims  which  the  company  makes 
for  the  advantages  of  the  recon- 
structed cars  are  as  follows: 

1.  Elimination  of  public  criticism 
through  replacing  rope  brakes  with 
air  brakes. 

2.  Absolute  safety  to  passengers 
through  installation  of  safety  devices. 

3.  Rounded  ends  instead  of  square, 
resulting  in  improved  appearance 
and  more  comfort  to  motormen  in 
cold  weather. 

4.  Double  doors  in  front,  allowing 
passengers  to  get  off  and  on  at  the 
same  time  when  the  car  is  operated 
by  one  man,  thus  saving  time.' 


5.  When  operated  with  one  man 
all  doors  are  locked  and  cannot  be 
opened  until  car  is  stopped. 

6.  Illuminated  destination  sign  on 
top  of  car  which  is  plainly  visible 
day  or  night;  view  cannot  be  ob- 
structed by  any  kind  of  vehicular 
traffic. 

7.  Steps  folded,  except  when  doors 
are  open,  resulting  in  easier  opera- 
tion through  congested  traffic  and 
reduction  of  step  collisions,  generally 
quite  common. 


Curving  Controller 
Segments 


Dooble-Trnck  Car  a*  BecongtrDet^d  for  One-Man  Operation  at  Sacramento 


This   Machine   Bends   Controller   Segment 
Copper    With    Speed    and    Accnracy 

AN  EFFECTIVE  scheme  which  is 
L  used  in  the  shops  of  the  United 
Electric  Railways,  Providence,  R.  I., 
for  curving  copper  strips  for  con- 
troller segments  is  as  follows : 

A  heavy  spindle,  mounted  in  sub- 
stantial bearings,  carries  a  short 
knurled  cylinder  which  revolves,  with 
clearance  slightly  less  than  the  thick- 
ness of  the  segment  copper,  above  a 
smooth  cylindrical  die  or  shoe.  The 
latter  is  between  a  third  and  a  half 
of  a  complete  circumference  in  cir- 
cumferential length.  The  operation 
of  curving  the  copper  consists  in 
feeding  it  into  the  space  between  the 
knurled  cylinder  and  the  die  as  the 
spindle  revolves  slowly.  Stout  sta- 
tionary guides  confine  the  strip  to  its 
proper  position  along  the  spindle. 
The    machine    and    samples    of   the 


March  24,  1923 


Electric    Railway    Journal 


531 


Tvork  are  shown  in  the  accompanying 
illustration.  It  will  be  noted  that  the 
:spindle  is  back-geared  to  reduce  the 
speed  and  increase  the  torque. 


Bending  Test  Breaks  Rail 
Outside  of  Weld 


Machine  for  Threading 

Rods  Is  a  Great 

Convenience 

IN  SPEAKING  of  the  usefulness  of 
various  machine  tools,  C.  P.  West- 
lake,  supervisor  of  equipment  of  the 
Eighth  Avenue  Railroad,  New  York, 
N.  Y.,  considers  his  Acme  bolt  ma- 
chine as  one  of  the  greatest  con- 
veniences he  has  in  the  machine 
shop.      The    accompanying    illustra- 


View    of    Itrokeii    Rail  ' 

THE  accompanying  illustration 
5hows  the  result  of  a  rail  bend- 
ing test  made  last  fall  on  Thermit 
welded  rail  by  the  Washington  Rail- 
way &  Electric  Company,  Washing- 
ton, D.  C.  During  the  test,  pressure 
was  applied  directly  against  the  side 
of  the  weld.  As  shown,  the  rail  broke 
■entirely  outside  of  the  weld. 


Making  It  Easy  to  Keep 
Trolley  Poles  Painted 

IN  ITS  shops  at  Fall  River 
the  Eastern  Massachusetts  Street 
Railway  uses  the  following  plan  to 
encourage  maintenance  men  to  keep 
trolley  poles  painted :  A  couple  of 
paint  pots  are  mounted  on  a  column 
at  a  height  and  in  a  position  conve- 
nient of  access  to  a  man  on  the  roof 
■of  a  car.  Thus  when  an  inspector  is 
examining  the  poles,  wheels,  trolley 
bases,  etc.,  he  can  easily  give  the  pole 
■a  coat  of  paint  if  it  needs  it. 


Gains  from  Power-Saving 
Recorders 

IN  JULY,  1919,  the  Springfield 
Street  Railway  was  equipped  with 
Arthur  power-saving  recorders  on  all 
■cars  except  service  cars,  and  in  Oct- 
■ober,  1920,  the  Worcester  Consoli- 
dated Street  Railway  was  equipped 
with  the  same  device.  In  the  Oct.  15, 
192'1,  issue  of  this  paper  C.  Verner 
Wood,  the  supervisor  of  power  saving 
for  both  companies,  gave  an  estimate 
of  net  savings  for  these  recorders. 
Figures  up  to  Dec.  1,  1922,  as 
■estimated  by  Mr.  Wood  follow: 


Total 
670 


Springfield     Worcester 

Number'  of  re- 
corders   282  388 

All  costs  of  oper- 
ation, includ- 
ing interest 
and  deprecia- 
tion  $32,607   13    $16.202  62    $48,809.75 

Gross  sa^ving...     60,398.31       36,043.86      96,442    17 


To  provide  a  danger  signal  to  in- 
dicate whenever  the  doors  were 
partly  closed  circuits  of  lights  have 
been  installed  around  the  opening  and 
the  current  to  these  lights  is  con- 
trolled through  a  switch  which  is 
operated  by  the  movement  of  the 
doors.  The  lamps  are  red,  to  in- 
dicate danger,  and  a  slight  movement 
of  the  door  downward  causes  them 
to  light  at  both  ends  of  the  incline, 
so  that  the  motorman  can  be  certain 
before  he  starts  up  the  incline  that 


Bolt    Cutter    in    Use   by   Kiglitli   Avenue  Kuilroud 


tion  shows  the  machine  in  operation 
threading  some  rods  for  door  opera- 
ting equipment.  The  modern  elec- 
tric railway  car  contains  a  large 
number  of  rods  of  various  character 
which  have  to  be  threaded,  and  the 
use  of  such  a  machine  speeds  up 
maintenance  repairs  and  results  in 
considerable  economy. 


the  doors  at  the  other  end  are  in 
proper  position  so  that  no  interfer- 
ence will  occur. 


Netsa-ring....  $27,791.  18    $19,841.24    $47,632.42 


Emergency  Light  for  Door- 
Inclosed  Ramp 

THE  overhauling  shop  of  the  New 
York  &  Harlem  Railroad,  New 
York,  N.  Y.,  is  on  the  second  floor 
of  the  shop  building,  and  in  order 
to  bring  cars  into  the  shop  they  must 
be  operated  up  a  long  12  per  cent 
ramp.  In  order  to  keep  the  shop 
heated  both  ends  of  this  ramp  are 
closed  by  curtain  type  doors,  which 
are  moved  up  and  down  by  a  small 
motor  as  required.  Difficulty  was  ex- 
perienced from  motormen  starting  up 
this  ramp  while  the  doors  at  the  up- 
per end  were  closed  or  partly  closed. 
Also  the  proper  clearance  for  cars 
requires  that  the  doors  be  fully 
raised,  and  if  they  were  left  otherwise 
there  was  danger  of  interference. 


Car  Record  Board  Keeps 

Mileages  for  Mechanical 

Department 

A  RECORD  board  kept  by  the 
mechanical  department  at  the 
Geary  Street  carhouse  of  the  San 
Francisco  Municipal  Railway  shows 
each  day's  car-hour  record  and,  for 
the  convenience  of  platform  men,  in- 
dicates the  track  on  which  the  indi- 
vidual cars  are  stored  awaiting  their 
runs.  The  board  is  therefore  con- 
sulted by  each  platform  man  as  he 
comes  on  duty. 

Records  are  taken  off  the  board 
daily  by  an  inspector  in  the  mechan- 
ical department,  who  enters  in  his 
record  book  the  number  of  car-hours 
each  car  was  in  service.  Each  car- 
hour  is  taken  as  the  equivalent  of 
10  miles  of  travel  and  in  order 
thoroughly  to  wash  and  inspect  the 
rolling  stock  every  2,000  miles  it  is 
only  necessary  to  schedule  the  cars 
for  this  attention  after  each  200 
hours  of  service. 


532 


Electric    Railway    Journal 


Vol.  61,  No.  12 


The  record  board  is  laid  off  in 
sections  of  five  columns  each.  These 
columns  are  devoted  successively  to 
route,  time  of  departure  from  car- 
house,  time  of  return  to  carhouse, 
number  of  car,  track  where  car  is 
stored.  The  two  columns  last  named 
are  ordinarily  the  only  records 
changed  from  day  to  day.  About 
5  p.m.  daily,  when  the  last  outbound 
car  of  the  day  has  left,  the  records 
for  the  day  are  entered  in  the  record 
book  and  these  last  two  columns  are 
erased.  The  car  locations  and  as- 
signments for  the  next  day's  pro- 
gram are  filled  in  by  the  night  car- 
house  foreman.  When  any  change 
is  made  in  the  time  allotted  for  each 
run,  or  in  the  exact  routing  specified, 
the  mechanical  department  is  notified 
and  the  listing  on  the  board  is 
changed  at  the  time  that  the  new 
schedule  is  put  into  effect. 

Although  the  plan  was  developed 
by  the  mechanical  department  for 
its  own  records,  the  method  of  post- 
ing has  proved  so  convenient  to  the 
operating  department  that  the  board 
is  now  the  official  bulletin  for  all 
daily  car  operating  records. 


A  Corner  of  One  of  the  4x8-Ft. 
Schedule  Boards 

Three  boards  are  ordinarily  used, 
one  for  Monday  to  Friday,  inclusive, 
and  one  each  for  Saturdays  and  Sun- 
days. An  extra  board  serves  for 
holidays  or  special  occasions.  All 
three  are  common  blackboards,  4x8 
ft.  in  size,  and  are  hung  on  the  car- 
house  walls  in  a  convenient  location 
near  the  front  entrance. 


The  London  Underground  Rail- 
ways is  now  installing  automatic 
railway  ticket  machines  in  theaters 
and  department  stores  adjacent  to 
the  Underground  stations. 


^  New  Equipment  Available  J 


Improvements  in  Shop 
Compressors 

NUMEROUS  improvements  have 
been  made  in  Ingersoll-Rand 
shop  compressors  during  the  past 
year.  The  new  line  of  small  air 
compressors  known  as  "Type  Fif- 
teen" deliver  "oil  free"  air  and  have 
overcome  the  lubrication  troubles 
encountered  in  the  smaller  single- 
acting  vertical  compressors  employ- 
ing the  crank-case  splash  lubrication 


system.  These  may  be  used  in  any 
of  the  standard  types  of  drives,  also, 
if  desired,  with  constant  speed  un- 
loaders  which  maintain  the  reservoir 
pressure  within  a  definite  range. 

Duplex  compressors  of  medium 
size  arranged  for  either  belt  or  direct 
connected  motor  drive  have  been 
equipped  with  the  patented  five-step 
clearance  control  system  of  regula- 
tion which  has  been  so  satisfactory 
on  large  direct-connected  motor- 
driven  units. 


Kerent  Shop  ComprONtior  Installation 


This  application  of  clearance  con- 
trol presents  for  the  first  time  an 
efficient  and  graduating  capacity  for 
medium  size  belt-driven  compressors. 
With  the  five-step  clearance  control 
the  unloading  is  entirely  automatic, 
a  compressor  operating  at  full,  5,  J,  J 
or  no  load  as  required  in  order  to 
maintain  the  desired  air  pressure  in 
the  system. 

Reduction  in  power  secured  with 
this  method  of  control  is  practically 
in  direct  proportion  to  the  quantity  of 
air  delivered  to  the  compressor.  In- 
asmuch as  there  is  nothing  more  im- 
portant in  compressor  operation  than 
its  system  of  regulation,  this  im- 
provement marks  one  of  the  most 
distinct  advances  in  compressor  prac- 
tice. It  makes  possible  the  operation 
of  compressors  with  efficiency  at  full 
as  well  as  partial  loads,  in  contrast 
to  the  older  types  of  regulation  where 
the  air  load  is  either  all  off  or  all  on. 

This  past  year  has  also  witnessed 
the  introduction  of  a  new  and  dis- 
tinct type  of  direct-connected  oil- 
engine-driven two-stage  compressors 
known  as  the  Price  type  POC  oil  en- 
gine compressors. 

The  unit  of  which  the  100-hp.  en- 
gine forms  the  prime  mover  has  the 
air  cylinder  in  line  with  the  power 
cylinder  but  on  the  opposite  side  of 
the  crankshaft.  For  100-lb.  pressure, 
a  two-stage  air  cylinder  is  offered. 
The  air  intercooler  is  mounted  below 
the  air  cylinder  and  forms  a  support 
therefor. 

The  general  impression  which  is 
given  by  the  unit  is  one  of  symmetry, 
compactness  and  durability.  For  air 
pressures  less  than  100  lb.,  a  single 
stage  air  cylinder  is  offered,  which 
is  connected  to  the  oil  engine  frame 
by  a  distance  piece.  For  both  single 
and  two-stage  work  the  air  cylinder 
is  double-acting,  which  has  con- 
tributed to  the  exceptional  balance 
of  the  machine. 

In  the  50-hp.  size,  the  air  cylinder 
is  vertical  and  is  mounted  on  top  of 
the  engine,  immediately  above  the 
crankshaft.  By  so  doing,  it  has  been 
made  possible  to  mount  the  unit  on  a 
flat  car  or  truck  for  use  in  portable 
work.  It  is  interesting  to  note  that 
this  construction  has  not  resulted  in 
excessive  height,  this  having  been 
kept  less  than  8i  ft. 

Still  another  improvement  is  the 
building  of  steam-driven  compressors 
equipped  with  piston  steam  valves 
and  automatic  cut-off  governor  for 
capacities  up  to  5,000  cu.ft.  of  free 
air  per  minute  on  compressors  of  two 
stages  with  100  lb.  of  discharge  pres- 
sure. 


March  24,  1923 


Electric    Railway    Journal 


5S8 


r The  News  of  the  Industry  J 


See  Promise  in  Accom- 
plishments 

Both  Detroit  Candidates  Alive  to  City's 
Transportation  Needs — City  Coun- 
cil Unanimously  Votes  Bond 
Resubmission 

Frank  E.  Doremus  and  Dr.  James 
Inches  were  nominated  at  the  March 
primaries  as  candidates  for  Mayor  of 
Detroit.  Both  see  promises  in  the 
achievements  to  date  of  the  Detroit 
Municipal  Railway.  Mr.  Doremus  has 
represented  the  Detroit  district  in  Con- 
gress for  ten  years.  If  the  municipal 
railway  is  to  be  a  success,  according 
to  Mr.  Doremus,  two  things  are  neces- 
sary, horse  sense  and  patience.  The 
surface  railway,  rapid  transit,  sanita- 
tion and  other  municipal  problems  can 
be  met,  he  believes,  with  the  co-opera- 
tion of  citizens. 

Mr.  Doremus  in  reviewing  the  history 
of  the  city's  transactions  emphasized 
the  fact  that  the  D.  U.  R.'s  system  taken 
over  by  the  city  is  to  be  paid  for  in 
ten  years — the  sum  being  $19,850,000. 
This  he  believes  is  a  big  undertaking 
for  such  a  short  time,  where  the  sum  is 
to  be  paid  out  of  the  earnings.  He 
thinks  the  city  has  made  a  most 
creditable  showing  in  paying  out  of 
earnings,  the  $500,000  which  was  due 
in  December,  1922,  $500,000  which  was 
not  due  until  June,  1923,'  and  $200,000 
not  due  until  December,  1923,  and  at 
the  same  time  paying  pro  rata  shares  to 
the  sinking  fund  to  retire  the  $19,000,- 
000  bond  issues.  The  people  are  urged, 
no  matter  how  they  may  have  stood 
originally  on  the  question  of  municipal 
ownership,  to  put  their  shoulders  to  the 
wheel  and  to  co-operate  in  making  the 
system  a  success. 

Both  candidates  see  the  need  of 
rapid  transit  eventually  but  no  definite 
measures  are  recommended  at  the  pres- 
ent time.  Under  the  existing  laws, 
rapid  transit  would  have  to  be  paid  for 
out  of  earnings,  which  is  considered 
practically  impossible.  The  Culver  bill 
now  pending  before  the  State  Legisla- 
ture is  cited  as  providing  for  the  con- 
struction of  a  rapid  transit  system 
through  bond  issue  to  be  retired  out  of 
taxation.  In  either  course  caution  is 
urged. 

The  City  Council  has  unanimously  re- 
solved to  resubmit  to  the  voters  the 
question  of  authorizing  the  $5,000,000 
bonds  for  the  purpose  of  making  ex- 
tensions and  betterments.  This  will 
be  done   at  the  April   2   election. 


ern  Indiana.  At  times  the  velocity  of 
the  wind  was  as  high  as  66  m.p.h.,  and 
seldom  did  the  wind  die  down  to  50 
miles.  The  Indianapolis  Street  Railway 
was  compelled  to  suspend  service  on 
several  lines  for  hours  while  debris  was 
cleared  from  the  streets  and  the  wire 
re-strung.  Service  was  suspended  on 
the  Shelbyville  division  of  the  Indian- 
apolis &  Cincinnati  Traction  Company 
most  of  one  day.  More  than  3  miles 
of  poles  and  trolley  wires  were  down  in 


one  section  of  the  Interstate  F*ublic 
Service  Company's  lines  south  of 
Indianapolis.  The  Lafayette  and  the 
Crawfordsville  divisions  of  the  Terre 
Haute,  Indianapolis  &  Eastern  Trac- 
tion Company  had  to  suspend  service 
into  Indianapolis.  Street  car  and  inter- 
urban  traffic  about  Muncie  was  para- 
lyzed because  of  a  breakdown  in  the 
Anderson  power  plant  of  the  Union 
Traction  Company.  Electric  railway 
service  in  South  Bend  was  crippled. 


Orders  Separate  Cars 

Ordinance  Requires  Birmingham  Railway  to  Equip  Cars  After  Jim  Crow 
Law — Will  Cost  Company  Large  Sum  of  Money 


Indiana  Hard  Hit  by  Storm 

City  and  interurban  railways  in  Indi- 
ana are  trying  to  estimate  their  losses 
from  the  recent  vsand  and  rain  storm 
v<-hich  swept  over  the  State.  The  losses 
were     particularly      severe     in   south- 


S  EPA  RATE  cars  or  compartments 
with  separate  entrances  for  white 
and  negro  passengers  must  be  provided 
upon  every  electric  railway  operated 
in  the  city  of  Birmingham,  Ala.,  ac- 
cording to  the  terms  of  an  ordinance 
adopted  by  the  City  Commission  on 
March  13.  Thirty  days  before  the  ordi- 
nance takes  effect.  The  ordinance  is 
modeled  after  the  Jim  Crow  laws, 
which  it  is  stated,  have  been  sustained 
in  the  courts. 

Compliance  with  the  terms  of  the 
ordinance  will  cost  the  Birmingham 
Railway  Light  &  Power  Company  ap- 
proximately $750,000  and  will  affect 
practically  every  car  in  service  on  the 
various  lines  in  Birmingham,  accord- 
ing to  the  statement  of  J.  S.  Pevear, 
president  and  co-receiver  of  the  com- 
pany. He  also  declared  that  it  would 
take  approximately  ten  months  to  put 
the  equipment  of  the  company  in  con- 
dition to  conform  to  the  ordinance  and 
give  service. 

If  the  ordinance  is  enforced  sixty 
cars  of  the  one-man  safety  type  will 
have  to  be  taken  off  of  the  lines  in 
Birmingham  and  forty  of  them  cannot 
be  rebuilt  to  meet  the  terms  of  the 
ordinance,  according  to  a  statement  of 
Mr.  Pevear  made  immediately  follow- 
ing the  adoption  of  the  ordinance. 
Loss  of  seating  capacity  amounting  to 
from  15  to  20  per  cent  on  other  cars 
due  to  the  installation  of  the  partitions 
required  by  the  ordinance  will  result, 
according  to  Mr.  Pevear's  statement. 
He  declared  that  the  purchase  of  fifty- 
five  to  sixty  new  cars  of  the  larger 
type  will  be  made  necessary  if  the 
ordinance  is  enforced. 

Members  of  the  City  Commission 
have  declared  that  the  ordinance  is  to 
be  enforced.  However,  some  of  them 
have  indicated  that  if  necessary  the 
company  may  be  given  more  time  than 
is  provided  in  the  ordinance  as  adopted. 

Action  by  the  commission  followed  a 
fight  which  has  been  in  progress  at  in- 
tervals for  several  months  for  the  elim- 
ination of  the  one-man  cars  and  pay- 


as-you-enter  ears  on  several  lines  in 
the  city.  Vigorous  protests  were  filed 
by  numbers  of  citizens  against  the  in- 
termingling of  the  races  in  entering 
and  leaving  the  single-entrance  cars. 

Introduction  of  the  ordinance  fol- 
lowed quickly  after  an  opinion  of  As- 
sistant Attorney  General  Hugh  White 
holding  that  the  Alabama  Public  Serv- 
ice Commission,  with  which  petitions 
had  been  filed  by  a  number  of  citizens, 
did  not  have  jurisdiction  over  the  sep- 
aration of  the  races  on  street  cars,  but 
that  this  jurisdiction  was  left  in  the 
hands  of  the  state  and  cities  of  the 
state  under  the  police  powers. 

In  discussions  of  the  matter  it  has 
been  indicated  that  complete  enforce- 
ment of  the  ordinance  will  be  felt  more 
keenly  on  the  lines  on  which  one-man 
cars  have  been  operated.  It  was  in- 
dicated that  the  company  may  take  the 
attitude  that  it  should  not  take  large 
cars  off  its  long  lines,  which  have  little 
jitney  competition,  to  place  them  on  the 
short  lines  where  the  one-man  cars,  in 
most  cases,  have  been  operating  in  com- 
petition with  jitneys.  However,  no 
official  statement  on  this  point  has  been 
forthcoming. 

The  controversy  over  the  pay-as-you- 
enter  or  single-entrance  cars  in  Birm- 
ingham dates  back  a  number  of  years. 
One  or  two  previous  efforts  have  been 
made  by  the  company  to  introduce 
such  cars  on  its  lines  but  met  with  op- 
position from  the  public  and  earlier 
efforts  were  abandoned.  One-man  cars 
were  introduced  for  the  first  time  just 
at  the  close  of  the  war,  when  the  sys- 
tem was  threatened  with  a  complete 
breakdown  in  transportation,  and  at 
the  same  time  the  City  Commission 
agreed  to  an  increase  in  the  fare. 

Following  a  try-out  of  one-man  cars 
on  the  Lakeview  and  Highland  Avenue 
lines  with  an  improvement  in  service 
they  were  introduced  on  the  Loop  lines 
and  later  on  other  lines.  Shortly  after 
this  pay-as-you-enter  cars  were  put  in 
operation  on  several  lines. 

A  number  of  years  ago  most  of  the 


534 


Electric    Railway    Journal 


Vol.  61,  No.  12 


■cars  operated  in  Birmingham  had  sep- 
arate compartments  for  white  and 
■colored  passengers  or  separate  trailers 
for  negroes.  Later  there  was  a  mov- 
able partition  and  for  several  years 
past  white  and  colored  passengers  in 
the  cars  have  been  separated  by  mov- 
able boards  fixed  to  the  top  of  the  seat 
.backs  at  the  division  point  in  the  car. 
The  first  fight  against  the  pay-as- 
.you-enter  cars,  which  finally  developed 
into  the  fight  for  the  Jim  Crow  law 
just  adopted,  came  from  the  North 
Birmingham  line.  The  Acipco  line 
was  quickly  involved.  Both  these  lines 
serve  an  industrial  territory  and  at 
times  carry  large  numbers  of  negroes. 
There  were  several  conferences  between 
city  officials  and  officials  of  the  com- 
pany, while  citizens  held  some  mass 
meetings.  The  negotiations  finally  re- 
sulted in  the  abandonment  of  the  pay- 
as-you-enter  system  on  these  two  lines 
■about  eight  months  ago. 

City  Informed  of  Cost 
TO  Railway 

A  few  weeks  ago  a  petition  signed 
l)y  250  patrons  of  the  Norwood  line, 
which  operates  one-man  cars,  was  filed 
with  the  Commissioner  of  Public 
Utilities.  The  following  day  a  petition 
was  filed  with  200  signers  from  the 
Fountain  Heights  line,  also  a  one-man 
car  line.  A  conference  between  com- 
pany officials  and  the  Commissioner  of 
Public  Utilities  was  held  and  the  mat- 
ter was  taken  up  with  Judge  W.  I. 
Grubb,  of  the  United  States  District 
Court,  and  the  city  was  informed  that 
the  company  could  not  abandon  its 
safety  cars  on  these  two  lines  as  it 
would  cost  a  considerable  sum  to  re- 
place them  with  larger  cars  provided 
with  separate  entrances. 

Petitions,  which  had  been  filed  with 
the  Commissioner  of  Public  Utilities, 
were  forwarded  to  Montgomery  and 
filed  with  the  Alabama  Public  Service 
Commission  and  an  early  ruling  was 
asked.  The  matter  was  referred  to  the 
attorney  general's  department  for  an 
opinion.  A  few  days  ago  Assistant 
Attorney  General  White  rendered  the 
opinion  that  the  question  involved  is 
not  one  of  service  but  of  the  segrega- 
tion of  races  on  the  cars.  He  held  that 
the  Public  Service  Commission  did  not 
"have  jurisdiction,  but  that  the  juris- 
diction was  with  the  city  of  Birming- 
ham and  other  cities  of  the  state. 

During  the  negotiations  over  the 
change  in  the  system  on  the  North 
Birmingham  and  Acipco  lines  the  Jim 
Crow  ordinance  had  been  prepared  by 
the  city  legal  department  but  was  not 
introduced,  the  settlement  having  been 
effected  before  it  came  up  for  action 
before  the  commission. 


ing  by  a  large  committee  of  the  Cham- 
ber of  Commerce,  which  opposed  put- 
ting any  additional  burden  on  the 
street  railway  company,  which  has 
been  in  the  hands  of  a  receiver  since 
the  war  period.  A  fight  in  favor  of  the 
ordinance  was  waged  by  a  delegation 
of  citizens. 

A  bill  is  now  pending  before  the 
Alabama  Legislature  amending  the 
state  Jim  Crow  law  to  make  it  apply  to 
all  street  railway  lines  in  the  state. 
The  bill  was  introduced  before  the 
Senate  at  its  session  a  few  weeks  ago 
and  is  now  pending  before  committees 
in  both  the  house  and  senate.  The 
Legislature  will  reconvene  about  the 
middle  of  July,  and  it  is  stated  that 
there  probably  will  be  a  lobby  in 
Montgomery  in  the  interest  of  this  bill. 

Pacific  Electric  Buses 
Being  Delivered 

Delivery  is  being  made  by  the  White 
Company,  Cleveland,  Ohio,  on  the  order 
of  seventy-one  buses  for  the  Pacific 
Electric  Railway  and  ten  for  the  Los 
Angeles  Railway,  referred  to  in  the 
Electric  Railway  Journal  for  Feb. 
24,  page  345.  Both  orders  call  for  Model 
50  chassis,  designed  solely  for  passen- 
ger transportation.  Some  of  the  new 
buses,  the  railways  have  announced, 
will  be  jointly  operated  by  the  two 
street  railway  companies  and  others 
individually,  but  all  will  be  used  to 
supplement  the  street  car  and  inter- 
urban  service  furnished  by  the  two 
corporations  in  Southern  California. 
The  purchase  price  of  the  consignment 
of  buses  was  about  $550,000. 


Incorporation  of  Company 
Not  Opposed 


Chamber  of  Commeece  Opposes 
THE  Ordinance 

Following  the  opinion  of  Mr.  White 
that  the  city  has  full  control  of  the 
situation,  the  ordinance  was  introduf-ed 
at  the  regular  meeting  of  the  Commis- 
sion Tuesday,  March  13,  and  was  unani- 
mously adopted.  There  was  a  strong 
fight  against  the  ordinance  at  the  meet- 


A  hearing  was  held  in  Providence, 
R.  L,  on  March  20  before  the  Senate 
committee  on  corporations  on  a  bill  to 
incorporate  the  Westerly  &  Atlantic 
Traction  Company.  There  was  no  op- 
position to  the  bill.  The  incorporators 
named  in  the  bill  are  Robert  W.  Perkins, 
Norwich,  Edward  M.  Day,  Hartford,' 
Charles  B.  Whittlesey,  New  London  and 
Herbert  W.  Rathbun,  Westerly. 

The  act  authorizes  the  company  to 
purchase  or  otherwise  acquire  all  of  the 
present  line  of  railway  in  Washington 
county,  now  owned  by  the  Shore  Line 
Electric  Railway  including  lines  from 
Westerly  to  Watch  Hill,  to  Ashaway  in 
Hopkinton  and  to  Pleasant  View.  Cap- 
ital stock  is  fixed  at  $100,000  with  the 
right  of  increasing  this  amount  to  not 
more  than  $500,000.  The  act  provides 
further  for  the  management  of  the 
property  by  not  less  than  three  nor 
more  than  nine  directors,  who  must  be 
stockholders. 

Under  the  terms  of  the  act  all  fran- 
chises, privileges  etc.,  extended,  or 
granted  to  the  Norwich  &  Westerly 
Traction  Company,  the  Ashaway  & 
Westerly  Railway  or  their  successor,  the 
Shore  Line  Electric  Railway  would  be 
extended  and  granted  to  the  Westerly  & 
Atlantic  Traction  Company  wherever 
such  franchises  and  privileges  remain 
in  force. 


Agreement  Reached  on 
Paving  Terms 

A  fifty-year  franchise  has  been 
granted  to  the  Aurora,  Plainfield  & 
Joliet  Railway  through  Plainfield  by 
the  village  board.  This  ends  a  con- 
troversy which  has  extended  more  than 
a  year  with  the  paving  program  as  its 
main  issue.  Under  the  terms  of  the 
new  franchise  the  electric  line  is  to 
complete  the  paving  of  Lockport  Street 
along   its  right-of-way   this   season. 

Whether  the  company  does  the  re- 
mainder of  the  paving  required  by  the 
village  is  contingent  upon  its  gross 
income.  Sixty  per  cent  of  all  the  gross 
income  in  excess  of  $137,500  is  to  be 
devoted  to  street  improvement  work 
until  it  is  completed,  but  if  the  rail- 
road's income  falls  below  that  figure  it 
is  automatically  relieved  from  the  re- 
sponsibility and  the  village  will  be  com- 
pelled to  pay  for  such  work  as  is  done. 
The  controversy  between  the  village 
and  the  railway  began  in  July,  1921, 
when  the  company  requested  that  it  be 
allowed  to  use  a  substitute  for  brick  or 
concrete  in  paving  its  tracks  through 
Plainfield,  as  was  required  by  the  fran- 
chise then  in  force. 

The  village  officials  refused  to  grant 
the  request,  despite  the  plea  of  the 
electric  line  officials  that  the  road  was 
in  financial  difficulties  and  unable  to 
pave  with  brick  or  concrete  without 
incurring  a  deficit,  as  the  cost  of  the 
work  was  estimated  at  $15,000. 

In  1922  the  railway  flatly  refused 
to  do  any  paving  at  all  because  of  its 
financial  position,  and  in  July  the  vil- 
lage council  revoked  its  franchise  and 
ordered  the  company  to  cease  operating 
its  cars.  The  railway  refused  to  heed 
the  order  and  several  months  later  the 
village  took  legal  action,  citing  officials 
of  the  road  to  appear  in  the  circuit 
court  to  show  by  what  authority  it  con- 
tinued to  operate  its  cars. 

Preliminary  proceedings  were  held, 
but  the  village  council,  apparently  not 
desirous  of  destroying  Plainfield's  only 
means  of  railroad  transportation,  al- 
lowed the  case  to  drop  by  not  pressing 
the  action.  The  case  will  now  be  dis- 
missed. 

R.  A.  Moore,  general  manager  of  the 
company,  said: 

The  new  franchise  is  fair  to  us  and  very 
fair  to  the  village,  and  we  are  griad  to  have 
reached  a  settlement.  Work  will  be  started 
on  Lockport  Street  as  soon  as  the  weather 
gets  settled.  The  paving  will  then  be  rushed 
|o    completion,    costing     us     appro.ximately 

Arbitration  Board  Appointed 

A  board  of  arbitration  to  determine 
whether  or  not  Cleveland  street  car  men 
are  to  receive  15  cents  an  hour  increase 
in  their  pay,  has  been  appointed.  The 
street  railway  men's  union  is  repre- 
sented on  the  Board  by  Common  Pleas 
Judge  Frederick  P.  Walther,  while  the 
company's  arbiter  is  Thomas  P.  Schmidt, 
a  director  in  the  railway  company. 
Judge  Walther  and  Mr.  Schmidt  have 
selected  Fielder  Sanders,  formerly 
Cleveland's  city  street  railway  commis- 
sioner, to  be  the  third  arbitrator.  Hear- 
ings on  the  men's  demand  for  higher 
wages  will  be  started  next  week. 


March  24,  1923 


Electric    Railway    Journal 


535 


Hearing  on  Bills  Concluded 

Legislative  Committee  of  New  York  Body  Concludes  Sessions  on  Utility 

Measures  Now  Pending — Large  Delegation  of  Representatives 

of  Utilities  Attends  and  Voices  Opposition 


The  last  of  the  big  hearings  on  pub- 
lic utility  regulatory  legislation  now 
before  the  Legislature  of  New  York 
State  took  place  at  Albany  on  March  21. 
The  hearing  was  presided  over  by 
Senator  Jeremiah  F.  Twomey,  chairman 
of  the  Senate  committee  on  public  serv- 
ice. The  measures  under  discussion 
were : 

The  Twomey-McKee  bill,  (Senate  Print 
No.  833)  amending  the  general  city  law,  in 
relation    to   ownership    of   public   utilities. 

The  Twomey-O'Connor  bill  (Senate  Print 
No.  834)  amending  the  public  service  com- 
mission law  in  regard  to  membership  and 
powers  of  the  commission. 

The  Twomey-Bloch  bill  (Senate  Print  No. 
835)  amending  the  public  service  commis- 
sion law  generally,  to  conform  with  the 
other  proposed  measures. 

The  Walker-Rourke  bill  (Senate  Print 
No.  8S1)  the  so  called  five-cent  trolley 
fare   bill. 

The  Walker-Cashmore  bill  (Senate  Print 
No.  912)  amending  the  stock  corporation 
law  by  bringing  holding  traction  com- 
panies under  the  provision  of  the  public 
service   commission   law. 

The  Walker-Donohue  bill  (Senate  Print 
Nc.  986)  amending  the  public  commission 
law,  providing  for  municipal  or  city  public 
utility   or   service   commissions. 

The  opposition  was  heard  first.  It 
was  presided  over  by  Harry  B.  Weather- 
wax  of  the  United  Traction  Company, 
Albany,  ex-Democratic  Senator  T. 
Harvey  Ferris  of  Utica,  representing 
the  New  York  Telephone  Company,  and 
Judge  Daniel  Kenefick  of  Buffalo,  rep- 
resenting light  and  power  interests. 

The  principal  discussion  centered 
around  the  municipal  ownership,  the 
5-cent  fare  and  the  city»public  utility 
commission  bills. 

The  first  speaker,  Lewis  E.  Carr, 
attorney  for  the  United  Traction  Com- 
pany, Albany,  emphasized  the  fact  that 
the  real  purpose  of  the  three  feature 
measures  was  to  bring  about  municipal 
ownership;  that  the  tendency  of  the 
State  for  thirty  years  up  until  1907  had 
been  drawing  toward  state  regulatory 
measures  by  a  central  body  and  that 
regulation  by  fifty-nine  cities  of  the 
State  would  result  in  fifty-nine  different 
standards  of  regulation  with  no  central- 
ized governing  body  and  that  none  of 
the  measures  embody  any  provision  to 
promote  a  spirit  of  harmony  among 
the  various  proposed  city  regulatory 
bodies.  Local  regulation  of  public  util- 
ities must  result  in  throwing  the  utility 
into  politics. 

Mr.  Carr  emphasized  the  fact  that 
in  the  5-cent  fare  measure  the  clause 
which  has  been  in  the  law  since  1886 
providing  that  the  "legislature  ex- 
pressly reserves  the  right  to  regulate 
and  reduce  the  rate  of  fare  on  any  rail- 
road constructed  and  operated  wholly 
or  in  part  under  such  chapter  or  under 
the  provisions  of  this  article,  and  the 
public  service  commission  shall  possess 
the  same  power  to  be  exercised  as  pre- 
scribed in  the  public  service  commission 
law"  is  eliminated  and  in  its  place  is 
substituted  the  language  that  "The  pub- 
lic   service    commission    is    hereby    di- 


vested of  all  power  to  increase  the  rate 
of  fare  specified  in  this  section,  and 
every  order  or  regulation  of  the  public 
service  commission  in  force  at  the  time 
this  act  takes  effect  permitting  or  pre- 
scribing a  rate  of  fare  in  excess  of 
that  specified  in  this  section  is  hereby 
abrogated  and  annulled." 

Henry  Killeen,  Buffalo,  representing 
the  International  Railway,  made  a  bit- 
ter attack  upon  the  incompetency  of 
the  present  Buffalo  city  administration 
to  regulate  any  utilities  and  specified 
a  number  of  ordinances  which  the  Com- 
mon Council  had  passed  which  the 
courts  had  declared  to  be  out  of  order. 
He  called  attention  to  the  Milburn  con- 
tract regarding  street  car  fare  made 
in  Buffalo  in  1892  and  charged  that  the 
legislature  at  Albany  had  been  the  first 
to  break  contract  conditions,  which  had 
lead  investors  to  place  their  money  in 
public  utility  corporations.  In  closing 
Mr.  Killeen  seriously  questioned  the 
sincerity  of  the  legislators  who  were 
advocating  the  present  public  utility 
measures. 

Municipal  Ownership  Measure 
Iniquitors 

T.  Harvey  Ferris,  Utica,  former  State 
Senator,  brought  out  the  fact  that  the 
pending  legislation  is  a  departure  from 
the  avowed  purpose  of  the  Democratic 
state  platform,  in  so  far  as  public  util- 
ities of  state  wide  service  are  concerned. 

William  P.  Gannon,  representing  the 
New  York  State  Railways,  dwelt  upon 
the  injustice  of  a  5-cent  fare  bill.  He 
said  a  committee  of  nine  disinterested 
Syracuse  citizens  had  agreed  that  a 
5-cent  fare  in  Syracuse  was  confiscatory. 
With  the  privilege  of  city  regulation 
optional,  the  city  could  refuse  to  regu- 
late, then  if  the  state  regulated  a  util- 
ity in  a  manner  considered  unsatisfac- 
tory to  the  people,  the  Common  Council 
by  resolution  could  take  over  the  regu- 
lation and  compel  the  utility  to  yield  up 
the  rights  granted  by  the  decision  of 
the  commission. 

Judge  Daniel  Kenefick,  representing 
the  gas  and  electrical  interests  of 
Buffalo,  was  the  star  speaker  for  the 
opposition.  The  judge  attacked  the 
municipal  ownership  bill  as  being  espe- 
cially vicious,  in  that  it  allowed  the 
city  to  engage  in  every  public  utility. 
He  urged  if  the  measure  was  to  be 
passed  that  it  contain  a  provision  that 
a  municipality  in  order  to  engage  in 
the  business  of  a  utility  corporation 
should  either  obtain  a  certificate  of  con- 
venience and  necessity  from  the  state 
regulatory  body,  the  public  service  com- 
mission, or  else  it  should  be  made  man- 
datory that  the  city  should  purchase 
the  existing  utility  instead  of  engaging 
in  ruinous  competition  with  it.  He  in*- 
sisted  that  the  bill  should  be  amended 
so  as  to  compel  a  referendum  to  the 
people  before  any  regulatory  body  could 


commit  the  citizenry  of  a  community 
to  any  expenditure  for  municipalization 
of  a  utility. 

Henry  R.  Hayes,  representing  the  In- 
vestment Bankers'  Association  of  Amer- 
ica, spoke  of  the  danger  of  diversion  of 
capital  from  public  utility  investments 
if  the  proposed  measures  prevail. 

Warnick  Kernan,  attorney  of  Utica, 
representing  the  New  York  State  Rail- 
ways, deplored  the  situation  of  a  munici- 
pality acting  as  judge,  jury  and  prose- 
cutor against  a  public  utility  cor- 
poration. 

W.  P.  Capes,  secretary  to  the  New 
York  State  Conference  of  Mayors, 
headed  the  proponents  of  the  measures. 
Mr.  Capes  objected  to  the  provision 
that  the  municipality  should  apply  to 
the  state  public  service  commission  for 
the  right  to  regulate  utilities,  instead 
of  having  the  power  thrust  bodily  upon 
them.  This  brought  forth  the  statement 
from  Senator  Walker  that  this  had  been 
done  purposely,  to  put  the  responsibility 
for  rates,  fares  and  charges  where  it 
belonged.  The  Senator  stated  that 
scarcely  a  rate,  fare  or  charge  had 
been  increased  by  the  Public  Service 
Commission  except  on  the  recommenda- 
tion of  the  local  authorities  to  it.  Sen- 
ator Walker  said:  "They  come  down 
here  under  cover  and  ask  for  increased 
fare  and  then  condemn  the  state  for 
granting  it." 

The  principal  points  brought  out  in 
the  hearing  were  that  fifty-nine  local 
public  service  commissions  will  result  in 
a  perfect  hodge-podge  of  regulation 
with  no  centralized  body  to  which  to 
refer;  that  the  local  body  will  act  as 
judge,  prosecutor  and  defender  of  the 
local  service  corporation;  that  the  sys- 
tem will  be  unduly  expensive;  that  no 
one  really  wants  it;  that  such  of  it 
as  was  in  the  Democratic  platform  was 
written  into  it  for  Hearst  to  run  and 
that  the  policy  if  pursued  would  mean 
confiscation  of  vested  interests  in 
general. 

The  proponents  of  the  measure  mus- 
tered as  their  principal  argument  that 
the  Legislature  had  for  years  been  tak- 
ing away  and  interfering  with  local 
contracts  and  franchises;  that  the 
people  of  the  cities  were  capable  of 
arriving  at  values  and  regulating  rates 
and  charges  to  better  advantage  than 
a  state  body;  that  trolley  fare,  gas  and 
electric  prices  and  service  had  not  been 
adequately  policed  by  the  state  regula- 
tory bodies,  which  had  too  often  been 
themselves  creatures  of  the  corporations 
they  proposed  to  regulate  and  that  their 
system  of  valuations  was  established 
upon  a  wrongful  basis. 

The  measures  will  probably  be 
amended  in  the  Senate,  especially  those 
which  have  to  deal  with  municipal 
ownership  and  regulation  of  utilities  in 
cities.  The  speaker  of  the  Assembly 
has  said  that  the  Assembly  will  fight 
each  and  every  measure  on  the  program 
of  the  administration,  if  strict  party 
lines  be  maintained  in  the  lower  house, 
even  if  the  bills  pass  the  Senate  in  toto. 
In  view  of  this  pronunciamento  the  fate 
of  the  measures  in  the  Assembly  ap- 
pears extremely  doubtful. 


536 


Electric    Railway    Journal 


Vol.  61,  No.  12 


Seeks  Injunction  Against 
Company 

A  petition  was  filed  in  the  Common 
Pleas  Court  by  a  number  of  residents 
of  sections  of  Marietta,  Ohio,  where 
service  has  been  discontinued,  against 
the  Monongahela-West  Penn  Public 
Service  Corporation,  owner  of  the  local 
traction  system.  The  petitioners  seek 
a  mandatory  injunction  requiring  the 
company  to  operate  its  disused  lines 
and  give  some  kind  of  service  in  some 
degree  of  conformity  with  its  still 
"valid  and  subsisting  franchises."  In 
default  of  this  the  plaintiffs  ask  that 
a  mandatory  injunction  be  issued  re- 
quiring the  company  to  remove  its 
tracks,  poles  and  trolley  wires  from 
the  streets  upon  which  service  has  been 
discontinued  and  place  the  streets  in 
good  repair.  The  petitioners  further 
seek  an  injunction  restraining  the  de- 
fendant corporation  from  collecting  a 
fare  in  excess  of  5  centp  and  from 
operating  all  of  its  lines  lor  which  it 
has  no  valid  and  subsisting  franchise 
until  such  time  as  a  franchise  shall  be 
obtained  from  the  city  of  Marietta. 


not  excessive.  He  states  that  a  return 
to  the  .5-cent  fare  would  add  10  per 
cent  more  riders  during  the  most 
crowded  period,  and  would  bring  the 
earnings  to  an  average  of  40  cents  per 
car-mile.  This,  he  states,  is  too  little 
at  the  present  cost  of  conducting  serv- 
ice in  Rochester. 

In  his  next  article  he  continues  his 
discussion  of  operating  costs,  showing 
operating  revenues  for  the  year  ended 
July  31,  1922,  as  $5,093,883,  or  54.01 
cents  per  car-mile;  operating  expenses, 
including  renewals  and  depreciation, 
were  $3,725,625,  or  39.50  cents  per  ear- 
mile.  Gross  income  available  toward 
return  on  investment  is  given  as 
$1,062,097.  Mr.  Jackson  says  the  full 
6  per  cent  return  on  the  investment 
would  be  $1,156,098,  so  that  a  deficit 
of  $94,001  remained. 


stand  taken  by  Mayor  Schwab  that  the 
court  had  no  power  to  compel  him  to 
remove  jitneys  from  Buffalo's  streets. 

The  decision  of  the  Court  of  Appeals 
establishes  the  right  of  the  Mayor  to 
issue  permits  to  jitneys  if  a  similar 
emergency  should  arise  again.  Mr. 
Justice  Krause  upheld  the  Mayor's  jit- 
ney action  only  in  so  far  as  it  was  taken 
to  provide  emergency  transportation 
while  the  railway  lines  were  paralyzed 
by  the  strike. 


Pass  Expert  in  Rochester 

The  Rochester  Times-Union,  an  eve- 
ning newspaper,  has  recently  retained 
the  services  of  Walter  Jackson,  consult- 
ant, of  Mount  Vernon,  N.  Y.  As  stated 
by  that  paper  the  purpose  is  "to  give 
the  people  of  Rochester  a  clearer  in- 
sight into  the  pros  and  cons  of  the  local 
traffic  situation."  Mr.  Jackson's  obser- 
vations are  appearing  as  a  series  of 
articles  in  the  Times-Union.  In  his 
first  article  he  gives  passenger  statis- 
tics and  other  figures  to  show  a  de- 
cline in  trolley  traffic.  He  says  the 
present  fare  system  is  not  best  for  the 
city,  and  that  neither  a  street  railway 
nor  any  other  business  concern  can  re- 
main a  success  with  a  declining  number 
of  customers,  even  if  it  is  making 
money  now.  The  pass  is  talked  of  in 
interviews  with  Mr.  Jackson  published 
simultaneously  with  his  articles. 

In  his  second  article  Mr.  Jackson 
compares  Rochester  vdth  Cleveland  and 
Toledo  to  show  that  the  former  carries 
the  heavier  burden  in  investment 
charges  per  car-mile.  He  says  the 
Cleveland  system  is  unable  to  expand 
because  capital  cannot  be  secured  at 
the  rate  of  6  per  cent  permitted  in  the 
service-at-cost  contract. 

Mr.  Jackson  in  his  third  article  favors 
the  one-man  car  as  the  most  practical 
way  to  give  more  service  at  a  lower 
cost,  but  condemns  the  one-man  car 
used  in  Rochester  on  account  of  the 
turnstiles  and  slowness  of  operation.  In 
an  interview  Mr.  Jackson  is  quoted  as 
saying  that  he  proved  to  J.  F.  Hamilton, 
president  of  the  Rochester  lines,  that 
the  type  of  one-man  car  used  in  that 
city  is  impractical,  and  that  the  weekly 
pass  is  the  only  way  that  lower  fares 
can  be  given  without  impairing  the 
revenues.  Actually  Mr.  Hamilton  saw 
Mr.  Jackson  but  a  few  minutes  and 
gave  no  basis  for  this  statement. 

The  fourth  article  quotes  figures  to 
show   that  actual   operating  costs   are 


Railway  Moves  Against  Jitneys — 

Mayor  Upheld  in  Emergency 

Measure 

The  International  Railway,  Buffalo, 
N.  Y.,  has  started  a  new  move  to  kill 
off  jitney  competition.  Since  the  streets 
have  been  cleared  of  snow  and  the 
weather  has  become  more  springlike 
hundreds  of  jitneys  have  started  operat- 
ing again  over  all  regular  car  routes. 
The  International  started  John  Doe 
proceedings  in  the  City  Court  to  ascer- 
tain what  connection,  if  any,  there  is 
between  jitney  drivers  and  starters,  who 
are  stationed  at  terminals  or  starting 
points  in  the  downtown  business  dis- 
trict. 

Chief  Judge  George  Woltz  in  the  City 
Court  already  has  acted  on  affidavits 
submitted  by  Herbert  G.  TuUey,  pres- 
ident of  the  International,  setting  forth 
that  starting  points  and  terminals  have 
been  maintained  by  jitneys  and  jitneys 
have  been  operating  over  lines  parallel- 
ing the  routes  of  the  International  on 
Broadway,  Genesee,  South  Park  and 
other  lines.  These  routes,  it  is  further 
alleged,  are  advertised  by  the  starters, 
who  are  claimed  by  the  International 
to  be  in  the  pay  of  owners  and  drivers 
of  jitneys  to  solicit  passengers. 

"All  of  these  acts  are  in  violation  of 
the  transportation  law  of  the  state,"  the 
International  explains,  inasmuch  as  no 
consents  or  certificates  of  convenience 
and  necessity  have  been  obtained  by  the 
jitney  drivers  from  the  Public  Service 
Commission.  Arrests  of  jitney  drivers 
again  are  being  made  by  special  agents 
of  the  International  and  city  police. 

Mayor  Frank  X  Schwab  and  the  City 
Council  of  Buffalo  were  supported  by 
the  New  York  State  Court  of  Appeals 
in  their  action  to  provide  transportation 
facilities  in  Buffalo  during  the  strike  of 
platform  employees  which  started  on 
June  1,  1922.  A  decision  handed  down 
by  the  court  dismisses  the  appeal  taken 
by  the  International  Railway  in  the 
matter  of  the  application  of  the  com- 
pany for  a  writ  of  mandamus  against 
Mayor  Schwab.  The  decision  of  the 
court  sustains  the  findings  of  the  Ap- 
pellate Division,  Fourth  Department, 
which  reversed  the  order  of  Supreme 
Court  Justice  Pooley,  and  approves  the 


C 


News  Notes 


Bill  Enables  Railway  to  Buy  Bus 
Projects. — Assemblyman  Barknian  of 
Morris  has  introduced  a  bill  in  the 
New  Jersey  Legislature  providing  for 
the  entrance  of  railway  companies  into 
the  jitney  and  bus  business. 

Election  Will  Decide  Transportation 
Issue. — The  City  Council  of  Jackson- 
ville, Fla.,  recently  passed  an  ordinance 
providing  for  a  bond  election  to  be 
held  on  April  10  to  decide  on  the  estab- 
lishment of  a  bus  line  or  an  electric 
railway  line  for  the  southside.  The 
approximate  cost  of  the  bus  line  will 
be  $30,000  and  the  car  line  not  more 
than  $100,000. 

Franchise  Rights  Threatened. — City 
Commissioners  of  Portland,  Ore.,  are 
threatening  the  Oregon  Electric  Rail- 
way with  loss  of  its  franchise  on  the 
Macadam  Road  if  it  does  not  improve 
paving  adjacent  to  its  tracks.  Repeated 
demands  on  the  part  of  the  Public 
Works  Department  that  the  work  be 
done  have  been  met  with  request  for 
delay.  Commissioner  A.  L.  Barbur  re- 
ports. 

Strike  Not  Discussed  at  Meeting. — 
The  annual  meeting  of  the  stockholders 
of  the  Steubenville.  East  Liverpool  & 
Beaver  Valley  Traction  Company,  East 
Liverpool,  Ohio,  was  held  recently  at 
Midland,  Pa.  All  officers  and  directors 
were  re-elected.  It  is  said  that  the 
strike  of  the  employees  was  not  dis- 
cussed and  that  there  were  no  new  de- 
velopments in  the  strike  situation.  As 
related  previously  in  the  Electric  Rail- 
way Journal  the  men  on  one  of  the 
divisions  have  been  out  for  months  and 
service    suspended. 

People  Will  Give  Opinion. — Question- 
naires will  be  submitted  to  the  tax- 
payers of  Brunswick,  Ga.,  soliciting 
their  views  on  the  subject  of  the  city's 
taking  over  the  Brunswick  &  Inter- 
urban  Railway.  Last  December  the 
management  of  the  railway  indicated 
that  abandonment  of  railway  service 
would  be  inevitable  unless  the  City 
Commissioners  took  over  the  property 
and  operated  it.  The  commissioners 
replying  to  the  petition  stated  that  the 
city  of  Brunswick  could  not  under  its 
present  charter  undertake  municipal 
ownership  of  any  public  utility  unless 
there  were  certain  charter  amendments 
passed  by  the  Legislature.  It  is  under- 
stood that  this  measure  will  be  intro- 
duced at  the  next  meeting  of  the  Gen- 
eral Assembly. 


March  24,  1923 


Electric    Railway    Journal 


537 


it Financial  and  Corporate  J 


Slight  Increase  in  Net 

Duluth    Company    Does    Better — Inter- 
esting   Review    of    Rate    Case 
Before    State   Commission 

The  gross  revenues  of  the  Duluth- 
Superior  Traction  Company,  Duluth, 
Minn.,  for  the  year  1922  show  a  de- 
crease of  $18,819,  or  1.04  per  cent, 
compared  with  the  year  1921.  The  net 
income  transferred  to  profit  and  loss  for 
the  year  shows  a  net  increase  of  $63,- 
515.  The  decrease  in  operating  ex- 
penses is  attributed  by  A.  M.  Robert- 
son, president,  to  most  rigid  economy 
and  operation  of  cars  in  the  city  of 
Duluth  under  a  standard  of  service 
fixed  by  resolution  of  the  City  Council. 

In  addition  to  $113,333  expended  for 
renewals  and  charged  against  deprecia- 
tion reserve,  a  sum  of  $173,463  was 
expended  during  the  year  for  additions 
to  the  property.  An  unusually  large 
amount  of  track  construction  and  re- 
construction was  undertaken  and  com- 
pleted during  the  year.  The  manage- 
ment believes  that  any  deferred  main- 
tenance caused  by  the  war  and  labor 
shortage  during  the  past  year  is  fully 
provided  for  in  the  accounts.  Five 
dividends  of  $1  per  share  for  each  of 
the  quarters  ended  June  30,  1921,  Sept. 
30,  1921,  Dec.  31,  1921,  March  31,  1922, 
and  June  30,  1922,  were  paid  upon  the 
4  per  cent  cumulative  preferred  stock, 
but  no  dividends  were  declared  or  paid 
on  the  common  capital  stock. 

Mr.  Robertson  has  reviewed  for  the 

INCOME  STATEMENT  OF  THE  DUI.VTH 
SUPERIOR  TRACTION  COMPANY 

1922  1921 
Total  railway  operating  reve- 
nues     $1,759,046  $1,777,330 

Total   railway    operating   ex- 

1,405,366     1,493,305 


Net  revenue  railway  opera- 
tion.. $353,680      $284,026 
Taxes   assignable    to    railway 

operation 113,273        107,410 


Operating  income $240,408      $176,615 

Total    non-operating    in- 
come   26,973         27,509 


Grossincome $267,381      $204,125 

Interest  on  funded  debt  and 

miscellaneous  debits 175.278        175,537 


Net  income  transferred   to 

profitandloss $92,103        $28,587 

General      mortgage      sinking 

fund  payment $20,615        $27,296 

benefit  of  the  stockholders  the  history 
of  the  case  before  the  Railroad  & 
Warehouse  Commission  affecting  fares 
in  Duluth.  It  vrill  be  recalled  that 
under  date  of  July  13,  the  commission 
filed  its  order  and  decision  fixing  the 
value  of  the  company's  property  in 
Duluth  as  of  Dec.  31,  1921,  at  $4,599,- 
978,  allowing  an  annual  rate  of  return 
of  7i  per  cent  on  this  value  and  fixing 
the  rate  of  fare  at  6  cents  cash,  with 
five  tickets  or  tokens,  each  good  for 
one  ride,  to  be  sold  for  25  cents.  Con- 
vinced that  the  order  and  decision  of 
the  commission  would  not  yield  a  rea- 
sonable return  upon   the  fair  value  of 


the  property,  an  action  was  immedi- 
ately brought  in  the  United  States 
District  Court  by  the  railway  to  enjoin 
the  enforcement  of  the  commission's 
order.  The  company  alleged  confisca- 
tion of  its  property. 

A  temporary  injunction,  effective 
Aug.  1,  1922,  was  granted  by  the  court 
restraining  the  commission  and  the  city 
of  Duluth  from  interfering  with  the 
company  collecting  a  6-cent  cash  fare 
until  the  case  could  be  heard  on  its 
merits  in  the  United  States  court. 
Later  upon  application  of  the  city  the 
injunction  was  amended  so  as  to  re- 
quire the  company  to  sell  five  tickets 
for  30  cents  with  a  coupon  attached 
redeemable  by  the  company  for  5  cents, 
if  on  final  decree  the  court  should  sus- 
tain the  commission's  order  requiring 
the  sale  of  five  tickets  or  tokens  for 
25  cents. 

The  city  has  appealed  to  the  United 
States  Supreme  Court  from  the  order 
of  the  lower  court  granting  this  tempo- 
rary injunction  as  amended.  iTiis 
appeal  is  now  pending.  The  manage- 
ment believes  its  right  to  collect  at 
least  a  6-cent  fare  will  be  sustained  by 
the  court  in  its  final  decree. 

Mr.  Robertson  expressed  his  appre- 
ciation of  the  voluntary  action  of  the 
Duluth  Chamber  of  Commerce  in  ap- 
pointing in  November,  1922,  a  special 
committee  with  instructions  to  negoti- 
ate with  the  City  Council  and  the 
company  for  the  settlement  by  com- 
promise of  all  litigation  now  pending 
between  the  company  and  the  city  and 
for  an  agreement  upon  certain  exten- 
sions of  lines  to  be  made  in  1923. 

Under  date  of  Oct.  23,  1922,  applica- 
tion was  filed  by  the  company  with  the 
Railroad  Commission  of  Wisconsin  for 
a  revaluation  of  the  company's  prop- 
erties in  the  city  of  Superior  and  a 
readjustment  of  the  rate  of  fare  there. 
A  hearing  on  this  application  was  held 
in  the  city  of~'Superior.  Evidence  on 
behalf  of  the  company  was  introduced 
and  the  hearing  continued  to  Feb.  6, 
1923,  in  Madison,  Wis. 

Maturities  Total  $22,928,500 

Electric  railway  maturities  for  April 
1923  total  $22,928,500.  Among  these 
are  the  Tri-City  Railway  &  Light  Com- 
pany, $6,696,000  5  per  cent  bonds,  the 
Detroit  United  Railway  $4,500,000  7 
per  cent  bonds  and  the  $4,500,000  of  the 
St.  Louis  &  Suburban  Railway  gen- 
eral 5s. 

New  Officers  Named 

The  new  officers  of  the  Menominee  & 
Marinette  Light  &  Traction  Company, 
Menominee,  Mich.,  are  as  follows: 
President,  Clement  C.  Smith;  vice- 
presidents,  J.  P.  Pulliam,  C.  R.  Phenicie; 
secretary,  Howard  Greene;  treasurer, 
H.  C.  Mackay;  general  manager,  A.  J. 
Goedjen,  and  superintendent,  James  I. 
Searles. 


Toledo  Surplus  $126,106 

Operating  Results  for  1922  Under  Serv- 
ice-at-Cost  Grant  Show  Satis- 
factory Improvement 

The  result  of  operation  of  the  Com- 
munity Traction  Company  at  Toledo, 
Ohio,  during  the  fiscal  year  1922  was  a 
surplus  of  $126,106.  This  sum  was 
credited  to  the  fare  stabilizing  fund, 
according  to  the  report  made  to  the 
City  Council  by  Wilfred  E.  Cann,  Street 
Railway  Commissioner. 

The  gain  of  $126,106  in  the  stabilizing 
fund  compares  with  a  deficit  of  $325,035 
for  the  preceding  eleven  months  under 
the  Milner  service-at-cost  ordinance. 

Marked  improvement  in  general  in- 
dustrial and  business  conditions  at 
Toledo,  regulation  of  bus  competition 
and  economies  in  operation  are  largely 
responsible  for  the  change. 

The  improvement  in  business  condi- 
tions is  shown  by  the  fact  that  in 
December,  1922,  the  average  number  of 
revenue  passengers  a  day  was  176,614, 
an  increase  of  27,956  passengers  per 
day    over    the    low    period    of    August, 

1921.  Railway    travel     in     December, 

1922,  was,  however,  still  16,000  pas- 
sengers a  day  less  than  in  February, 
1921,  the  first  month  of  operations  under 
the  new  ordinance. 

During  the  year  $212,500  was  credited 
to  the  sinking  fund.  This  sum  was  used 
in  purchasing  bonds  of  the  company  for 
retirement.  At  retirement  of  the  bonds 
a  corresponding  par  value  of  common 
stock  is  issued  the  city  upon  which  the 
regular  6  per  cent  rate  is  earned  for 
the  benefit  of  the  fund.  At  the  end  of 
the  year  the  city  had  purchased  $255,- 
000  of  the  bonds  and  an  additional 
$109,000  had  been  ordered  delivered  on 
Feb.  1,  1923.  There  remained  in  the 
fund  then  a  cash  balance  of  more  than 
$36,000,  to  which  $17,708  is  added 
each  month  out  of  operating  revenues. 
The  city  is  now  earning  $1,820  a  month 
on  its  present  holdings  of  $364,000  of 
common  stock  in  the  company. 

The  municipal  purchase  feature  of  the 
Toledo  ordinance,  while  it  is  admirably 
thought  out  as  a  purchase  proposition, 
has  placed  a  burden  on  the  car  rider. 
The  commissioner  has  shown  in  his  re- 
port that  each  passenger  paying  full 
fare  contributed  0.44  cents  to  the  sink- 
ing fund  every  time  he  paid  fare.  Had 
there  been  no  sinking  fund  provision  the 
$407,291  which  has  been  contributed  to 
the  sinking  fund  by  car  riders  would 
have  insured  a  reduction  to  a  61-cent 
fare  last  September  and  would  have 
held  out  hope  of  another  drop  in  fare 
this  year. 

Actual  running  speeds  have  been  in- 
creased by  abolition  of  skip-stops  and 
no  alteration  in  schedules.  Increased 
industrial  prosperity  has,  however, 
brought  more  and  longer  freight  trains 
to  contend  with  at  the  many  grade 
crossings  in  the  city. 

For  maintenance  of  tracks,  cars  and 
trolley  $497,835  was  spent  during  the 
year.  This  is  at  the  rate  of  6.526  cents 
per  car-mile.  During  1923  it  is  pro- 
posed to  spend  $640,000  on  maintenance. 


538 


Electric    Railway    journal 


Vol.  61,  No.  12 


This  will  increase  the  rate  per  car-mile 
for  this  item  about  1.4  cents. 

Revenue  per  car-mile  increased  3.038 
cents  in  1922.  This  was  due  in  some 
measure  to  the  higher  rate  of  fare. 
The  expense  of  operation  and  main- 
tenance decreased  3.232  cents  per  car- 
mile.  Savings  came  from  lower  rate 
for  power,  lower  maintenance  expendi- 
tures  and   minor   operating   economies. 

The  commissioner  reported  that  he 
still  "believes  that  one-man  cars  can 
be  operated  on  certain  lines"  so  as  to 
permit  of  improvement  in  service  and 
savings  to  the  end  that  lower  fares  may 
be  attained.  Studies  he  has  made  tend 
to  discourage  any  attempt  to  put  the 
weekly  pass  into  effect  in  Toledo.  He 
recommends  the  double-tracking  of 
single-track  lines  and  grade  crossing 
elimination.     Mr.  Cann  said: 

The  Community  Traction  Company  Is  be- 
ing operated  on  a  sound  business  basis,  is 
meeting    all    of    Its    obligations    and    each 


month  is  decreasing  the  deficit  Incurred  in 
the  early  months  of  operation. 

With  the  whole-hearted  support  of  every 
one  the  Toledo  railway  can  attain  the  high 
place  in  public  opinion  reached  by  the  Cleve- 
land and  Rochester  railways  under  the  same 
form  of  operation. 

The  statement  printed  balow  shows 
the  income  and  expenses  for  1922  com- 
pared with  results  obtained  in  1921. 


Railway  Securities  at  Auction 

Electric  railway  securities  sold  at 
auction  by  A.  H.  Muller  &  Sons,  New 
York,  on  March  21  were  as  follows: 

?4,000  Manhattan  Railway  4  per  cent 
consolidated  bonds,  due  1990,  interest  April 
and   October,    61S    per  cent. 

*2,000  New  York  Westchester  &  Boston 
Railway  first  mortgage  4i  per  cent  bonds, 
due  1946,  interest  January  and  July,  44 J 
per   cent. 

$2,000  St.  Paul  City  Railway  Cable  con- 
sld.  5  per  cent  bonds,  due  1937,  interest 
January  and  Julv,  93i  per  cent. 

$3,000  Western  New  York  &  Pennsyl- 
vania Railway  general  mortgage  4  per  cent 
bonds,  due  1943.  interest  April  and  Octo- 
ber.   753    per   cent. 


Consolidation  of  El  Paso 
Companies  Proposed 

The  management  of  the  El  Paso 
(Tex.)  Electric  Railway  has  asked  per- 
mission of  the  City  Council  to  merge 
the  three  Stone  &  Webster  companies 
which  are  now  operating  in  El  Paso  into 
one  general  utility  concern. 

Under  the  proposed  plan  the  El  Paso 
&  Juarez  Traction  Company  and  the 
Rio  Grande  Traction  Company  will  be 
merged  with  the  El  Paso  Electric  Rail- 
way. The  authority  to  combine  the 
three  companies  is  sought  to  enable  the 
company  to  obtain  funds  on  better 
terms  for  needed  improvements. 

The  El  Paso  &  Juarez  Traction  Com- 
pany is  capitalized  for  $146,000  and 
operates  the  railway  and  power  plant 
in  Juarez.  The  Rio  Grande  Valley 
Traction  Company  operates  the  inter- 
urban  lines  between  El  Paso  and  Ysleta. 
It  is  capitalized  for  $500,000. 


STATEMENT  OF  INCOME  AND  EXPENSES  OF  THE  CO.M.MUNITY  TRACTION  COMPANY,  TOLEDO,  OHIO 


INCOME  AND  EXPENSE 


1922- 


Paasenger  revenue  . 

Cash  fares $2,224,284 

Token  fares 1,069,254 

Transfers  and  children 1 1 7,447 

Total  passenger  revenue 

Other  revenue 

Special  care 1,655 

Station  and  car  privileges 1 9,848 

Rent  of  track  and  terminals 1 84,097 

Rent  of  equipment 17,418 

Miscellaneous 20,959 

Total  other  revenue 

Gross  income  from  all  sources 

Operating  expense 

Car  operation 

Motormen  and  conductors 930,403 

Carhouse  employees 101,918 

Superintendence  cars 1 02, 243 

Balance  car  operation 1 33, 1 73 

Total  car  operation 

Power 

For  cars 441,450 

Other  purposes 58.012 

Total  power 

General  expense 

Commissioner  s  office 25,059 

General  salaries  and  law 53, 176 

Insurance 1 2,242 

Injurv-  and  damages 1 16,553 

Rent  buildings  and  property 29, 1 93 

General  and  stores  expense 59,606 

Total  general  expense 

Total  operating  expense 

Maintenance  and  repairs 

Ways  and  structures 

Roadway  and  tracks 129,319 

Pa\-ing 51,864 

Buildings  and  structures 7.887 

Superintendence  ways  and  structures   32,939 

Miscellaneous 3,726 

Totals  ways  and  structures 225,735 

Equipment 

Car  maintenance 1 83.465 

Otherequipment  maintenance 26,332 

Superintendence  maintenance  equipment . . .  26,705 

Total  equipment  maintenance 236,502 

Trolley  maintenance 55.597 

Total  maintenance  and  repaire 

Total  operation  and  maintenance 

Depreciation 42,500 

Sinking  fund 212.500 

Taxes 191,116 

Interest  floating  debt 1.876 

Bond  interest  and  dividends 520.000 

Total  deductions  from  income 

Stabilizing  fund 

Interest  earned  on  fund 

Net  addition  to  stabilizing  fund 

Note — Figures  for  1921  are  for  eleven  months  only.         *  Deficit . 


$3,410,986 


243,977 
$3,654,963 


$1,267,737 


$499,462 


967,992 
$3,528,857 


126,106 
3,637 


$129,743 


$2,040,301 

821,117 

99,548 


-1921- 


1,272 

18,440 

149,615 

14,753 

3,843 


946.799 
98,096 
100,307 
112,422 


456,727 
48,396 


22,762 
48,902 
18,475 
79,905 
21,323 
67,754 


$2,960,966 


187,923 
$3,148,889 


1,257.624 


505,123 


Per  Cent  of  Revenue 

1922  1921 

60.857  64.79 

29.255  26.08 

3.213  3.16 


93.325 

.04 
.54 
5.04 
.48 
.57 

6.68 

100.00 


25.46 
2.79 
2.80 
3.64 

34.68 


13.66 


94.03 

.04 
.58 
4.75 
.47 
.13 

5.97 

100.00 


30.07 
3.11 
3.18 
3.57 

39.93 


16.04 


.68 

.72 

1.45 

1.55 

.34 

.59 

3.19 

2.54 

.80 

.68 

1.63 

2.15 

891.427 

$3,473,925 

♦325,035 


*$325.035 


26.48 

96   54 

3  45 


28  31 
110.32 


*10.32 


Cents  per  Car-Mile 
1922  1921 


44.716  42.198 


3.198  2.678 


12.690 
46.261 


1.653 


47.914  44.876 


16.619  17.923 


6.548  7.198 


295,829 

259,122 

8.09 

8.23 

3.878 

3.693 

$2,063,029 

167,395 

65,128 

7,093 

32,597 

4,645 

$2,021,869 

56.44 

64.21 

27.045 

28.814 

276,858 

6.18 

8.79 

2.959 

3.945 

195,609 
17,330 
34,895 

497,835 

35,935 

247,834 

560,629 

$2,582,498 

6.47 

.97 

13.62 

7.87 

1.41 

17.80 

3.100 

.467 

6.526 

3.532 

.512 

7.989 

$2,560,865 

70.06 

82.01 

33.571 

36.803 

109,794 
194,791 
110,094 
82 
476,666 

1.16 

5.81 

5.23 

05 

14.23 

3.48 
6.20 
3.49 

15   14 

.557 
2.786 
2.505 

.025 
6.817 

1.565 
2.776 
1.569 

6.794 

49.508 
*4  632 


March  24,  1923 


Electric    Railway    Journal 


539 


$4,107,514  Strike  Cost  in  Buffalo 
in  Six  Months 

Thomas  E.  Mitten,  chairman  of  the 
executive  committee  of  the  Inter- 
national Railway,  Buffalo,  N.  Y.,  and 
head  of  Mitten  Management,  Inc., 
which  operates  the  local  and  interur- 
ban  lines  of  the  company,  has  sent  out 
a  statement  to  stockholders  of  the  com- 
pany in  which  he  says  that  while  the 
market  value  of  the  company's  securi- 
ties has  been  adversely  affected  by  the 
strike,  "the  inherent  value  of  the  prop- 
erty is  today  actually  greater,  in  spite 
of  the  millions  lost  in  revenue,  than  it 
was  before  the  strike,  and  certain  it  is, 
looking  ahead  through  a  course  of 
years,  that  the  permanent  financial  suc- 
cess of  the  International  Railway  could 
never  be  assured  until  labor  had  under- 
taken, as  it  now  has,  to  co-operate  with 
management  and  recognize  an  obliga- 
tion to  the  public  and  to  the  capital  in- 
vested in  the  property." 

The  letter  says  the  company's  income 
account  for  the  twelve  months  ended 
June  30,  1922,  shows  net  income  of 
$284,893.  The  strike  loss,  he  ^ays,  was 
$4,107,514  for  the  six  months  to  Dec. 
31,  1922.     The  statement  says: 

The  outcome  of  the  strike  was  a  com- 
plete victory  tor  the  company.  Jitney  com- 
petition is  being  eliminated  and  earnings 
are  now  approaching  normal.  While  the 
contest  was  long  and  costly,  Mitten  Man- 
agement realized  when  undertaking  the  re- 
sponsibility for  the  management  of  the 
property,  following  the  default  of  the  old 
International  Traction  bonds,  that  it  would 
probably  be  necessary  to  go  through  this 
experience  before  permanent  peace  and  the 
best  operation  of  the  property  could  be  ac- 
comi)lished. 

The  reorganization  committee,  at  the 
conclusion  of  its  work  In  1920,  set  aside 
in  the  hands  of  trustees  for  the  Interna- 
tional Railway  a  special  fund  available  for 
use  in  financing  a  strike,  .it  being  clearly 
recognized  that  the  bankruptcy  of  1918 
would  surely  be  re-enacted  in  a  few  years 
if  the  company  did  not  shake  oft  the  un- 
economic operating  conditions  resulting 
from  union  domination.  This  special  fund 
was  used  to  provide  cash  necessary  to 
carry  on  operation  during  the  strike  period. 

The  Mitten  co-operative  plan,  under 
which  the  employees  have  a  free  and  In- 
dependent vote  for  representatives  for 
proper  collective  bargaining,  is  now  in  full 
force  and  effect.  Experienced  management 
and  effective  men  will,  now  that  the  road 
has  been  cleared,  co-operate  for  the  same 
satisfactory  solution  in  Buffalo  as  they  have 
already  accomplished  in  Philadelphia,  and 
will  effectively  carry  out  the  contract  of 
accomplishment  entered  into  with  Mitten 
Management : 

1.  To  render  adequate  service  to  the 
public. 

2.  To  promote,  among  the  employees,  ef- 


ficiency and  co-operation,  essential  to  suc- 
cessful operation  and  a  betterment  of  their 
own  conditions. 

3.  To  protect  the  owners'  investment  in 
the  proijerty  and  to  assure  the  earning  and 
payment  of  a  reasonable  return. 


Dividends  to  Be  Paid  in  Louisville 

A  dividend  of  2J  per  cent  will  be 
paid  on  April  1  to  stockholders  oi 
the  Louisville  (Ky.)  Railway  on  an 
issue  of  $3,500,000  cumulative  preferred 
stock  to  stockholders  of  record  March 
15.  This  announcement  was  made  re- 
cently, following  a  conference  of  the 
company's  directors. 

It  was  stated  by  President  Barnes  at 
the  annual  meeting  of  the  stockholders 
that  arrangements  were  being  made  to 
resume  paying  dividends.  Mention  was 
made  of  this  in  the  Electric  Railway 
Journal,  issue  of  March  3. 

The  dividend  is  the  first  authorized 
by  the  company  on  any  of  its  stock 
since  1918.  In  October,  1918,  a  dividend 
of  li  per  cent  was  paid  on  preferred 
stock,  while  in  July  of  the  same  year 
a  common  stock  dividend  was  paid. 

The  preferred  stock  of  the  company 
carries  a  5  per  cent  rate,  and  when  the 
dividend  just  authorized  is  paid,  the 
accumulated  unpaid  arrears  will  be  re- 
duced to  20  per  cent. 


New  Company  Will  Operate 
Branch 

George  Bayly,  vice-president  of  the 
First  National  Bank  of  Lima,  has  been 
made  president  of  the  new  Lima  & 
Defiance  Railway.  This  branch  of  the 
Indiana,  Columbus  &  Eastern  has  been 
bought  by  patrons  along  the  line,  to 
insure  continued  car  service.  Directors 
of  the  company,  besides  Mr.  Bayly,  are 
E.  A.  Evans,  Lima;  Joseph  A.  Murray, 
Kalida;  D.  F.  Operlander,  president  of 
the  Defiance  Chamber  of  Commerce,  and 
A.  D.  Bowen,  Elyria,  inventor  of  the 
type  of  gasoline  cars  which  will  be  used 
on  the  line.  C.  S.  Carl,  for  fifteen  years 
auditor  of  the  Ohio  Electric  Company, 
will  serve  in  that  capacity  with  the 
new  company.  Cars  will  be  operated  at 
two-hour  intervals  and  a  plan  has  been 
worked  out  whereby  the  company  will 
use  motor  trucks  for  the  assembly  and 
distribution  of  freight  hauled  by  gaso- 
line cars. 


Changes  Suggested  in  P.  S. 
Stock  Structure 

The  board  of  directors  of  Public 
Service  Corporation  of  New  Jersey  has 
called  special  stockholders'  meeting 
for  April  2,  Vo  authorize  an  increase 
in  capitalization  and  substitution  of 
non-par  value  common  stock  lor  pres- 
ent $100  par  shares.  The  present 
common  shares  are  to  be  exchanged 
for  two  new  shares  of  no-par  value. 

The  present  authorized  capital  is 
$100,000,000,  divided  into  500,000 
shares  of  common,  250,000  shares  8  per 
cent  preferred,  and  250,000  shares  of 
7  per  cent  preferred  stock,  all  $100 
par  value.  Plan  provides  for  author- 
ized new  capitalization  of  2,000,000 
shares  of  no  par  common,  and  1,000,000 
shares  of  preferred  stock,  $100  par. 

Of  the  1,000,000  preferred  shares  to 
be  authorized,  250,000  shares  will  re- 
main 8  per  cent,  500,000  shares  will  be 
7  per  cent  and  250,000  shares  6  per  cent 
preferred  stock. 

T.  N.  McCarter,  president,  explain- 
ing proposed  changes  in  a  letter  to 
stockholders,  says  that  he  believes  the 
best  interests  of  the  stockholders  will 
be  served  by  having  the  common  stock 
of  no  par  value,  making  it  more  favor- 
able for  the  small  investor,  also  that 
increased  capitalization  is  desirable  as 
providing  means  of  future  financing  to 
take  care  of  rapid  grovrth  of  operating 
companies. 


Making  Headway  Under 
Receivership 

The  receivers  of  the  Peoria  Railway 
Terminal  Company,  Chicago,  111.,  have 
made  some  headway  in  keeping  the 
property  in  shape  to  serve  the  public 
and  to  pay  off  the  creditors  having 
priority  claims.  It  is  said  the  receivers 
hope  that  such  claims  can  be  disposed 
of  during  1923. 

The  Peoria  Railway  Terminal  Com- 
pany passed  into  the  hands  of  receivers 
or  Aug.  3,  1922.  The  company  was  not 
operating  at  the  time  of  the  receiver- 
ship, but  later  on,  after  adjusting  its 
labor  matters,  it  was  able  to  resume 
both  freight  and  passenger  operation 
and  has  since  been  doing  a  fairly  good 
business. 


Street  Railway 

Fans* 

I9I1=_4_84_ 

Street  Rallwaj' 

Materials* 

ion  =  100 


Street  Railway 
Wages* 

1913=  100 


S  t  e  e  1— i;  n  fi  1 1  e  d 
Orders  (M  i  1 1  i  o  n 
Tons)  J9I3  =  5,91 

U.S.  Bank  CleBTinM 
Outside  N.  Y.  City 
(Billions) 


Business  Failures 

Number 
Liabilities  (millions) 


latest 


Mar. 
1923 
6.89 


Month 
Ago 


Feb 
1923 
•.94 


Jan. 
1923 
ITS 


Feb. 
1923 
207 


Jan.  31 
1923 
(.91 


Jan, 
1923 
16.5C 


Jan. 
1923 
2.1S5 
53.43 


Year 
Ago 

Mar  ' 
1922 
7.14 
Feb. 
1922 
158 
Mar. 
1922 
212 

Feb.  28 
1922 
*.U 
Feb. 
1922 
10.85 
Feb. 
1922 
2.072 

66.92 


Since  War 


High 


May 
1921 
7.24 


Sept. 
1920 
JA7 
Sept. 
1920 
232 


Apr.  30 
1917 
12.U 


March 
1920 
U.S4 


Jan. 

1922 
!  2.722 
!  105.7 


Mar. 
1923 
6.S9 


Sent. 
1921 
156 


Jan. 
1923 
207 


Feb.  28 
1922 
4.14 

Feb. 

1972 

10.65 


Sent. 
1927 
1.469 
31.92 


Conspectus 

of 

Indexes 

for 

March,  1923 

Compiled  for  Publi- 
cation in  this  Paper 

by 
Albert  S.  Richey 

Electric    Bailway 

Engineer 
Worcester.    Mass. 


Eng.  News-Record 

Construction  costs 
1913=  1 00 


U.S.  Bur.  Lab.  Stat 

Wholesale      Com- 
modities 1913-   100 


Bradstreet's 

Wholesale      Coin- 
niorfities  1913-9.21 


Dun's —  Wholesale 
ComnKxlifiea 

1913  =■   120.9 

U.S.  Bur.  Lab.  Stat. 
Retail  food 
1913  =  100 

Nat.  Ind.  Conf .  Bd. 

Cost  of  livinc 
1914-  100 


Latest 


Mar.  I 
1923 
U.9S 


Mar.  I 
1923 
191.2 


Feb. 
1923 
^42 
Feb. 
1923 
157.5 


Feb.  I 
1923 
U.72 


Feb.  I 
1923 

m.2 

Jan. 
1923 


Year 

_Aco 
Slar 
1922 

162.0 

Feb. 
1922 
Ul_ 

Mar.  I 
1922 
U.80 


Jan. 
1923 
150.1 


Mar.  I 
1922 
1C9.7 
Feb 
1922 
142 
Feb. 
1922 
157.7 


since  War 


JH«h^ 
June 
1920 
273J 


May 

1920 
247 

Feb.  I 

1920 

JtM 

May  I 
1920 
263.3 

June 
1920 

July 
1920 
204.5 


Low 

"Mar. 

1922 

162.0 


Jan. 

19?7 

130 


June    I 

1921 
10.62 

July    1 

1921 

159.0 

^  Mar. 

|072 

U9 

.Aiir, 
1072 
1M.5 


•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 
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  each,  and 
weighted  according  to  number  of  cars. 


540 


Electric    Railway    Journal 


Vol.  61,  No.  12 


B.R.T.  Reorganization  Plan 
Formally  Announced 

A  definite  plan  for  the  reorganiza- 
tion of  the  Brooklyn  Rapid  Transit 
Company  has  been  evolved  and  ap- 
proved by  committees  representing  the' 
several  groups  of  security  holders,  it 
was  announced  on  March  21.  The  re- 
organization plan  paves  the  way  for 
the  lifting  of  the  receivership  instituted 
on  Dec.  31,  1918. 

With  the  plan  is  appended  the  first 
statement  of  Receiver  Lindley  M.  Gar- 
rison, showing  in  detail  the  work  accom- 
plished under  his  supervision.  This  re- 
port indicated  that  the  Brooklyn  Rapid 
Transit  Company,  with  its  subsidiary 
surface  lines,  has  steadily  been  moving 
toward  a  profitable  basis  and,  combined 
with  substantial  reductions  in  operating 
costs,  there  has  been  a  continued 
growth  in  passenger  traffic  with  in- 
creasing gross  revenues.  During  the 
receivership,  it  was  shown,  approxi- 
mately $10,000,000  had  been  spent  on 
new  car  equipment  and  35  miles  of  new 
roadway  had  been  opened,  in  addition 
to  the  expansion  of  power  house  facili- 
ties which,  Mr.  Garrison  stated,  are 
now  ample  to  provide  for  all  the  com- 
pany's lines. 

Albert  Wiggin  acting  for  the  com- 
mittee representing  the  stockholders 
issued  a  statement  which  he  concluded 
as  follows: 

The  foregoing  improvement  in  conditions 
indicates  tliat,  upon  completion  of  the  re- 
organization, the  properties  will  be  self- 
supporting  and  their  development  and  ex- 
pansion so  as  to  keep  pace  with  the  growth 
of  traffic  and  the  performance  of  their  pub- 
lic functions  will  be  reasonably  safeguarded 
and  assured.  The  plan  is  not  intended  to 
conflict  with  the  consummation  of  any  plans 
which  the  Transit  Commission  or  other 
public  authorities  may  have  under  con- 
sideration for  the  readjustment  and  de- 
velopment of  the  transit  ficilities  of  the 
city.  On  the  contrary,  it  is  believed  that 
the  termination  of  the  receivership  and  the 
substitution  of  a  solvent  company  with 
which  the  public  authorities  may  deal  will 
promote  and  assist  in  the  successful  solu- 
tion of  such  iiroblems  in  so  far  as  they 
relate  to  or  affect  the  properties  of  the 
Brooklyn   Rapid  Transit  system. 

The  details  of  the  tentative  terms  of 
the  reorganization  were  published  in  the 
Electric  Railway  Journal  for  Feb. 
17,  page  304^ 

Net  Income  Lower  in  February 

The  city  of  Detroit,  Department  of 
Street  Railways,  repoi-ts  a  total  oper- 
ating revenue  of  $1,619,266  for  the 
twenty-eight  days  ended  February, 
1923,  against  $1,712,228  for  the  month 
preceding.  Of  the  total  operating  rev- 
enue $1,528,539  was  realized  in  Febru- 
ary from  transportation.  In  January 
this  figure  was  $1,620,210.  Operating 
expenses  show  a  decrease  amounting 
to  $1,185,779  in  February  and  $1,221,- 
492  in  January.  The  net  revenue 
shows  a  falling  off  from  January.  In 
that  month  the  net  revenue  from  rail- 
way operations  was  $490,736  and  in 
February  it  was  $433,487.  The  net  in- 
come in  February  was  $40,834,  against 
$70,558  in  January.  The  total  number 
of  passengers  carried  in  February  was 
37,707,665,  against  40,167,868  in  Jan- 
uary. The  three  days  less  in  the  month 
of  February  as  compared  to  January 
largely  account  for  these  reductions. 


Abandonment  Approved. — ^The  New 
York  Transit  Commission  some  weeks 
ago  approved  the  declaration  of  aban- 
donment of  four  routes  and  franchises 
of  the  Twenty-third  Street  Railway. 

Defeat  Purchase  Proposal. — The  rate- 
payers of  London,  Ont.,  have  de- 
feated a  by-law  to  purchase  and  re- 
habilitate the  London  Street  Railway. 
The  price  was  set  at  $2,600,000. 

Surplus  Increases. — The  gross  earn- 
ings of  the  Bangor  Railway  &  Electric 
Company,  Bangor,  Me.,  for  the  year 
ended  Dec.  30,  1922,  were  $1,488,936, 
against  $1,420,471  for  the  year  ended 
December,  1921.  The  surplus  for  1922 
was  $198,552,  against  $152,798  in  1921. 

$44,000    Note    Issue    Proposed.— The 

Madison  (Wis.)  Railways  has  received 
authority  from  the  Railroad  Commis- 
sion to  issue  $44,000  of  notes,  $37,000 
of  which  will  be  used  to  provide  funds 
with  which  to  pay  for  overhead  equip- 
ment, ties,  rails,  wire,  etc.,  following  its 
plan  to  double  track  on  East  Johnson 
Street. 

Traffic  Shows  Decrease. — The  Savan- 
nah Electric  &  Power  Company,  Savan- 
nah, Ga.,  carried  14,908,278  passengers 
in  1922,  including  cash  and  transfer 
passengers.  This  figure  represents  a 
decrease  of  7.5  per  cent  in  comparison 
with  the  number  carried  during  1921. 
During  the  past  year  the  company 
paid  $552,000  in  wages  and  salaries. 

Officers  Named. — The  officers  of  the 
Five-Mile  Beach  Electric  Railway,  Wild- 
wood,  N.  J.,  are  as  follows:  President, 
R.  E.  Breed;  vice-president,  George  N. 
Tidd;  secretary  and  treasurer,  Frank  B. 
Ball;  purchasing  agent,  F.  B.  Kiel,  and 
master  mechanic,  M.  T.  Griffin.  Mr. 
Breed  and  some  of  the  other  officials 
of  the  company  are  associated  with  the 
American  Gas  &  Electric  Company, 
which  now  controls  the  Five-Mile  Beach 
property. 

Loss  in  1922  Amounted  to  $2,933. — 
Monterey  &  Pacific  Grove  Railway, 
operating  in  Monterey  and  Pacific 
Grove,  Calif.,  reports  to  the  commis- 
sion for  the  year  1922  that  its  operating 
revenue  was  $25,712  and  operating  ex- 
penses $26,399,  giving  a  net  operating 
loss  of  $687.  Interest,  rent,  taxes  and 
other  deductions  totaled  $2,246.  The 
net  corporate  loss  for  the  year  was 
$2,933.  The  deficit  at  the  beginning 
of  the  year  amounted  to  $7,629  and 
miscellaneous  deductions  were  $2,642, 
leaving  an  accumulated  deficit  at  the 
end  of  the  year  of  $13,204. 

Stock  Lssue  Approved. — The  applica- 
tion of  the  Cumberland  County  Traction 
Company  to  issue  capital  stock  in  the 
amount  of  $135  000  has  been  approved 
by  the  New  Jersey  Board  of  Public 
Utility  Commissioners.  The  company 
asked  for  permission  for  an  issue  of 
$50,200  cumulative  7  per  cent  preferred 
stook,  and  also  an  issue  of  $59,000  com- 
mon stock  to  be  used  for  the  acquisition 
of  certain  property  formerly  owned  by 
the  Bridgeton  &  Millville  Traction 
Company.  The  Cumberland  company 
also  asked  permission  to  make  an  ad- 
ditional $25,000  issue  of  stock  to  pro- 
vide funds  for  improvements. 


Gold  Bonds  on  Sale. — Bodell  &  Com- 
pany, Providence,  R.  I.,  are  offering  at 
100  and  interest,  yielding  7  per  cent, 
$2,500,000  of  thirty-year  convertible  de- 
benture gold  bonds,  series  A,  of  the 
Federal  Light  &  Traction  Company, 
New  York,  N.  Y.  The  bonds  are  dated 
March  1,  1923,  and  are  due  March  1, 
1953.  The  proceeds  from  the  sale  of 
these  bonds-  will  be  used  in  large  part 
to  retire  bonds  and  ten-year  notes 
of  the  company  maturing  in  July  and 
December,    1923. 

Traffic  Increases  in  February. — Dur- 
ing February  the  total  number  of  pas- 
sengers cafried  by  the  Public  Service 
Railway  \^s  30,205,821,  or  272,584  more 
than  the  number  carried  in  February, 
1922.  During  the  month  of  January 
last  the  company  carried  33,992,663. 
The  number  of  passengers  paying  the 
base  fare  of  8  cents  last  month  was 
10,426,648,  as  compared  with  11,133,840 
during  February,  1922,  and  11,905,283 
during  last  January.  The  company  sold 
last  month  12,977,824  tokens  at  the 
rate  of  four  for  30  cents.  This  com- 
pares with  12,201,298  sold  during  Feb- 
ruary, 1922,  and  14,4.53,000  during  Jan- 
uary of  this  year.  These  statistics  are 
shown  in  the  monthly  statement  filed 
with  the  United  States  District  Court 
at  Trenton. 

Seeks  Bond  Payment  Extension. — The 
Denver  (Colo.)  Tramway  has  informed 
the  holders  of  the  first  mortgage  im- 
provement 5  per  cent  gold  bonds  of  the 
Denver  Tramway  Power  Company, 
which  it  owms,  that  it  wishes  to  extend 
the  payment  on  these  bonds.  The  bonds 
are  due  April  1,  1923,  but  the  tramway 
offers  to  extend  $788,000  face  value  of 
the  bonds,  being  all  now  outstanding 
and  unpaid,  for  a  period  of  one  year 
so  that  they  will  mature  on  April  1, 
1924.  The  notice  states  that  under 
existing  conditions,  with  the  company 
in  receivership,  it  is  unable  to  finance 
the  payment  of  the  bonds  at  the  present 
time,  either  by  the  sale  of  its  first  and 
refunding  sinking  fund  mortgage  5 
per  cent  bonds,  which  are  reserved  to 
refund  this  issue,  or  by  the  sale  of 
other   securities. 

Bonds  Will  Be  Redeemed.— All  of  the 
outstanding  first  mortgage  5  per  cent 
gold  bonds  of  the  Kokomo,  Marion  & 
Western  Traction  Company,  amounting 
to  $622,000,  due  July  1,  1933,  will,  it  is 
announced,  be  redeemed  on  July  1  at 
105  and  interest.  The  Kokomo,  Marion 
&  Western  Traction  Company  was  in- 
cluded by  consolidation  in  the  system 
of  the  Indiana  Railways  &  Light  Com- 
pany. The  bonds  are  secured  by  a  first 
closed  mortgage  on  the  property  of  the 
former  Kokomo,  Marion  &  Western 
Traction  Company,  including  the  power 
station  at  Kokomo,  9  miles  of  city  rail- 
way in  Kokomo,  the  electric  lighting 
plants  at  Kokomo,  Swayzee  and  Green- 
town  and  28  miles  of  interurban  railway 
between  Kokomo  and  Marion.  The  bonds 
underlie  $1,254,000  of  the  Indiana  Rail- 
ways &  Light  Company  first  refunding 
5s  of  1943,  the  indenture  for  which  con- 
tained a  provision  for  the  retirement 
on  the  Kokomo,  Marion  &  Western 
Traction   Company  bonds. 


March  24,  1923 


Electric    Railway    Journal 


541 


Traffic  and  Transportation         1 


Matter  of  Warrants 
Up  Again 

Five-Cent  Fare  Complicates  Difficulties 

in  Seattle — One  Solution  Calls  for 

Longer  Period  to  i'ay  for  Lines 

The  5-cent  fare  now  being  charged 
on  the  Seattle  (Wash.)  Municipal  Rail- 
way has  further  complicated  the  rail- 
way situation.  This  is  indicated  by  the 
announcement  by  the  Seattle  Clearing 
House  Association  that  the  Municipal 
Railway  warrants  covering  wages  to 
trainmen  and  purchases  of  supplies  will 
not  be  cashed  by  the  local  banks.  The 
warrants  are  due  March  27,  and  will 
exceed  $225,000.  J.  A.  Swalwell,  vice- 
president  of  the  association,  stated  that 
the  street  car  system  would  be  so  im- 
bedded in  debt  by  the  end  of  the  year 
that  the  banks  would  be  called  upon 
to  carry  more  than  $1,000,000  in  war- 
rants, which  they  did  not  believe  would 
be  good  business. 

An  increase  of  3  per  cent  has  been 
noted  in  the  patronage  since  restora- 
tion of  the  5-cent  fare,  but  a  ■  45 
per  cent  increase  is  necessary  in  order 
to  break  even.  Receipts  for  eleven  days 
in  March  average  $12,380  a  day.  This 
amount  is  slightly  less  than  sufficient  to 
pay  actual  operating  and  maintenance 
expenses,  which  total  $12,500  a  day. 
The  next  semi-annual  interest  payment 
on  the  $15,000,000  purchase  price  is  due 
to  be  set  aside  Aug.  1,  for  payment 
one  month  later.  Bond  redemption 
amounts  to  $843,000  annually. 

Operating  under  a  fare  of  8i  cents 
during  the  year  1922,  the  railway  sys- 
tem fell  short  $132,916  of  taking  care 
of  all  expenses  and  bond  redemption 
requirements,  according  to  the  annual 
report  recently  made  public.  The  re- 
port shows  also  a  net  profit  of  $710,084, 
gross  revenue  $6,216,569  and  gross 
operating  expenses  $4,631,508.  The  net 
profit  shown  on  the  books  of  the  de- 
partment takes  no  account  of  the  an- 
nual bond  redemption  of  $843,000. 

City  Council  members  are  making 
various  suggestions  for  solving  the  rail- 
way problem.  There  is  some  sentiment 
in  favor  of  forcing  a  rewriting  of  the 
Stone  &  Webster  purchase  contract, 
permitting  a  longer  period  to  pay  for 
the  lines  and  reducing  the  purchase 
price.  There  is  a  general  feeling 
against  charging  the  general  fund  of 
the  city  with  any  of  the  railway  ex- 
penses. This  is  impossible  under  recent 
court  rulings,  unless  the  matter  is 
placed  on  the  city  ballot  and  receives 
the  sanction  of  the  voters. 


the  unlimited-ride,  transferable  weekly 
pass  offered  the  best  opportunity  to 
build  up  riding  and  revenue  during  the 
off-peak  hours.  His  idea  was  heartily 
indorsed  by  E.  N.  Sanderson,  president 
of  the  Federal  Light  &  Traction  Com- 
pany, who  had  become  intimately  ac- 
quainted with  pass  possibilities  through 
his  observations  of  pass  riding  at  St. 
John,  N.  B.  Following  a  conference 
with  Walter  Jackson,  consultant  to  the 
Springfield  company,  Mr.  Reynolds 
made  application  to  the  Missouri  Pub- 
lic Service  Commission,  which  gave  its 
consent  unanimously  for  the  first  in- 
stallation in  the  State. 

The  fares  in  Springfield  have  been  7 
cents  cash  and  four  tickets  for  25  cents 
on  the  cars  with  free  transfers  to  the 
company's  cars  and  buses.  The  fares 
on  the  buses  are  5  cents  straight  and 
2  cents  for  a  transfer  to  either  car  or 
bus.  The  pass  will  be  sold  at  $1,  No.  1 
going  into  effect  on  Monday  morning, 
March  26.  Vice-president  Reynolds 
has  arranged  for  daily  articles,  adver- 
tisements and  talks  during  the  week 
preceding  the  installation. 


Mr.  McAneny  says: 

The  Comptroller,  in  the  absence  of  definite 
information,  a.s  he  put  it.  did  not  include  In 
hi.s  figures  the  remaining  cost  of  the  dual 
.subway  work.  The  figures  given  here. 
W'hich  are  official,  are  those  of  the  commis- 
sion's engineers.  It  would  appear  tliat 
these  four  items  alone  not  only  offset  the 
city's  entire  borrowing  cai)acity  of  Dee.  31. 
l)ut  all  that  will  be  added  to  it  for  a  year 
ahead. 


Springfield  Starts  Weekly  Pass 
to  Show  Missouri 

Shortly  after  Albert  E.'  Reynolds  be- 
came vice-president  and  general  man- 
ager of  the  Springfield  (Mo.)  Traction 
Company  he  made  an  analysis  of  the 
riding  in  that  city  and  concluded  that 


Mayor's  Promise  Can't  Be 
Fulfilled 

Chairman  McAneny  of  the  New  York 
Transit  Commission  has  pointed  out 
that  nothing  could  be  clearer  than  the 
fact  that  there  will  be  no  funds  what- 
ever available  for  subways  under  the 
Mayor's  program  unless  the  city's 
needs  for  schools,  docks  and  other 
necessaries  are  set  aside  or  starved 
down,  and  that  if  they  were  there 
would  hardly  be  enough  available  to 
make  more  than  a  feeble  start  upon 
subway  building. 

Mr.  McAneny  says  that  these  facts 
are  pointed  out  not  with  any  contro- 
versial intent  but  because  the  people 
should  have  the  truth,  so  they  may 
understand  that  the  promises  of  the 
Mayor  are  impossible  of  fulfillment. 

City  Comptroller  Craig  had  reported 
that  the  total  unreserved  borrowing 
margin  within  the  debt  limit  available 
for  specific  authorization  for  any  mu- 
nicipal purpose  on  Dec.  31  last  was 
$128,514,871.  He  has  previously  esti- 
mated that  the  additional  borrowing 
capacity  accruing  tha  present  year  will 
be  about  $44,000,000. 

Mr.  McAneny  says  that  the  first  out- 
standing fact  is  that  against  the  total 
of  these  two  figures  there  must  be 
charged  before  anything  else  the  fol- 
lowing commitments  of  the  city,  to 
which  the  comptroller  also  makes  ref- 
erence, and  for  which  the  Board  of 
Estimate  is  bound  to  make  provision: 

School     sites,      ferryboats     and 

other  specific  items $15,640,000 

Staten  Island  freight  and  pas- 
senger tunnel    61.000.000 

Additional  .school  requirements.      64.205,000 

Unfinished   construction    on    the 

dual  subway  system 35.600.000 

Total $176,445,000 


Detroit  Comptroller  Advocates 
Six-Cent  Fare 

Henry  J.  Steffens,  City  Comptroller 
of  Detroit,  has  incurred  the  displeasure 
of  Senator  James  Couzens,  former 
Detroit  Mayor.  Mr.  Steffens,  it  seems, 
has  been  growing  uneasy  over  the  out- 
look for  the  operation  of  the  municipal 
railway.  In  consequence  he  suggested 
— mind  you,  not  advocated — merely 
suggested  a  6-cent  fare  as  a  means  of 
meeting  the  cost  of  street  railway  ex- 
tensions. 

Mr.  Steffens  denied  wanting  to  get 
into  a  wrangle  with  Mr.  Couzens  or  any 
one  else  over  the  question  of  whether 
one-third  of  the  people  now  have  to  pay 
6  cents — a  5-cent  fare  and  1  cent  for 
a  transfer — to  get  downtown.  He  was, 
however,  apparently  willing  to  go  the 
limit  in  defence  of  his  own  suggestion, 
for  he  was  quoted  by  the  Free  Press: 

I  handle  the  finances  of  the  street  rail- 
way department  and  know  that  the  road 
is  making  money  and  is  paying  for  itself. 
I  also  know  that  this  road,  or  any  other, 
cannot  make  extensions  to  the  sum  of  $4.- 
000.000    a    year   on   a   5-cent   tare. 

Every  man  familiar  with  the  growth  of 
Detroit  knows  that  extensions  must  be 
made  to  the  present  street  railway  system. 
It  is  just  a  question  of  whether  these  ex- 
tensions are  to  lie  made  with  money  rai.sed 
by  bond  issue,  or  by  increased  revenue  de- 
rived from  the  increase  in  fare.  This  ques- 
tion must  be  determined,  and  I  believe 
that  the  mayoralty  candidates  could  thresh 
it  out.  That  was  my  reason  for  suggest- 
ing  it, 

I  realize  that  a  6-cent  fare  is  rather 
hard  to  make  the  people  like.  It  Is  a  dilli- 
cult  thing  to  place  before  the  people,  and 
that  seems  to  be  the  reason  that  it  is  con- 
sidered bad  politics  to  discuss  it.  But  the 
facts  will  come  out,  and  sometime  we  will 
realize  that  possibly  it  is  just  as  well  to 
increase  the  fare  and  make  the  lines  pay 
for  necessary  extensions,  rather  than  issue 
more  bonds  for  that  purpose. 


Auto  Buses  Presented  to 
Board  of  Education 

The  Board  of  Education  of  Baltimore 
furnishes  transportation  to  and  from 
public  schools  to  crippled  children,  but 
as  the  board  owns  no  vehicles  to  give 
this  service  except  police  patrol  wagons, 
the  children  have  had  to  travel  in 
wagons  of  this  kind. 

This  defect  in  the  plan  was  re- 
cently brought  to  the  attention  of  the 
United  Railways  &  Electric  Company, 
Baltimore,  and  H.  B.  Flowers,  general 
manager  of  the  company,  wrote  to  the 
president  of  the  board  saying  that  that 
company  would  be  very  glad  to  present 
to  the  board  two  buses  which  had  been 
withdrawn  from  service. 

The  new  offer  was  gratefully  ac- 
cepted by  the  board.  The  two  buses 
were  then  sent  to  the  paint  shop  of  the 
company  and  painted  to  the  order  of  the 
board,  and  have  just  been  put  in  service. 
Several  letters  have  been  received  by 
C.  D.  Emmons,  president  of  the  com- 
pany, from  the  teachers  and  children 
expressing  their  appreciation  of  the 
generosity  of  the  company. 


542 


Electric    Railway    Journal 


Vol.  61,  No.  12 


Conferences  Held  on  Transpor- 
tation Problem 

The  Los  Angeles  Board  of  Public 
Utilities  has  held  a  series  of  confer- 
ences on  the  subject  of  transportation. 
At  the  meetings  bus  service  proposals 
and  the  increase  of  present  electric 
railway  facilities  received  special  con- 
sideration. The  Los  Angeles  Railway 
has  submitted  a  proposal  for  the  opera- 
tion of  three  bus  lines.  G.  J.  Kuhrts, 
general  manager,  said  with  reference 
to  the  subject  of  buses  that  if  the 
people  of  Los  Angeles  desired  bus 
transportation  in  addition  to  railway 
service  and  were  willing  to  pay  the 
rates  his  company  would  even  go  so 
far  as  to  parallel  its  own  lines.  He 
first  suggested  that  the  matter  receive 
careful  study  and  that  a  service  such 
as  has  been  suggested  be  tried  out  first 
in  connection  with  a  few  of  his  com- 
pany's lines. 


The  suspension  of  service  on  the  two 
short  lines  became  effective  March  18, 
coincident  with  the  starting  by  the  rail- 
way company  of  two  new  motor  bus 
lines  which  traverse  the  more  important 
parts  of  the  railway  lines  on  which 
service  has  been  suspended  and  are 
operated  at  closer  headways,  effecting 
an  improvement  in  the  service  to  these 
sections. 

The  two  new  bus  lines,  making  four 
such  lines  operated  by  the  company, 
serve  the  southern  section  of  the  city, 
and,  in  addition  to  serving  the  sections 
in  which  railway  service  is  suspended, 
open  up  large  sections  of  the  city  not 
heretofore  directly  served  by  the  com- 
pany. With  this  new  service  the 
Youngstown  Municipal  Railway  is 
operating  sixteen  buses  on  four  lines. 


Advocates  Extension  for  Five- 
Cent  Fare  Benefit 

Extension  of  the  Mount  Baker  Street 
line  of  the  Municipal  Railway  into  the 
Rainier  Valley  district  to  compete  with 
the  privately  owned  Seattle  &  Rainier 
Valley  Railway  has  been  advocated  by 
Mayor  E.  J.  Brown  of  Seattle  as  an 
attempt  to  give  residents  of  that  dis- 
trict improved  service  and  to  supply 
them  with  a  5-cent  fare,  as  compared 
with  the  8J-cent  rate  which  the  private 
line  has  continued  charging.  By  au- 
thority of  a  new  law  passed  by  the 
recent  Legislature,  residents  of  any 
community  may  form  a  local  improve- 
ment district  for  the  purpose  of  ex- 
tending the  municipal  railway.  Assess- 
ment for  the  improvement  would  be 
made  and  spread  out  over  the  district 
according  to  the  benefits  derived,  the 
same  as  for  other  forms  of  improve- 
ments, such  as  sewers,  paving  and 
grading. 


Weekly  Pass  Discontinued 
in  Youngstown 

The  weekly  pass  will  be  discontinued 
in  Youngstown,  Ohio,  after  April  1. 
The  City  Council  has  adopted  legisla- 
tion which  has  been  approved  by  Mayor 
Reese  providing  for  a  readjustment  of 
the  rates  of  fare  and  of  the  street  rail- 
way service  of  the  Youngstown  Munic- 
ipal Railway. 

The  new  rate  of  fare,  which  is  adopted 
for  a  trial  period  and  becomes  effective 
April  2,  provides  for  7  cents  cash,  three 
tickets  for  20  cents,  and  1  cent  for  a 
transfer.  The  rate  which  has  been 
in  effect  is  9  cents  cash,  six  tickets 
for  50  cents,  1  cent  for  a  trans- 
fer and  an  unlimited  ride  weekly  pass 
for  $1.25. 

Legislation  adopted  at  the  same  time 
UDon  recommendation  of  Street  Railway 
Commissioner  Harry  Engle  provides  for 
curtailment  of  the  all-night  "owl"  serv- 
ice, the  rearrangement  of  service  on 
one  line  to  make  a  material  reduction 
in  the  car-miles  being  operated  and  the 
suspension  of  service  on  two  short  line* 
where  service  heretofore  has  been  given 
on  a  half-hour  basis. 


Plans  to  Start  Bus  Operation. — The 

British  Columbia  Electric  Railway, 
Vancouver,  B.  C,  is  planning  to  start 
the  operation  of  buses  in  the  Grandview 
district  of  the  city  by  April  1.  This  is 
in  accordance  with  a  recent  agreement 
between  the  company  and  the  city. 

Returns  to  Higher  Fare.— The  Cal- 
gary (Alta.)  Street  Railway  has  re- 
turned to  the  old  rate  of  fare,  namely, 
four  tickets  for  25  cents.  The  5-cent 
fare  was  given  a  two  months  tryout 
and  failed  to  increase  the  patronage. 
The  railway  system  is  owned  by  the 
city. 

Will  Operate  Third  Bus  Line.— A 
subsidiary  of  the  Johnstown  (Pa.)  Trac- 
tion Company,  known  as  the  Traction 
Bus  Company,  will  operate  a  third  bus 
line  in  Johnstown.  The  railway  now 
operates  four  buses  as  "feeders"  tra- 
versing the  Dale  district  and  Lorain 
Borough. 

Threatens  Abandonment.  —  The  Le- 
high Valley  Transit  Company  recently 
announced  to  the  Common  Council  of 
Quakertown,  Pa.,  that  the  line  between 
Quakertown  and  Richlandtown  was  pro- 
ducing no  revenue  and  might  be  aban- 
doned. The  trolley  road  was  laid  in 
Quakertown  twenty-five   years  ago. 

Overnight  Express  Service  Started. — 
Overnight  electric  express  service  be- 
tween Reading  and  Philadelphia  was 
started  recently  by  the  Reading  Transit 
&  Light  Company.  It  has  proved  popu- 
lar with  shippers  along  the  company's 
lines  chiefly  because  it  saves  a  whole 
business  day  in  the  delivery  of  ship- 
ments. 

Buses  Running  in  Schenectady. — 
Seven  new  bus  routes  are  being  oper- 
ated in  Schenectady,  N.  Y.,  following 
the  Council's  recent  vote  in  favor  of 
bus  lines  running  in  competition  with 
the  Schenectady  Railway  during  the 
emergency  period.  The  Council  at  the 
same  time  gave  its  unanimous  approval 
to  the  return  of"  the  5-cent  fare  on  the 
trolley  lines. 

Fare  Increased. — By  agreement  be- 
tween the  Dallas  (Tex.)  Railway  and 
the  city  authorities  of  Highland  Park, 
a  suburb  of  Dallas,  fares  between  Dal- 
las and  Highland  Park  and  the  South- 
em  Methodist  University,  in  the  latter 
city,  have  been   increased  to  8  cents. 


Heretofore  the  fare  has  been  6  cents. 
Under  the  terms  of  the  agreemen,,  the 
railway  will  do  some  construction  work. 

One-Man  Cars  to  Be  Used.  —  One- 
man  cars  will  be  installed  on  the  St. 
Joseph  (Mo.)  Railway,  Light,  Heat  & 
Power  Company's  system  during  the 
present  year,  according  to  a  recent  an- 
nouncement of  B.  C.  Adams,  general 
manager.  The  change  in  operation  is 
being  made  to  cut  down  the  railway's 
losses.  Last  year  in  the  railway  de- 
partment there  was  a  loss  of  $36,000. 
This  year,  Mr.  Adams  said,  the  com- 
pany would  probably  break  even  with 
the  one-man  cars  in  operation. 

Seek  Old  Jitney  Regulations. — Peti- 
tions bearing  the  signatures  of  3,000 
residents  and  railway  patrons  of  Hous- 
ton, Tex.,  have  been  presented  to  the 
City  Council  asking  that  the  old  regu- 
lations governing  the  operation  of  jit- 
neys in  the  city  be  restored.  These 
regulations  permitted  the  operation  of 
250  buses  under  city  supervision  at  a 
fare  of  5  cents.  On  application  of  the 
Houston  Electric  Company  this  number 
was  cut  to  150  and  restricted  to  eleven 
lines  about  a  year  ago  as  a  compromise 
between  the  city  and  the  company. 

Bus  Permit  Granted. — The  City  Coun- 
cil of  Wheeling,  W.  Va.,  has  granted 
the  Bus  Transportation  Company  the 
one  permit  issued  for  the  operation  of 
bus  lines  in  the  east  and  north  ends 
of  the  city.  This  company  is  owned 
by  the  controlling  stockholders  of  the 
City  Railway.  The  Bus  Transportation 
C>)mpany  won  the  permit  over  the  Ulti- 
mate Bus  Company  and  the  National 
Transportation  Company  on  the  conten- 
tion that  it  proposed  to  give  work  to  the 
employees  who  would  lose  their  posi- 
tions as  a  result  of  the  abandonment 
of  the  North  Wheeling  division  and  the 
East  End  loop  of  the  City  Railway. 

Health  Service  Requirement. — Atten- 
tion of  the  members  of  the  Central 
Electric  Railway  Association  is  being 
called  to  the  fact  that  the  Bureau  of 
Public  Hiealth  Service  of  the  United 
States,  Treasury  Department,  requires 
that  water  used  by  common  carriers 
for  drinking  and  culinary  purposes  on 
cars  shall  be  cooled  in  such  a  manner 
that  the  ice  cannot  come  in  contact 
with  the  water.  The  bureau  requests 
that  the  regulations  be  strictly  enforced 
in  the  case  of  new  equipment  placed  in 
use  by  common  carriers.  In  regard  to 
present  equipment  this  requirement  will 
be  strictly  enforced  after  July  1,  1924. 

Authorizes  Filing  Reduced  Fare 
Tariffs.— The  Pacific  Northwest  Trac- 
tion Company,  Bellingham,  Wash.,  has 
received  authority  from  the  Department 
of  Public  Works  to  file  on  less  than 
statutory  notice  a  tariff  making  approx- 
imately 20  per  cent  reduction  in  round 
trip  fares  between  Seattle  and  Belling- 
ham. The  reduction  does  not  apply 
between  Seattle  and  Everett.  Between 
Seattle  and  Bellingham.  the  reduction 
will  be  from  the  present  fare  of  $5.80 
to  $4.65.  Tfie  Seattle-Mount  Vernon 
reduction  is  from  $4.10  to  $3.30,  and 
the  Seattle-Stanwood  reduction  from 
$3.30  to  $2.80.  The  Everett-Bellingham 
fare  is  cut  from  $4.40  to  $3.25. 


March  24,  1923 


Electric    Railway    Journal 


543 


c 


Personal  Items 


1 


Mr.  Flowers  in  New  Orleans 

Vice-President  and  General  Manager  of 
Baltimore  Heads  Reorganized  Com- 
pany in  Crescent  City 

Herbert  Baker  Flowers  has  resigned 
as  vice-president  and  general  manager 
of  the  United  Railways  &  Electric 
Company,  Baltimore,  Md.,  to  become 
president  of  the  New  Orleans  Public 
Service  Company,  the  successor  under 
reorganization  to  the  New  Orleans  Rail- 
way &  Light  Company.  The  announce- 
ment was  made  by  C.  D.  Emmons, 
president  of  the  company  at  Baltimore. 
For  the  present  Mr.  Flowers'  duties 
will  be  performed  by  the  assistant 
general  managers. 

Mr.    Flowers    became    general    man- 


H.    B.    Flowers 


ager  of  the  United  in  1919,  when  he 
was  promoted  from  assistant  general 
manager  to  succeed  James  R.  Pratt, 
who  was  made  vice-president  and 
placed  at  the  head  of  the  claims  de- 
partment, Mr.  Pratt  later  leaving  the 
company  to  go  into  business  for  him- 
self. 

In   Baltimore   Ten   Years 

Graduating  from  the  law  school  of 
the  University  of  Michigan  in  1903 
and  from  the  engineering  school,  of 
that  university  in  1905,  Mr.  Flowers 
went  into  the  operating  department  of 
the  Detroit  United  Railway,  taking  a 
position  in  the  office  of  Sir  Albert  Stan- 
ley, the  general  superintendent,  now 
head  of  the  London  Underground  Rail- 
ways. 

About  ten  years  ago  Mr.  Flowers 
went  to  Baltimore  to  take  a  position 
with  the  United  as  assistant  superin- 
tendent of  transportation.  In  1917  he 
became  assistant  general  manager. 

On  Jan.  21  last,  W.  Frank  Roberts, 
president  of  the  Baltimore  Alliance  of 
Charitable  Agencies,  appointed  Mr. 
Flowers  to  direct  the  1923  financial 
campaign  of  the  Alliance.  Since  that 
time  he  had  been  working  with  the 
directors  of  the  charitable  organization 
in  perfecting  plans  for  the  campaign. 

Mr.  Flowers  is  representative  of  the 
American  Electric  Railway  Association 


on  the  sectional  committee  of  the  Amer- 
ican Engineering  Standards  Committee 
appointed  to  formulate  a  uniform  code 
of  colors  for  traffic  signals.  He  was 
chairman  of  the  committee  on  traffic 
regulations  of  the  American  Electric 
Railway  Traffic  &  Transportation  As- 
sociation from  1919  to  1922,  and  is  now 
chairman  of  the  special  committee  on 
trackless  transportation.  He  was  a 
member  of  the  one-man  car  committee 
in  1921. 

The  Baltimore  News  said  editorially 
of  the  appointment  of  Mr.  Flowers: 

Herbert  Baker  Flowers  made  so  excellent 
a  record  as  vice-president  and  general  man- 
ager of  the  United  Railways  of  Baltimore 
that  it  is  not  surprising  that  he  was  called 
to  the  presidency  of  the  New  Orleans  com- 
pany. At  the  same  time  it  is  much  to  be 
regretted  that  Baltimore  is  to  lose  him.  It 
was  inevitable  that  a  man  of  his  ability 
and  experience  would  be  In  demand,  but  it 
would  have  been  more  satisfactory  if  the 
higher  place  had  been  found  in  Baltimore. 
When  a  city  gets  hold  of  a  Herbert  Baker 
Flowers  it  wants  to  keep  him. 

Mr.  Flowers  represents  the  effective  type 
of  the  modern  executive.  Trained  both  in 
law  and  engineering  and  experienced  in  the 
practical  schools,  he  brought  to  his  task  not 
only  efficiency,  but  vision.  His  ten  years  in 
Baltimore  were  useful  and  productive.  He 
contributed  much  to  the  development  and 
improvement  of  the  street  railways.  He 
found  time  for  community  work,  as,  for 
instance,  his  appointment  to  direct  the 
financial  campaign  of  the  Baltimore  Alli- 
ance of  Charitable  Agencies.  He  had  many 
friends.  Baltimore  is  sorry  to  lose  Mr. 
Flowers  and   it  congratulates  New  Orleans. 


C.  V.  Wood,  Jr., 
at  Providence 

Springfield  Official  Appointed  Assistant 

to  R.  R.  Anderson,  Superintendent 

of  Transportation 

Clark  Vernon  Wood,  Jr.,  on  March  15 
assumed  the  duties  of  assistant  to  R.  R. 
Anderson,  superintendent  of  transpor- 
tation of  the  United  Electric  Railways, 
Providence,  R.  I.  Mr.  Wood  had  been 
for  several  years  in  charge  of  the 
power-saving  departments  of  the  Wor- 
cester (Mass.)  Consolidated  and  the 
Springfield  (Mass.)  Street  Railways, 
which  work  he  organized  and  success- 
fully developed.  On  leaving  Worcester 
Mr.  Wood  was  entertained  at  luncheon 
by  heads  of  departments  of  the  Wor- 
cester Street  Railway,  on  behalf  of 
whom  Henry  C.  Page  general  manager 
presented  to  him  a  traveling  bag. 

Mr.  Wood  is  the  son  of  Clark  V. 
Wood,  president  of  the  Worcester  and 


Halcott  J.  Shumaker,  assistant  super- 
intendent of  time  tables  of  the  Philadel- 
phia (Pa.)  Rapid  Transit  Company,  has 
been  appointed  superintendent  of  time 
tables,  and  George  A.  Dash,  senior  time- 
table maker  of  the  Philadelphia  Rapid 
Transit  Company,  has  been  appointed 
assistant  superintendent  of  time  tables. 
Mr.  Dash  has  been  with  the  company 
since  1903,  when  he  entered  the  train 
service  as  a  conductor  on  Feb.  11. 

Thomas  D.  Kiniry  has  been  appointed 
general  superintendent  of  transporta- 
tion of  the  local  and  interurban  lines 
of  the  International  Railway,  Buffalo, 
N.  Y.,  to  succeed  William  M.  Casey, 
who  has  accepted  a  similar  position 
with  the  Georgia  Railway  &  Power 
Company,  Atlanta,  Ga.  Mr.  Kiniry 
comes  to  Buffalo  from  the  Philadelphia 
(Pa.)  Rapid  Transit  Company,  where 
he  had  been  superintendent  of  supervi- 
sion since  April  1,  1922. 

J.  Rowland  Bibbins,  recently  manager 
Department  of  Transportation,  United 
States  Chamber  of  Commerce,  and 
previously  supervising  engineer  of  the 
Arnold  Company  of  Chicago,  has  opened 
an  office  as  consulting  engineer  at  921 
Fifteenth  Street,  Washington,  D.  C. 
Mr.  Bibbins  will  make  a  specialty  of 
transportation  developments  and  is  pre- 
pared to  make  complete  surveys  and 
economic  studies  of  city  transit  systems, 
roads  and  port  terminals  or  motor 
transport  undertakings,  and  to  conduct 
valuation  investigations.  Mr.  Bibbins 
has  had  an  extended  experience  in  all 
of  these  lines  in  many  cities  of  the 
country. 


C.  V.  Wood,  Jr. 


the  Springfield  companies.  He  was 
born  in  Beaver,  a  suburb  of  Pittsburgh, 
Pa.,  March  22,  1899.  For  several  years 
the  family  lived  in  Canton,  Ohio,  and 
Boston,  Mass.,  during  which  time  Mr. 
Wood  attended  the  public  schools.  Some 
time  after  removing  to  Springfield  he 
entered  Worcester  Academy,  but  left 
in  the  middle  of  his  course  for  the  pur- 
pose of  engaging  in  war  work.  A 
slight  disability  barred  him  from  admis- 
sion to  the  Navy  and  he  took  up  wire- 
less telegraphy.  He  began  his  electric 
lailway  work  with  the  freight  depart- 
ment of  the  Connecticut  Company  in 
Hartford.  Later  he  became  assistant  to 
W.  L.  Harwood,  engineer  of  power  and 
equipment  of  the  Springfield  Street 
Railway.  In  this  work  his  duties  re- 
lated to  car  shops,  tools,  inspection,  etc. 
From  this  he  went  to  the  head  of  the 
power-saving  department,  which  work 
he  continued  up  to  the  time  he  was 
asked  to  assume  the  Providence  post. 


B.  D.  Smith,  who  until  Feb.  1  was 
with  the  engineering  department  of  the 
Westinghouse  Electric  &  Manufactur- 
ing Company,  has  accepted  the  position 
of  eastern  manager  for  the  Sterling 
Varnish  Company  and  after  April  1 
will  take  up  his  duties  at  the  company's 
eastern  office,  Arlington,  N.  J. 


544 


Electric    Railway    Journal 


Vol.  61,  No.  12 


C.  H.  Quereau,  superintendent  of  elec- 
trical equipment  of  the  New  York  Cen- 
tral Railroad,  New  York,  N.  Y.,  retired 
from  the  company  on  Feb.  1  on  a  pen- 
sion because  of  failing  health.  Mr. 
Quereau  was  born  in  East  Greenwich, 
Conn.,  on  May  30,  1856,  and  was  grad- 
uated from  the  Northwestern  Univer- 
sity at  Evanston,  111.  He  entered  steam 
railroad  work  almost  immediately  be- 
coming connected  with  the  Chicago, 
Burlington  &  Quincy  Railroad,  Aurora, 
111.,  from  1888  to  1894  as  chemist  and 
engineer  of  tests.  He  served  with  the 
same  company  from  1894  to  1897  as  as- 
sistant superintendent  of  motive  power 
for  the  lines  west  of  the  Missouri  River. 
He  then  left  the  service  of  the  Chicago, 
Burlington  &  Quincy  and  went  into  the 
employ  of  the  Denver  &  Rio  Grande  as 
master  mechanic  and  assistant  super- 
intendent of  motive  power  at  Denver, 
Col.  He  resigned  this  job  to  return 
East  and  from  November,  1902,  to  1905 
was  superintendent  of  shops  of  the  New 
York  Central  Railroad  at  West  Albany. 
From  1905  to  the  present  time  Mr. 
Quereau  has  been  superintendent  of 
electrical  equipment  in  charge  of  the 
lines  operated  out  of  the  Grand  Central 
Terminal,  New  York.  His  successor 
with  the  New  York  Central  Railroad 
has  not  yet  been  appointed. 


Obituary 

W.  W.  Gurley 

William  Wirt  Gurley,  one  of  the  most 
prominent  members  of  the  Chicago  bar, 
died  suddenly  at  his  home  March  11. 
He  had  been  identified  with  Chicago 
transportation  for  more  than  a  quarter 
century.  His  services  as  an  expert  in 
corporation  law  were  of  the  utmost 
value  to  the  original  South  Side  Ele- 
vated Company  and  later  to  the  Metro- 
politan Elevated,  but  his  reputation 
largely  rests  upon  his  activities  as 
counsel  for  the  receiver  of  the  Union 
Traction  Company  in  1906.  Subse- 
quently with  the  formation  of  the  Chi- 
cago Railways  he  became  its  general 
counsel  and  in  1914,  upon  the  passage 
of  the  unification  ordinance,  providing 
for  the  unified  operation  of  all  surface 
companies  under  the  designation  of  the 
Chicago  Surface  Lines,  he  was  named 
as   its   general   counsel. 

Mr.  Gurley  was  recognized  in  the 
legal  profession  as  the  only  man  who 
was  familiar  with  all  of  the  intricate 
phases  of  the  reorganization  plan 
which  resulted  in  the  acquisition  of  the 
Union  Traction  properties  by  the  Chi- 
cago Railways  and  with  the  ordinances 
under  which  present  corporations  are 
operating.  In  addition  to  his  activities 
in  traction  matters  he  was  general 
counsel  for  a  number  of  other  impor- 
tant companies. 

Mr.  Gurley  was  born  in  Mount  Gilead, 
Ohio,  in  1851  and  was  graduated  from 
Ohio  Wesleyan  University  in  1870,  and 
for  two  years  was  superintendent  of 
public  schools  at  Seville,  Ohio.  He 
went  to  Chicago  in  1874.  He  is  sur- 
vived by  his  wife  and  one  daughter. 


Andrew  Sylvester  Littiefield 

Andrew  Sylvester  Littiefield,  for 
many  years  Western  agent  of  the 
Lorain  Steel  Company,  died  suddenly  at 
his  residence  in  Chicago  on  March  4, 
1923.  His  death  was  due  to  heart 
trouble,  which  had  developed  very  re- 
cently. 

Mr.  Littiefield  was  born  on  Oct.  4, 
1859,  in  Baltimore,  Md.  He  went  to 
Chicago  in  1886  with  O.  W.  Meysen- 
burg,  with  whom  he  was  associated 
until  1898.  In  addition  to  being  repre- 
sentative of  the  Lorain  Steel  Company 
he  was  active  in  the  construction  of 
cable,  elevated  and  electric  railways  in 
Chicago  and  throughout  the  Central 
West.  Mr.  Littiefield  became  identified 
with  the  American  Railway  Construc- 
tion Company  and  was  instrumental  in 
the  early  construction  of  the  surface 
lines  of  North  and  West  Chicago.     He 


B.  J.  Arnold,  C.  V.  Weston,  Harvey  B. 
Fleming,  J.  V.  Sullivan,  J.  Z.  Murphy 
and  B.  J.  Fallon. 


Fred  H.  Goff 


A.  S.  LittlenrUI 


later  became  president  of  the  North 
American  Railway  Construction  Com- 
pany, which  office,  in  addition  to  the 
Lorain  Steel  Company  work,  he  retained 
until  his  death. 

Mr.  Littiefield  undertook  and  com- 
pleted the  deck  and  track  work  of  the 
Northwestern  Elevated,  the  third  track- 
ing of  the  South  Side  Elevated  and 
the  extension  of  the  Englewood  Branch. 
During  his  residence  in  Chicago  the 
company  with  which  he  was  connected 
constructed  more  than  150  miles  of  sur- 
face lines  in  that  city.  He  was  at  one 
time  vice-president  of  the  Lake  Street 
Elevated,  now  part  of  the  Chicago  Ele- 
vated System. 

Mr.  Littiefield  was  a  member  of  the 
Union  League  Club,  Chicago  Athletic 
Club,  South  Shore  Country  Club,  Ex- 
moor  Country  Club  and  Lake  Shore 
Athletic  Club  of  Chicago.  ■  He  was  also 
a  member  of  the  Art  Club  of  Philadel- 
phia and  Chicago  Chamber  of  Com- 
merce. He  is  survived  by  four  sons, 
Arthur  S.  Littiefield,  Raymond  S.  Little- 
field,  Calvin  Goodrich  Littiefield  and 
Worthington  Littiefield. 

Services  were  held  at  his  late  resi- 
dence on  March  7  and  interment  was  in 
the  family  mausoleum,  Rosehill  Ceme- 
tery. 

Among  the  electric  railway  men  who 
acted    as    honorary    pallbearers    were 


Fred  H.  Goff,  a  Cleveland  banker, 
died  on  March  15,  at  the  age  of  sixty- 
four.  He  was  well  known  to  the  elec- 
tric railway  industry  because  of  the 
conspicuous  jjart  he  played  in  the  settle- 
ment of  Cleveland's  ten-year  railway 
war. 

For  the  last  fifteen  years  Mr.  Goff 
had  been  president  of  the  Cleveland 
Trust  Company.  He  represented  the 
Cleveland  Railway  in  1907  as  an  arbi- 
trator in  fixing  the  valuation  under  the 
present  service-at-cost  franchise.  The 
late  Tom  L.  Johnson,  then  Mayor,  was 
the  arbitrator  representing  the  city. 

As  a  result  of  that  arbitration,  con- 
ducted under  the  supervision  of  the 
late  Federal  Judge  Tayler,  after  whom 
the  Cleveland  operating  grant  is  named, 
there  was  a  45  per  cent  reduction  in  the 
value  of  the  Cleveland  Railway  property 
as  claimed  by  the  company,  but  a  settle- 
ment was  effected. 

Ever  since  the  conclusion  of  his  work 
in  connection  with  the  settlement  of  the 
railway  dispute  Mr.  Goff  had  been  a 
conspicuous  figure  in  the  civic  life  of 
the  city.  He  was  a  tireless  worker  and 
ready  at  all  times  to  act  in  the  role  of 
peacemaker  in  controversies  affecting 
the  public  interest.  Because  he  had  the 
confidence  of  the  people  his  services 
were  of  extremely  high  value. 

Mr.  Goff  started  out  in  life  as  a 
lawyer,  but  entered  the  banking  field  in 
1908  as  president  of  the  Cleveland  Trust 
Company,  building  up  that  institution's 
deposits  from  $25,000,000  to  $167,000,- 
000,  its  depositors  from  72,000  to 
396,000,  its  number  of  offices  from  ten 
to  fifty-two  and  its  total  assets  from 
$30,000,000  to  $180,000,000.  Moreover, 
at  no  time,  not  even  during  the  war, 
were  loans  made  by  the  Cleveland  Trust 
Company  at  a  rate  of  interest  to  ex- 
ceed  6  per  cent. 

In  1914  Mr.  Goff  gained  nation-wide 
distinction  by  founding  what  is  known 
as  the  Cleveland  Foundation,  a  com- 
munity trust  fund  to  which  wealthy 
Clevelanders  leave  part  of  their  estates, 
the  income  from  which  is  devoted  to 
serving  Cleveland's  community  needs. 
Foundations  patterned  after  Mr.  Goff's 
ideas  have  since  been  established  in 
many  other  cities. 

In  1921  Mr.  Goff  was  designated  by 
President  Harding  to  act  as  an  official 
mediator  in  promoting  a  settlement  of 
then  outstanding  railroad  claims  against 
the  Government,  as  a  result  of  Federal 
control  of  the  railroads  during  the  war. 

Besides  being  head  of  the  Cleveland 
Trust  Company  at  the  time  of  his  death, 
Mr.  Goff  was  also  an  active  director 
in  a  large  number  of  railroad  and  in- 
dustrial enterprises.  He  was  vice- 
president  of  the  Cleveland  Terminal 
Valley  Railroad,  chairman  of  the  board 
of  the  Chicago,  Lake  Shore  &  South 
Bend  Railroad,  a  director  of  the  Balti- 
more &  Ohio  Railroad  and  vice-presi- 
dent of  the  Cleveland,  Lorain  &  Wheel- 
ing Railroad. 


March  24,  1923 


Electric    Railway    Journal 


545 


Jr 


\ 


Manufactures  and  the  Markets 

News  of  and  for  Manufacturers — Market  and  Trade  Conditions 
A  Department  Open  to  Railways  and  Manufacturers 
for  Discussion  of  Manufacturing  and  Sales  Matters 


^ 


JF' 


Referendum  on  Trade  Association 
Activities 

Trade  associations  are  the  subject  of 
a  referendum  submitted  by  the  Chamber 
of  Commerce  of  the  United  States  to  its 
membership.  The  activities  of  trade 
associations  have  been  carefully  gone 
into  by  a  special  committee  of  which 
Philip  H.  Gadsden,  formerly  president 
of  the  American  Electric  Railway  Asso- 
ciation, is  a  member.  This  committee 
has  now  presented  a  report  containing 
recommendations.  The  report  and  its 
recommendations  are  the  basis  for  the 
propositions  submitted  to  a  referendum 
vote. 

R  is  pointed  out  in  the  committee's 
report  that  "there  is  a  long  list  of  func- 
tions which  trade  associations  perform 
in  the  interest  of  their  members  and  of 
the  community  at  large.  These  func- 
tions are  illustrated  by  the  standardiz- 
ing and  safeguarding  of  the  quality  of 
goods,  the  reducing  of  waste  in  manu- 
factui'e  and  distribution,  the  promotion 
of  trade,  both  domestic  and  foreign, 
and  the  upbuilding  in  scores  of  other 
ways  of  industry  and  commerce." 

Rules  Formulated 

In  considering  statistical  activities  of 
trade  associations  and  the  value  of 
statistics  to  business  enterprise  and  the 
public,  the  committee  "has  formulated 
several  rules  which  it  submits  as 
recommendations : 

Repoits  of  members  to  tlie:r  association 
should  be  accurate  and  sufficiently  com- 
plete to  prevent  misconstruction. 

As  distributed  to  the  membership,  the 
statistics  should  not  be  accompanied  with 
any  interpretation  or  other  comment  which 
could  Induce  or  facilitate  concerted  action 
on   the  part  of  members. 

All  statistics  regarding  prices  should  be 
confined  to  closed  transactions,  and  should 
not  refer  to  pending  transactions  or  future 
transactions. 

The  committee  says  that  it  is  no  part 
of  the  function  of  a  trade  association 
to  attempt  to  obtain  concerted  action  by 
advising  members  how  to  conduct  their 
own  businesses.  Price  statistics  for 
closed  transactions  show  facts;  the 
function  of  collecting  and  distributing 
these  is  consequently  reportorial.  As  to 
the  contention  in  some  quarters  that 
summaries,  average  prices  on  typical 
lines  or  figures  grouped  together  ac- 
cording to  territorial  districts  are  suffi- 
cient, the  committee  believes  that  for 
the  use  of  the  members  of  most  trade 
associations  more  detailed  information 
is  necessary  and  can  see  no  objection  to 
the  distribution  of  such  information  to 
the  members  and  to  the  public. 

The  committee  recommends  that 
every  trade  association  that  collects 
statistics  should,  immediately  upon  issu- 
ing the  statistics  to  the  membership, 
furnish  them  to  the  public  press  and 
to  the  Department  of  Commerce,  the 
Federal  Trade  Commission,  the  Depart- 


ment of  Justice  and  such  other  govern- 
ment agencies  as  may  have  use  for 
them. 

Summarizing  the  preceding  discus- 
sion, the  committee  believes  that  trust- 
worthy information  concerning  capacity, 
production,  stocks,  sales  and  prices  is 
essential  to  the  effective  operation  of 
industry  and  trade  under  competitive 
conditions.  The  voluntary  reporting  of 
such  information  to  trade  associations 
and  the  subsequent  publication  or  dis- 
semination of  such  information  in  a 
manner  which  makes  it  available  not 
only  to  contributors  but  also  to  con- 
sumers and  to  the  public  generally  are 
beneficial  alike  to  the  field  of  business 
and  the  public  and  do  not  constitute 
a  restraint  of  trade. 


Auction  of  Car  Plant  Set 
for  April  2 

Though  the  Barney  &  Smith  Car 
Company's  plant,  which  at  one  time 
was  valued  at  more  than  $3,250,000, 
could  have  been  purchased  for  approxi- 
mately $666,000,  two-thirds  of  the  latest 
appraisment,  there  were  no  bidders  on 
March  15,  when  Sheriff  Howard  Web- 
ster of  Montgomery  County  oflfered  the 
works  for  sale  at  Dayton  for  the  fourth 
time.  Another  postponement  resulted, 
with  April  2  set  for  the  next  auction. 
The  plant  was  offered  on  foreclosure 
proceedings  brought  by  the  bondholders, 
who  hold  a  $2,000,000  mortgage. 


Latest  Railway  Directory 
Has  New  Features 

The  February  edition  of  the  McGraw 
Electric  Railway  Directory,  recently  off 
the  press,  contains,  in  addition  to  the 
usual  data  as  to  number  of  cars  owned, 
miles  of  track,  gage,  powerhouse  and 
substation  details,  and  various  other 
data  included  for  some  time  past,  the 
further  new  data  covering  the  number 
of  miles  of  track  in  paved  streets  as 
distinguished  from  open  tracks,  the 
rate  of  fare  prevailing  on  each  prop- 
erty as  the  directory  went  to  press,  the 
number  of  one-man  cars  operated,  and 
the  number  of  motor  buses  owned  by 
each  railway  company.  The  additional 
data  amplify  the  usefulness  of  the 
directory.  It  now  contains  practically 
all  of  the  common  data  needed  about 
any  company  in  addition  to  an  authen- 
tic and  up-to-date  listing  of  all  officials 
and  department  heads. 


Comments  on  Business 
in  Steam  Turbines 

E.  H.  Sniffin,  manager  power  sales 
department  of  tlie  Westinghouse  Elec- 
tric &  Manufacturing  Company,  re- 
cently commented  on  the  large  amount 
of  business  in  steam  turbine-generators. 
This  company  has  received  during  the 
last  few  months  orders  aggregating 
nearly  600,000  kw.  Mr.  Sniffin  stated 
that  the  amount  of  such  business  this 
year  could  only  be  limited  by  the  manu- 
facturing capacity.  Sections  of  the 
Westinghouse  plant  in  which  these  ma- 
chines are  built  have  been  working  at 
full  capacity  since  last  summer.  Accord- 
ing to  Mr.  Sniffin,  previous  to  that  time 
there  was  a  dearth  of  new  business 
covering  a  period  of  eighteen  months. 
It  follows  then,  in  the  opinion  of  the 
power  sales  manager,  that  steam  tur- 
bines are  purchased  when  the  money 
market  is  easy  and  finances  can  be  ob- 
tained to  build  new  plants  and  add  new 
equipment  to  existing  stations. 


Authorizations  and  Proposals 
for  Reconstruction 

The  Bradford  Town  Council  has  been 
authorized  to  borrow  £6.3,000  for  forty- 
six  new  cars,  and  £104,925  for  track 
reconstruction.  The  Yarmouth  Town 
Council  has  adopted  proposals  for  a 
scheme  of  permanent  way  reconstruc- 
tion to  cost  £55,000.  The  Newcastle-on- 
Tyne  Town  Council  proposes  to  apply 
for  permission  to  borrow  £179,000  for 
extensions  and   renewals  of  tramways. 

After  years  of  talk  and  negotiations 
the  proposed  Dearne  Valley  light  elec- 
tric railway  is  going  to  be  constructed. 
A  tender  has  just  been  accepted  for  the 
construction  of  the  line,  about  15  miles 
long,  starting  from  Barnsley  and  con- 
necting a  number  of  small  towns  and 
villages.  The  cost  is  to  be  £200,000. 
The  rolling  stock  and  electric  plant  will 
be  provided  by  the  English  Electric 
Company  at  a  price  of  £37,000.  Over 
the  greater  part  of  its  length  the  rail- 
way will  be  laid  on  existing  highways. 
The  scheme  is  a  joint  one  in  the  hands 
of  a  number  of  local  authorities  con- 
cerned. 


Council  Approves  Car 
Leasing  Plan 

Final  approval  of  the  plan  to  lease 
100  new  cars,  with  option  to  purchase 
after  a  period  of  years,  has  been  voted 
unanimously  by  the  City  Council  of 
Seattle,  Wash.  The  board  of  public 
works  will  immediately  proceed  to  call 
for  bids  from  manufacturers  willing  to 
furnish  cars  under  the  plan   proposed. 


Metal,  Coal  and  Material  Prices 

March  20. 

Metals— New  York  192J 

Copper,  electrolytic,  rrnt«  per  lb 17.25 

Copper  wire  base,  centa  per  lb 19.375 

Lead,  cents  per  lb 8.  25 

Zinc,  cents  per  lb 8.175 

Tin.  Straits,  cents  per  lb 49.25 

Bituminous  Coal,  f  .o.b.  Mines 

.Smolceless  mine  run,  f.o.b.  vessel,  Hampton 

Roads.  gT«>ss  tona 7. 125 

Somerset  mine  run.  Boston,  net  tons 3.375 

Pittsburgh  mine  run,  Pitlshnrgh.  net  tons. .  2.  375 

Franldin,  111.,  screeninRs,  ChicaKO,  net  tons.  2 .  375 

Central,  IIl.,scr(*pnings.  Chicago,  net  tons. .  1 .625 

Kansas  screenings,  Kansas  City,  net  tons.. .  2 .  625 

Materials 

Rubber-covered  wire,  N.  Y.,  Ko.   M,  per 

1,000ft 7.50 

Weatherproof  wire  base,  N.  Y.,  cents  per  lb.  19.50 

Cement.  Chicago  net  pricra.  without  ba^.  .  $2.20 

I.insee<l  oil  (5-b.S'I.  lotsl.  N.  V  .  per  gal $1.0! 

Wiiite  lead,  (lOO-lb.  keg).  NY.,  cents  per  lb  13.  375 

Turpentine,  (bbl,  lots),  N.Y..pergal $1.53 


546 


Electric    Railway    Journal 


Vol.  61,  No.  12 


Rolling  Stock 


Connecticut  Company,  New  Haven, 
Conn.,  is  said  to  be  considering  the  pur- 
chase of  fifty  new  cars. 

Lewiston  &  Reedsville  Electric  Rail- 
way, Lewiston,  Pa.,  a  Day  &  Zimmer- 
nvann  property,  is  planning  the  purchase 
of  four  cars,  but  no  decision  has  been 
made  about  the  equipment. 

Citizens'  Traction  Company,  Oil  City, 
Pa.,  has  not  yet  placed  the  order  for 
the  six  new  cars  which  it  contemplates 
purchasing.  It  is  likely  the  order  will 
be  placed  shortly. 

Grand  Rapids  (Mich.)  Railway  pro- 
poses to  remodel  this  year  twenty- 
eight  cars  to  a  more  modern  type  of 
rolling  equipment.  These  will  be  fitted 
with  standard  safety  devices  for  oper- 
ation as  one-man  cars.  It  is  also  pro- 
posed to  purchase  eight  new  cars  of  this 
type. 

Birmingham  Railway,  Light  &  Power 
Company,  Birmingham,  Ala.,  will,  ac- 
cording to  J.  S.  Pevear,  president  and 
co-receiver,  have  to  purchase  from  fifty- 
five  to  sixty  new  cars  of  the  larger 
type,  if  the  ordinance  is  enforced  re- 
quiring separate  cars  for  white  and 
negro  passengers. 

Houston  (Tex.)  Electric  Company  has 
made  application  to  the  City  Council  to 
purchase  ten  new  double-truck  Birney 
safety  cars.  The  order  for  these  cars 
will  be  placed  as  soon  as  the  City 
Council  approves  the  application.  The 
company  is  now  operating  ten  cars  of 
the  same  type  which  were  purchased 
in  1922. 

Eastern  Massachusetts  Street  Rail- 
way, Boston,  Mass.,  has  placed  an  order 
with  the  J.  G.  Brill  Company  of  Phila- 
delphia for  fifty  new  double-truck  cars 
of  the  one-man  type  at  a  cost  of 
$580,000.  Deliveries  will  be  made  in 
October  and  November  and  the  cars 
will  be  distributed  among  several  of  the 
fifteen  operating  districts. 

St.  Joseph  (Mo.)  Railway,  Light, 
Heat  &  Power  Company,  to  meet  its 
new  program  providing  for  one-man 
car  installation  is  having  built  twelve 
new  cars  by  the  American  Car  Com- 
pany, St.  Louis,  and  four  old  cars  are 
being  remodeled  to  meet  the  require- 
ments of  the  company.  The  new  cars 
that  are  being  built  in  St.  Louis  will 
cost  about  $70,000,  according  to  General 
Manager  Adams,  and  the  company  is 
financing  the  purchase  of  them  through 
the  sale  of  trust  certificates  on  the  St. 
Joseph  market.  Arrangements  for  their 
sale  have  just  been  completed.  The 
new  surface  cars  will  seat  about  thirty- 
five  passengers. 

Track  and  Roadway 


Dallas  (Tex.)  Railway  will  rebuild 
certain  portions  of  its  tracks  in  High- 
land  Park  and  do  some  street  paving. 

Nashville  Railway  &  Light  Company, 
Nashville,  Tenn.,  through  a  Senate  reso- 
lution, has   been   requested   to   extend 


the  Jefferson  Street  line  to  the  State 
Agriculture  and  Normal  School  for 
negroes. 

Los  Angeles  (Calif.)  Railway  has  laid 
a  single  track  in  the  Third  Street  exten- 
sion being  made  from  Third  and  Larch- 
mont  along  Larchmont  to  La  Brea.  The 
work  has  been  carried  to  Mulford. 

Tuscaloosa  (Ala.)  Railway  &  Utili- 
ties Company  has  been  reconstructing 
its  loop  line  and  the  suburban  line  to 
Holt.  The  company  has  already  re- 
ceived 3,000  new  ties.  About  $15,000 
will  be  spent  on  these  improvements. 

Buffalo  &  Lake  Erie  Traction  Com- 
pany, Erie,  Pa.,  will  likely  construct  a 
double-track  line  with  connecting  curves 
in  Twenty-first  Street  from  State  to 
Peach  Streets.  An  ordinance  to  this 
effect  is  to  be  introduced  in  the  City 
Council. 

New  York,  N.  Y.— The  Board  of  Esti- 
mate having  failed  to  act  upon  the  bid 
of  the  Phoenix  Bridge  Company  for  the 
construction  of  part  of  the  Flushing  ex- 
tension of  the  Queensboro  subway  and 
the  bid  having  been  withdrawn,  as  per- 
mitted by  law,  the  Transit  Commission 
has  readvertised  the  contract  and  will 
receive  new  bids  on  April  2. 

Indiana  Service  Corporation,  Fort 
Wayne,  Ind.,  is  planning  extensive  im- 
provements to  the  city  lines  of  Fort 
Wayne,  during  the  present  year.  These 
improvements  include  the  double-track- 
ing of  the  South  Calhoun  Street  line, 
the  double-tracking  and  extension  of 
the  Pontiac  Street  line  and  the  estab- 
lishment of  a  new  car  line  on  Lafayette 
Street.  Petitions  have  already  been 
placed  with  the  Board  of  Public  Works 
asking  authority  to  start  this  work.  The 
Lafayette  and  Pontiac  projects  were 
taken  under  advisement  by  the  board, 
bu";  the  resolution  for  the  South  Cal- 
houn Street  improvement  was  immedi- 
ately adopted. 

Power  Houses,  Shops 
and  Buildings 

Bangor  Railway  &  Electric  Company, 

Bangor,  Me.,  has  purchased  a  four-story 
brick  building  in  Bangor  to  be  used  as 
a  waiting  room. 

Chicago  (111.)  Surface  Lines  will  move 
its  offices  from  the  Borland  Building  to 
the  new  Illinois-Merchants  Building, 
Clark  and  Jackson  Streets,  on  May  1. 

Connecticut  Company,  New  Haven, 
Conn.,  has  awarded  a  contract  to  the 
Sperry  Engineering  Company,  New 
Haven,  to  enlarge  the  power  plant  of 
the  company  on  Grand  Avenue,  New 
Haven.  The  addition  will  be  of  brick 
and  steel,  one  story  high,  36  x  72  ft., 
and  will  cost  $25,000.  New  equipment 
will  also  be  added. 

Los  Angeles  (Calif.)  Railway  will 
build  a  fifth  automatic  power  substa- 
tion. The  order  for  a  1,000-kw.  con- 
verter has  been  placed  with  the  General 
Electric  Company.  Plans  and  specifi- 
cations are  being  prepared  for  the  build- 
ing, which  will  measure  40  x  46  ft.  The 
southwest  section  of  the  city  will  be 
served  by  this  new  station. 


Trade  Notes 


Westinghouse  Electric  &  Manufac- 
turing Company,  East  Pittsburgh,  Pa, 
has  appointed  G.  B.  Kirker  manager  of 
the  railway  division  of  its  Los  Angeles 
office  and  has  changed  the  name  of  that 
division  to  transportation  division. 

Walter  A.  Zelnicker  Supply  Company, 
St.  Louis,  Mo.,  moved  its  offices  on 
March  1  from  325  Locust  Street  to  the 
Chamber  of  Commerce  Building,  511 
Locust  Street.  The  company's  plant 
and  yards  in  East  St.  Louis  now  cover 
fourteen  acres. 

Metal  &  Thermit  Corporation,  New 
York,  N.  Y.,  will  move  its  Pittsburgh 
branch  on  May  1  from  801-807  Hillsboro 
Street,  Corliss  Station,  to  1514  Fayette 
Street,  N.  S.  In  order  to  take  care  of 
the  increasing  business  in  the  Pitts- 
burgh territory  a  modern  welding  shop 
is  now  being  constructed. 

Russell  Company,  Kenosha,  Wis.,  has 
received  a  contract  from  the  Oneida 
Motor  Truck  Company  for  the  building 
of  gas-propelled  railroad  coaches.  The 
Oneida  works  have  started  production 
on  six  trains  for  the  Russell  Company 
which  have  already  been  sold  to  several 
Eastern  steam  railroad  lines.  The  en- 
gines for  these  coaches  are  6-cylinder, 
70-hp.  Wisconsins. 

Cleveland  (Ohio)  Fare  Box  Company 
— Canadian  Cleveland  Fare  Box  Com- 
pany, Ltd.,  Preston,  Ont.,  announce  their 
appointment  as  manufacturer's  distrib- 
utors to  electric  railways  for  the  C.  L. 
Downey  Company,  Cincinnati.  The  prod- 
ucts of  this  company  embrace  hand  and 
motor  driven  coin  counting  machines, 
coin  sorting  machines,  coin  wrappers, 
coin  trays  and  manual  coin  counters. 
The  coin  counting  machines  will  han- 
dle all  sizes  of  tokens  and  coins  of  all 
denominations  up  to  and  including  the 
50-cent  piece.  It  will  also  handle  for- 
eign coins  of  all  sizes  up  to  and  includ- 
ing the  dimensions  of  the  United  States 
50-cent  piece. 

Has'kelite  Manufacturing  Corporation, 
Chicago,  111.,  recently  received  orders 
for  forty-five  Haskelite  roofs  for  the 
Type  4,200  trailers,  which  will  be  built 
in  the  shops  of  the  Detroit  Municipal 
Railway.  Among  other  recent  installa- 
tions of  Haskelite  roofs  are  the  forty- 
five  used  by  the  Chicago  Surface  Lines, 
in  construction  of  their  model  light- 
weight safety  cars.  A  similar  car, 
equipped  with  center-door  entrance, 
was  built  for  the  Municipal  Railway  of 
San  Francisco.  Twenty  of  these  cars, 
constructed  at  the  American  car  shops, 
were  fitted  with  Haskelite  roofs  as  well 
as  twenty  additional  cars  built  at  the 
Bethlehem  shipbuilding  plant.  The  com- 
pany has  also  received  an  order  for 
Haskelite  head  linings  for  fifty-five 
Pittsburgh  cars  to  be  reconstructed  at 
the  St.  Louis  Car  (Company  plant. 
Haskelite  head  linings  were  specified 
by  the  Pittsburgh  Railway  for  these. 
Similar  cars  recently  built  by  Pressed 
Steel  Car  Company  were  also  fitted  with 
Haskelite  linings.  These  items  show 
growing  interest  in  this    material. 


March  24,  1923 


Electric    Railway    Journal 


19 


PEACOCK 

Improved  Brakes 


The  Eccentric  Chain- Winding  Drum 

That  remarkable  feature  which  affords 
maximum  speed  of  chain  winding 
at  the  start  of  braking,  when  the 
large  radius  part  of  the  eccentric  is 
in  action,  followed  by  reducing  radius  ■^ 
as  the  slack  is  taken  up  until  at  the 
end  of  the  operation,  maximum  brak- 
ing force  is  applied  through  the  mini- 
mum radius. 


possess  unique  safety 
features  which  give  to 
them  undisputed  leader- 
ship in  the  railway 
hand-brake  field 


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. 


20 


Electric    Railway    Journal 


March  24,  1923 


B  Q^^j^gjfjg^  E^ivgiiveef ^1 


^otii,  SJacott  &  "5>avl0 

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 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER.   MASSACHUSETTS 

RKPORTS — APPRAISALS— RATES — OPERATION — SERVICE 


C.  E.  SMITH  &  CO. 

Consulting  Engineers 

2065-75  Railway  Exchange  BIdg.,  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   Plzuits,  Buildings,   Steam   Power   Plants,  Water 

Powers,  Gas   Plants,   Steam  and   Electric  Railroads, 

Transmission  Systems 

43  Exchange  Place,  New  York 


John  A.  Seller 

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,  Mius. 


J.  ROWLAND  BIBBINS 

Rnijiticer — 921  Fifteenth  St.,  ^VASH1^•GT0^^  D.  C. 
TRANSPORTATION 

Complete  Transit  Surveys  and  Development  Pro- 
grams, adapting  Motor-Transport,  R.R.  Terminal  and 
City  Plans.  Traffic,  Service,  Routing,  Operation  and 
Valuation. 

EXPEKIENCE  IN  20  CITIES 


Byllesby 

Engineering  &  Management 

Corporation 


New  York 


208  S.  La  Salle  Street,  Chicago 


Tacoma 


Parsons,  Klapp,  BrinckerhofE  &  Douglas 


H'M.  BAKCLAY  PARSONS 
LUGENE  KLAPP 


H.  M.  BRINKERHOFF 
W.  i.   DOUGLAS 


Engineers — Constructors — Managers 

Hydro-electric  Railway  Light  and  Industrial  Plants 

>\ppraisals  and   Reports 


CLEVELAND 
1670  Hanna  Bide. 


NEW  TOBK 

84  Pine  Bt. 


DAY&ZIMMERMANN.Inc. 


DjBji^n ,    Constru  ction 
"Rfboris,  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. 


March  24,  1923 


Electric    Railway    Journal 


21 


Safety  Cars 

Big  ones  or  little  ones 


Either  kind  are  money  savers  for  the  electric  railway 
company.  But  the  latest  developments  in  double-truck 
one-man  cars  promise  larger  possibilities  for  increased 
revenue  and  reduced  operating  expenses  than  any  other 
kind  of  equipment  jou  can  invest  in. 


The  Universal  Safety  Car 


has  all  the  "Safety  Car"  features 

In  addition  it  seats  nearly  twice  as  many  passengers  as  the 
Birney  car,  and  it  can  be  used  as  a  two-man  double-end  car. 
It  weighs  only  30,000  lbs.,  and  is  built  to  that  same  well-known 
St.   Louis  standard   of  Quality. 

Settd  for  Catalogue  103 

St.  Lavj  is  CanC^^mp^rvy 

St.  LavjIs,  A^A. 


KELLY,  COOKE  &  COMPANY 

Engineers 


149  BROADWAY 
NEW  YORK 


424  CHESTNUT  STREET 
PHILADELPHIA 


Andrew  Sangster  &  Company 


Rate  Invest! gatioiu 
Depreciation  Stndiefl 


Consulting  Accountants 
New  York  and  Chicago 


ConMlldatlou 
Beport*  to  Bankera 


25  Broadway,  New  York 


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 

Speciatizing  in  Tra0ie  Problems  and  in  Method*  to 

Improve  Service  and  Increase 

EKcimncy  of  Operation 

PIQUA,  OHIO 


Dwight  P.  Robinson  &  Company 

Incorporated 

Design  and  Construction  of 

Electric  Railways,  Shops,  Power  Stations 

125  East  46th  Street,  New  York 


Chicago 
Lo«  Angeles 


Youngstown 
Montreal 


Dallas 
Rio  de  Janeiro 


A  Style  for 
Every  Service 

Send  (or  Catalr 

BONNEY-VEHSLACE 
TOOL  CO. 

Newark,   N.  J. 


THE  P.  EDWARD  WISH  SERVICE 

so  Church  St.  Street  Railway  Inspection  131   State  St. 

NEW  YORK  DETECTIVES  BOSTON 


When  writing  the  advertiser  for  information  or 

prices,  a  mention  of  the  Electric  Railway 

Journal  would  be  appreciated. 


Standard  Underground  Gable  CJo. 

MAnufacturcrs  of 

Electric  Wires  and  Cobles  of  aU  kinds; 

also  Cable  Terminals,  Junction  Boxes,  etc 

Boston  Philadelphia  PIttsburih  Detroit  New  Tork 

San  Francisco  Chicago  Washington  St.  Louti 


22 


Electric    Railway    Journal 


March  24,  1923 


A 


ing-S 


nnouncind-Seamlej^S 


BIAS 


^ 


H 


to  Engine  erv^ 

Coil  WndS^ ,  Repair  ^^Kop^ 
Aiotor,  Tran^fbrraer  and. 
Cable  MjELu.\x£acixt,i:erj^ 


Furnished  in—  ■ 
Widths  1^  in.  and  wider. 
Lengths  36  and  72  yd  rolls. 
Thickness  .005  to  .015  in. 


Seven  Factors 
of  Quality 

High  Dielectric  Strength 

High  Resistance 

Flexibility 

Non  Hygroscopic 

Heat  Resisting 

Chemically  Neutral 

Maximum  Elasticity 


Soies  RtpreMeniative* : 

Mitchell-Rand  Mfg.  Co.,  New  York 

T.  C.  White  Electric  Supply  Co..  St.  Louit 

E.  M.  Wolcott,  Rochester 
L.  L.  Fleig  A  Co.,  Chicago 
Consumers  Rubber  Co..  Cleveland 
Clapp  &  Lamoree,  Los  Angeles 

F.  G.  Scofield,  Toronto 


1RVINGTON  seamless  bias  tape  varnished  cambric  is  made  in  widths  of 
^  in.  and  wider.  Length  36  and  72  yd.  rolls.  Thickness  .005  to  .015  in. 
TTie  advantages  of  a  SEAMLESS  over  a  sewed  bias  tape  are:  It  can  be  con- 
tinuously wound  without  the  necessity  of  stopping  to  cut  out  a  seam.  Absence 
of  seam  avoids  air  [xx:kets  and  the  consequent  lowering  of  dielectric  at  that 
spot.  Can  be  wound  with  a  taping  machine.  Will  successfully  supplant 
method  of  insulating  with  linen  tape  and  the  subsequent  impregnation  with 
insulating  varnish.    Seamless  bias  can  be  wound   with  lap  instead  of  butt  joint. 


Ir.vimgton  Varnish  a  Insulator  (§* 

Jr  vinoto  n,  NewTersey. 

Established  1905 


LARGEST    MANUFACTURERS    OF    VARNISHED     CAMBRIC     IN    THE     WORLD 


Electric    Railway    Journal 


Make  Any  Car  a  Safety  Car! 


Every  automatic  safety  fea- 
ture advocated  for  one-man 
operation  can  now  be  install- 
ed on  old  cars  without  dis- 
turbing present  air  brakes, 
piping  or  control — a  saving 
of  time  and  money. 

New  and  tested  apparatus  is 
■•  available.  Your  old  cars, 
either  single  or  double  truck, 
can  be  quickly  converted  in- 
to safety  cars  by  use  of  the 

Positive  Safety  Appliance 


Details  and  drawings 
furnished  upon  application 


Nic  Le  Grandl  lnc» 

ROCK  ISLAND 
ILL. 


Electric    Railway    journal. 

^iiiiiii iiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiniiiiiiiiiiiiiiuiiiiiiirairiiiimiiii iiiiiiitiir iiiiiiimiiiiiiiiiiniiiiiiiiiiiiiiiiniiiiiiiii i i iiiiiiiiimii miiiiiiiiiiiiiii mm iiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiitiir iiiiiie 


The  Monthly 

MAINTENANCE 

Issue 

I  is  focussed  on  the  practical  man,  the  man  who  uses 

I  the  tools,  the  man  who  handles  the  materials,  the 

I  man  who  puts  in  and  keeps  up  the  equipment  of 

I  the  track,  line,  shop  and  power  departments.    An 

I  issue  devoted  wholly  to  articles  and  items  on  the 

I  physical  property,  its  installation  and  maintenance, 

j  its  economy  and  its  service  value.  | 

I  It  will  reach  a  thousand  additional  readers, — fore-  | 

I  men  and  minor  executives.    It  is  read  by  the  men  | 

I  who  are  on  the  ground  supervising  the  work.  | 

I  Coming  in  the  Monthly  Maintenance  Issue:  | 

—  s 

I  1       Articles  of  a  broad  survey  nature,  covering  methods  I 

I  of  many  of  the  leading  companies,  which  will  help  | 

I  the   railways  to   put   into   use   the   latest  and  best  | 

I  maintenance  practices.  | 

I  O      Articles  that  will  help  the  manufacturer  to  service  I 

I  his  equipment.  | 

I  'y      Articles  that  will  show  the  savings  that  have  been  | 

I  made  by  discarding  old  tools  and   equipment,   and  | 

I  substituting  modern  devices  and  apparatus.  i 

Creates  Buying  Habits 
Among  Readers 

I  Because: — instructive,    informative    buying    information   is  I 

I  furnished  to  the  reader.  I 

I  Because: — bigger  space  in  this  issue  backs  up  your  adver-  | 

I  tising  in  the  other  weekly   issues.     It  is   a  low-  i 

I  cost  addition  to  your  sales  force  doing  mission-  | 

I  ary   work   of    immense    practical    value    among  i 

I  the  workers  in  the  ranks  of  the  industry.  | 

I  Because: — the   foreman   or   the   mechanic   of   today   is   the  | 

I  department  head  of  tomorrow.                                                                                    '           | 

I  Because: — 'he    influence   and   opinion   of   the    man   on   the  | 

I  job,    is    now    a    well-recognized    factor    in    the  | 

I  choice    and    purchase   of  equipment.  | 

i  Because: — -'he  man  on  the  job  can  make  or  mar  the  sue-  | 

I  cess    of    your    equipment    after    it    is    installed.  I 

I  Educate  him  and  cultivate  his  good  will.  I 

I  ELECTRIC  RAILWAY  JOURNAL  | 

I  C.  Monroe  Smith,  Advertising  Manager  | 

I  Published  by  I 

I  McGraw-Hill  Co.,  Inc.,  New  York,  N.  Y.  I 

SsiittiiiiiiiiiiiiiiiiiniiitiiiHiiiiiHiiimiimiiHiiiiHiiiMiiimntiHiiiiiiiiiiiiiiiiiiHmiwimiiiiiiiiMiiiiiiiiiMimiiiiiiiiHiitH 


March  24,  1923 


Electric    Railway    Journal 


25 


Miller  Trolley  Shoe  installations 
are  widely  spread  throughout 
America  and  abroad. 


Have  you  tried 
MILLER  TROLLEY  SHOES 

(Patented) 

Over  50  other  roads  have 

— and  are  now  using  them  continuously  as  standard  equip- 
ment. They  have  found  that  Miller  Trolley  Shoes  give 
more  satisfactory  service,  and  are  more  economical. 

Investigate  the  sliding  contact  proposition  now,  and  try 
Miller  Trolley  Shoes  on  your  road.  Pick  out  at  least  one 
line,  where  a  fair  trial  can  be  made.  Don't  try  to  operate 
wheels  and  shoes  on  the  same  wire — make  an  exclusive 
Trolley  Shoe  line,  and  see  how  much  longer  both  shoes 
and  wire  last. 

Remember  that 

— the  Miller  Trolley  Shoe  hae  been  on 
the  market  for  teveral  yearM.  It  ha*  a 
positively-established  reputation  for  satis- 
factory service  on  numerous  roads — and 
has  a  responsible  concern  behind  it. 

Write  for  full  information. 

Miller  Trolley  Shoe  Co. 

Boston  21,  Mass. 

Western  Representative; 

Economy  Electric  Devices  Co., 

1590  Old  Colony  Bld(.,  Chicago,  III. 


26                                           .         Electric    Railway    JOURNAL 
Hiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii mil iiiiiiiiiiiir 


March  24.  1923 


.>/■'.,.■  f 


Ufile 


When  a  Zulu  appears  to  be  dead  he  is  said 
to  be  ufiU. 

There  are  no  undertakers  among  these  tribes, 
for  the  simple  reason  that  the  native  has  a 
deep  dislike  for  handling  a  dead  human 
body. 

He  is  afraid  it  will  either  cast  a  spell  over 
him  or  possibly  come  to  life  during  burial 
and  call  out  to  have  the  dirt  taken  off! 

Just  the  vfay  a  few  operators  regard  brush 
trouble.  It's  a  dead  issue  with  them.  They 
feel  that  it  has  been,  is,  and  always  will  be, 
a  d — ra  nuisance,  and  they're  afraid  to  mon- 
key with  it  for  fear  it  will  become  worse. 

In  this  respect,  we  are  the  only  undertakers 
who  do  not  hang  crepe.  We  bury  brush 
troubles  so  deep  that  they  are  never  heard 
from  again. 

If  they  talk  back  during  burial  we  hit  'em 
over  the  head  with  the  spade. 


Examine 

the  new  STANDARD 


Main   Office   and  Factory: 
519  West  38th  Street,  New  York 

DISTRICT  ENGINEERS  AND  AGENTS: 


for  10  days,  FREE 


The  new  fifth  edition  of  the  STANDARD  HAND- 
BOOK  contains  so  much  practical  information  on 
modern  electrical  engineering  that  practically  every 
electrical  engineer  who  sees  it,  buys  it. 

In  five  weeks  the  entire  large  first  printing  of  this  new 
edition  was  exhausted,  and  orders  have  kept  piling  up. 
Now  a  new  second  printing  is  ready. 

STANDARD 
HANDBOOK 

for 
ELECTRICAL  ENGINEERS 

Editor-in-Chief,   Frank    F.   Fowle 
Assisted  by  a  staff  of  more  than  60  specialists 

Fifth  Edition.  ReviNeil  and  Enlarged 

2139  pages,  4V2   x  7,  flexible.    Thumb-indexed,  fully 

illustrated,  $6.00  net,  postpaid. 

More  than  60  well-known  electrical  engineers  have  prepared 
the  material  for  this  new  fifth  edition  with  the  daily  refer- 
ence requirements  of  the  practising-  engineer  constantly  in 
mind. 

They  have  made  this  book  the  rigrht  handbook  for  you — the 

one  great  handbook  for  your  everyday  needs. 

They  have  made  usefulness  its  keynote. 

They    have   covered    thoroughly    the    whole    field    of    modern 

electrical    engineering. 

The  new  developments,    the   impressive   progress  of  electrical 

engineering,  are  all  thoroughly  described  and  recorded. 

A  bigger  book  but  the  i^rice  has  been 
reduced  to  $6.00 


^^eeSxcrnihiotamCouficn 


McGraw-Hill  Book  Co.,  Inc.,  370  Seventh  Avenue,  New  York.  X.  Y. 

You  may  send  me  on  10  days'  approval  Standard  Handbook,  New 
Fifth  Edition,  S6.OO  net.  I  agree  to  pay  for  the  book  or  return 
it  postpaid  within  10  days  of  receipt. 

^      J      Regrular  subsi-rilwr  to  Electric  Railway  Journal? 


!  Electric  Power  Equipment  Corp., 

I        1 3th    and    Wood    Sts..    Phila- 

;       delphia 

•  Electrical    Engineering    &    Mfg. 

:       Co..    909    Penn.    Ave..    Pllls- 

;      burgh 

I  J.    F.    Drummer.     75     Pleasant 

;       St..    Revere.    Massachusetts 

:  W.  K.  Hendey  Co.,  Hoge  Blilg., 

:       Seattle 


Si>ecial    Service    Sales    Co.,  — 

202    Russ    BIdg.,  — 

San   Francisco.    Cal.  s 

Special    Service    Sale*    Company,  2 

502  D«1U  Bids.,  Los  Angeles  = 

Aatlwajr  &  Power  Engitieerlns  — 
Corporation.  Ltd.,  131  East  — 
f'Ti  Ave.,  Toronto,  Ontario,  5; 
<  ^  la da  «  ~ 


_i     i     Signed 


Address    

OflBcial   Position    

Name  of  Company 

(Books  sent   on   approval  to  retail  purchasers   in   the  U.   S.   and 
Canada  only.)  E.  3-24-23 


Tiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiniiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiif?   L....«...............— — — — — — — > 


March  24,  1923 


Electric    Railway    Journal 


27 


Asbestos  Rock  from  which  Asbestos  Roofing  is  made. 


There  are  six  types  of 
Asbestos  Roofing  for 
Electric  Railway  use 

Electric  Railway  buyers,  impartially  search- 
ing for  the  cheapest  per  year  roofings,  find  that 
each  of  the  six  asbestos  roofings  listed  below 
represents  the  most  economical  roofing  of  its 
type. 

Each  one  of  these  roofings  is  all  mineral, 
little  affected  by  weather  and  time,  and  free 
from  the  danger  of  roof-communicated  fire. 

You  apply  Asbestos  roofing  and  forget  it.  No 
periodic  painting  or  coating  expense  and  no 
untimely  deterioration — for  remember,  asbestos 
is  an  indestructible  rock  fibre. 

Johns-Manville  Built-Up  Asbestos  Roofing 
for  all  types  of  permanent  flat  roofed  buildings. 

Johns-Manville  Asbestos  Ready  Roofing  for 
inexpensive  and  temporary  buildings. 

Johns-Manville  Rigid  Asbestos  Shingles  or 
Flexstone  Asbestos  Slate  Surfaced  Shingles  for 
ridge  roofs — beautiful  as  well  as  economical. 

Transite  Corrugated  Asbestos  Roofing  or 
Asbestos  Protected  Metal  for  skeleton  frame 
construction. 

All  Johns-Manville  Asbestos  Roofings  are 
given  highest  ratings  by  the  Underwriter's 
Laboratories,  Inc. 

JOHNS-MANVILLE,   Incorporated 

Madison  Avenue  at  4l9t  St.,  New  York  CSty 
Branches   in    5  6    Larife   Cities 

FOB  CANADA:  CANADIAN  JOIINS-MANVILLE  CO.,  LTD., 
TOaONTO 


1 

ri -,.,;'' 

J 

1 

1                    «» _1          ^ 

^' 

10 

m 

l  _       jssa^ 

9 

, 

Asbestos  Roofings 


Nuttall 
Trolleys 

Some  of  the  earliest  designs  we  ever 
turned  out  are  still  in  regular  demand, 
but  growth  of  some  communities,  with 
its  consequent  increase  in  demands  on 
traction  service  has  brought  entirely 
new  problems  and  conditions,  and  ne- 
cessitated entirely  new  designs  to  meet 
them. 

We  have  been  able  to  meet  every  con- 
dition with  a  highly  satisfactory  trolley 
base  from  one-man  safety  cars  up  to 
interurban  flyers  and  the  heaviest  tyF>e 
of  trunk  line  locomotives. 

If  you  have  any  difficult  problems,  hard 
or  unusual  conditions,  our  engineers  are 
at  your  service  to  help  you  overcome 
them. 

RDNUmLL  COMPANY 

PrrrSBURCH^  PENNSYLVANIA 


AH  Wttstinghouse  Electric  &  Mfg.  Co. 
District  Offices  are  Sales  Representatives 
in  the  United  States  for  the  Nuttall  Elec- 
tric Railway  and  Mine  Haulage  Products. 
In  Canadai  Lyman  Tube  &  Supply  Co., 
Ltd.,  Montreal  and  Toronto. 


Nuttall 


28 


Electric    Railway    Journal 


March  24.  1928 


Bates  Steel  Poles 

"Pole  Value" 

Every  buyer  of  poles  is  concerned  primarily 
with  securing  the  most  obvious  "pole  value" 
for  the  minimum  investment. 

By  "pole  value"  we  mean  ample  strength  to 
insure  uninterrupted  line  service,  assurance  of 
long  life,  adaptability  for  the  service  con- 
templated, moderate  maintenance  costs  and 
initial  costs  that  are  not  prohibitive. 


I^lates  ||fflgande^|teel  Iruss  Qt 

208  South  LaSalle  Street,  Chicago,  U.  S.  A. 


Have  you  your  Bates  Treatise 
on  Steel  Poles 


m^mm 


March  10,  1923 


Electric    Railway    Journ. 


\ 


Manufactures  and  the  Markets 

News  of  and  for  Manufacturers — Market  and  Trade  Conditions 
A  Department  Open  to  Railways  and  Manufacturers 
~f  iscuss^a.  of  Manufacturing  and  Sales  Matters 


=^^ 


^ 


Details  oj 


jhia  Order 


576  Cars 


On   JaiflK5""TIie'board~of  directors 

of    the     Philadelphia     Rapid    Transit 

Company  authorized  the  lease  and  pur- 

ase  by  car  trust  agreement  of  576 

cars  of  which  520  will  be  passen- 

^rs.     A  brief  note  in  regard   to 

er,   which    is   said   to   be   the 

gle    order   for   trolley    cars 

this  country,  was  made 

of  the  Electric. 

tails  regarding! 

_t  are  now] 

hty- 


MANUFACTURERS     OF     EQUIPMENT. 
TOGETHER  'WITH  TYPE  FURNISHED 

'Air  brakes   G.E.  Co. 

Armature    bearing-s     Plain 

Axles Carnegie  Steel  Co.'s  heat  treated 

Bumpers Six-inch  Channel  reinforced 

Car  signal  system.. Brill's  standard  and  push 
button   contact   bases — Faraday   Type-E 

Car  trimmings   

...Malleable  and  bronze  statuary  finish 
Center  and  side  bearings. .  .Brill's  standard 
Conduits  and  junction  boxes.  ..  .Galvanized 
Control   G.E.  2-K-68  with  ratchet  attachment 

Couplers    Drawbar  pockets 

Curtain  fixtures. Curtain  Supply  Co.'s  No.  S8 
Curtain   material.  ..  .Double  face   pantasote 

Desjiffatlon    signs     Hunter 

operating   mechanism    .^^.  . 

National    Pneumi^^Co. 

Theelguards    H.    B.    Life 

Sears   and   pinions    

~     "   Steel  Gear  &  Pinion 
!??^^. ..  Peacock 

Heater^^^lBBient     

Jsolidateil   Car  Hea^*ir  Co.'s 
.Headlights.  .Crouse    Hinds    sema^rore    lens 
"Jearings     .  .  .  .  ^  .  .  .0rir..  .  .  .PUiin^ 
.  .Plain  cast-iron 


^ 


CW 


•u^ 


y-r>JUiy^} 


jt*-'— 't'>»«»-».?7~^ 


J^&  Sf-f  ■■ 


oOC-crv^  , 


Electric    Railway    Journal 


29 


Griffin  Wheel 
Company 

McCorniick  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 


Chicato 


Detroit 
Denver 


FOUPTORIES: 

BoMoa 

KanaasClty 

CoancU  BluSi 


St.  Paul 
Loa  Angeles 


Tacoma 


30  ElectricRailwayJournal  March  24,  1923 

tfniiimmimiiiiiimmiiiimiiimiiminiiiiiimiiimumiiiniiiiiiiiiiiiiiimiiimiiiiminmittiim'iiiiiiiiiitiiiiiimimiiiiim^  ^iimHMirrniHiitiiiniiiiiimuiiiriiiinMUiiiiMiHiinimiiitiiHiiHiMiitiirtiiniiiniiiiMiiniHiiiMoMnriiiiiinMiiiitiiiMnMiiMiniiiHmu 


American 
Rail  Bonds 


CROWN 

UNITED  STATES 
TWIN  TERMINAL 
SOLDER 
TRIPLEX 

Arc  Weld  and  Flame  Weld 

Send  for  new 
Rail  Bond  Book 


American  Steel  &  Wire 
S?wYORK  Company 


The  Baker 

Wood  Preserving  Company 
CREOSOTERS 

Washington  Court  House,  Ohio 


Cross  Ties 
Lumber 


Bridge  Timbers 
Posts 
Piling 

Treated  and  Untreated 


We  solicit  your  inquiries 


mimiiiiinimtiiiiirnimiiattiiniiiinMmiiimiimiimiimiiiiiiiiiiiniiitiiMiiiiiiiiHiiiiiiiimiiiiiiiiiiiitimiiuiiiiiiuiitiiiiiiiHiniir^ 

ELRECO  TUBULAR  POLES       I 


,:**B^^ 


f  Creototing    Plant    located  f 

I  Washington  Court  House,  Ohio  | 

I  On — Penna.  R.R.,  B.  &  O.  R.R.,  D.  T.  &  I.  R.R.  | 

i  Operating    Mill*    in    Southern    Ohio  I 

^itMiiniiiniiiiiiiiiiiniiiiiitiiiiiiiiiiiiiitiiilHiiHiiiiiiiiiiiiiiiiiiiiHiiitriiiiniiiiiiiiriiiiiiniiitiiiniiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiHtiiiiniri 
dilltiiltliiniiiiiliilililMriiiiiiiniiniiiiiiiHiitiiiiiiinriiiMiiiiiriiiiiiiiiiiirtiiiiiiiiiiiiiiiiiiiiiittiiitiniiniMniMriiiniiirriniiiiiiiiniiiiiic 


Tnt"v*ific  LgcK^ 


T^T 


Tnc-CNAHreiieo  joint 


COMBINE  I 

Lowest  Cost                                   Lightest  Weight  | 

Least  Maintenance         Greatest  Adaptability  | 

CatalOK  complete  with  engineeriDg  data  s«nt  on  mjnest  | 

ELECTRIC  RAILWAY   EQUIPMENT  CO.  I 

CINCINNATI,  OHIO  i 

New  York  City.  30  Church  Street  i 

^«HlllllllllllllllllllllllinillllllllllllUllinilll1lllltllllHMIMIIIHIIIIIIIItlll"IMtlllllllUIIHIIIIIIIIIIIIIIIHMMi||lti|||||f|||inkMllinUIIIIIII^ 

iiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiriiimiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiimiiiira 


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 


H 


mi 


%  AMELECTRIC  PRODUCTS 

BARE  COPPER  WIRE  AND  CABLE  |  | 


TROLLEY  WIRE 


WEATHERPROOF  WIRE 

AND  CABLE 


■ai.  D.  B.  Pit.  OfflM 

eairaolaed  Iron  and  8t«el 

'Wb«  and  Strand 

Incaadeacent  Lamo  Cord 


PAPER  INSULATED 
UNDERGROUND  CABLE 

MAGNETIC  WIRE 


AMERICAN  ELECTRICAL  WORKS 
PHILLIPSDALE.  R.  L 

Btrw.    in    IM«nl:    CIiImco,    lit   W.    kttat; 
Cladiiiiai.   TrstlieB  Bldt. :   N<w  Tork,   itt  B'wv 


nifllimilliiiiiimiiimilniiiiniliiiiiiiiiiimiiiiiiiiuiiiitililiiiiiiiiiiiiiimiuiiniiiniiuiimiiiHnilllliiiuiiillun' 


■-illlltlimiimillllltlllltlltlllitMiniimiiiiiiniiiiiiiiii'iiiiiriiiiriiiiiiiiiniiiiiiiiiiiiirMiiiiitriHriiitiiiiiiiniiiiiiiliiiiriiiiiiHiiiniiiniMuS 
fliitiiiilimiiiiiiiiiiiniiiiiiiiiiiiiiiiiiMniirMitiiiiiiiiiiitiiiniiiliiiliilrMiiMiiiiiiiiHirniiMiiiiHiiiirnniiiiiiiiiiiiiiiiiMiniiiiiiiiiiiHlvil*'- 

HALE  &  KILBURN 

CAR  SEATS  I 

g 

For  Every  Class  of  Service  i 

i  General    Offices    and    Works:      Philadelphia  I 

I     Offices;   New  York,  Chicago,  St.  Louis,  Washington,  San  Francisco     | 

''•iiiiiiiiiiiiiHuiiiiiitiitiiiiuiiiiiiiiuiiniiiiiiitiiiuiiitiiitiiiiriiniiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiniiiiHiiiiiiiiiiiiiiiiitiiiiMiiiiiiiiiiiDic 
aiHiiHiiiiMiiiiuiiiiiMiiiiiiiiiiiuimiiHiuHiiMMitiiiiitimiiimiiiiuiimmimiiinniimiimimilMiiiiiiiiiiimniiiimiiiiiimiiiHiiui^ 

I  Tie  Most  Successful  Men  in  the  Electric  Railway  i 

I  Industry  read  the  | 

I    ELECTRIC  RAILWAY  JOURNAL     I 

I  Every  Week  | 

SlIIIMIlHIIIIllHIMniMHIinUIMIIIIfMIIIIIIIIHWIUIIIUIIIMUMIIIIIWMnWMIIlllHimiliniMIMHHUIHIHIIIIMIIMMIIMIIIIIII^ 


March  24,  1923 


Electric    Railway    Journal 


81 


miiiiHniiiHiiiiiiiiiMiHiiHiiiiiiiiniiiiMiiiiiitiitiiiiiiiiiiiiinimiiitiimiiitiiiiiiiiiiiiiiimiiiiiimiiuiiiitiiiiiiiiiiiiiiiimiiiiiiituiiiii^      aiiiriiiiiniiiiHiiiimiimiimiiiinmii 


BARBOUR-STOCKWELL  CO. 

205   Broadway,    Cambridgeport,    Mast. 
Established   1858 


Manufacturers  of 

Special  Work  for  Street  Railways 

Frogs,  Crossings,  Switches  and  Mates 

Turnouts  and  Cross  Connections 

Kerwin  Portable  Crossovers 

Balkwill  Articulated  Cast  Manganese  Crossing* 


I  ESTIMATES  PROMPTLY  FURNISHED  | 

>MiiiiiiniiHiihiiiinriMiMiiiiitiitMiiHiiuiiiHuiiiriiiiMnriitiMitHiii<iiiiiii'Uiiiiiriiiiiiiiiiiiiiiiiiiiiiiitiiiiniiiiiitiiiiiiiimiimiiiiiiir 
j|iiiniiiiiiiuniuiiMiiiuiiiitiHiuiniMiiiiiiiiuiiniiiniiiiiiiiiiintiiuiiiiiiirtinNiiiininiiMiiiMniiiiiinMiKiiiiiiiitii(iiii(iimiiiiiitiii>: 

I   WHARTON   I 


i    i 


Special  Trackwork 

For  Street  and  Steam  Railways 

Steel  Caistings  Gas  Cylinders      | 

ORIGINATORS  OF  | 

Manganese  Steel  Trackwork  | 

WM.  WHARTON  JR.  &  CO.,  Inc. 

Easton,  Pa.  | 

:                                                       Other  Plants:  | 

Taylor-Wharton  Iron  &  Steel  Co.,  Tioga  Steel  &  Iron  Co.,        1 

High  Bridge.  N.  J.  Philadelphia,  Pa.               | 

PlilIadeU*iu  Roll  &  Machln«  Co.,  Philadelphia,  Pa.                               | 

!iHiiliiriiiirMiliiiiiiiliiiiilirlirrlltiiiitliHlllliiMiiiiirltiMiiiiinriiit:iiiiiniittiiiiiiitiiiiiiiniiiiiiiiiiiiiiiiiiiiii>iniiiiiiiiiMlliiiillliiiitm 

atniiiiiniiiiuiiniiinilillllHlllMllilliiniiiHiiiiiiitiiiniiniiniiininiiiiiimMninMiiiiiitiiiiiiuiiiiiiiniiiiillHlllliHilllllllltiiltiimi^ 

AUTOMATIC  SIGNALS 

Highway  Crossing  Bells 
Headway  Recorders 

NACHOD  SIGNAL  COMPANY,  INC. 
LOUISVILLE,  KY. 

~mliliniiliiiiiiiiiiiiMiiiitriiiiiiiiiiiii<iiii(iriiiiiiiirMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiitiiiiiiiiiiiiiiliiiMiliiiiiiiiiiiiiMiirtniiiiiiir 

9iiiniiiliiiiiiiiiiitiiiiiiitiiMiiiiiiiiHiiiiiiiiiiuiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiuiiiiiiiniiniiiiiiitiiijs 

I  Peirce  Forged  Steel  Pins  | 

j    with  Drawn  Separable  Thimbles     | 

I  Your  best   insurance   against   insulator   breakage  | 


E   WM] 

I  BARE  AND  INSULATED  | 

I  Rome  Merit  Wins  Customers 
I  Rome  Service  Holds  Them 

ROME  WIRE  COMPANY 

i  Main  Plant  and  Executive  Offices:  Rome,  N.  Y. 

I  "Diamend"  Branch:  Buffalo,  N.  Y. 

I  DI8TKICT  SALES  OFFICES: 

i  New  York,  SO  Cbnrcb  St.                   Chicago,  lU.,  14  E.  Jackson  BlTd. 

E  Boston,  Mass.,  Little  Bide.        Detroit,  Ulch.,  90  Farseu  B*. 

I  Los  Angeles,  Cat.,  i.  Q.  Pomeroy,  336  Aioss  St.       211S-L 

^liniinitllltllilililiitiiiinitiiiiiiiiiiiiiiiiiiiiiiiirtiiiiiiiiiiiiiiiiiiiiMiitliiiilliiiililiiiiitiiiiiitiiiiiiiiriiiHiiiriiiiiiiiiiiiiiliiiinliiuiilliii5 
^miitHiiiimiiuiiimiiimiiiiiiiiiiiiiiiiiiiiiHliiiiliiiluiiimiimiiiiliilMiiiiiiiuniiiuiiuimniiHHiiiiiiHllimillililimiHllliMiiiuil' 

International  Creosoting 
&  Construction  Co. 

5  

Galveston,  Texas 

Plant — Tezarimna        Beaumont        GsUroataa 

I     MONEY  SAVERS  TO  RAILWAYS 

I  Treated  railway  ties,  poles,  piling^ 

I  bridge  timbers,  etc. 

I  Sff  our  full  page  advertisement 

I  in  last  week's  issue. 

jiiiiimiiiiiiiiimiimiimiiiimiimiiiiiiiimiiiiiniimiiiiiiiniiiiniiiiMiiiiiiiuiiiiiiiiniiiiiiimiinMiiiiiiiHimiiiiimmmim 


THE  AMERICAN  = 

BRASS  COMPANY  | 

=       Conway  Building.  Chicago.  III.  ^^3         General  Officer:  Waterbury.  Conn.         S 

niiiiniiiiiiiniiiiiiiiiiiitiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiniiiiiriiiiitiiitiiiittiiitiiiiniiiiiiiiitiiiiiiiiiuiiiiiiiiuimiiiHiiiiiiiiiiiiimiii.- 


ANACONDA  COPPER 
MINING  COMPANY 


ariiimiiiiiiiinMiiniiinniiiMiiiininrMiMtiiminiiiiiiiiiiiiiiiiiiniuiiiniiiiiiiiiHiiuiiii(iiimiiiiiii)iiiiiiiiiimiiMiiiiiiiiiiiiiiiiiimiHS 


ROEBLING 


Hubbard  &  Company 

PITTSBURGH,  PA. 


I    1  INSULATED  WIRES  AND  CABLES  | 

I      I    JOHN   A.   ROEBLING'S   SONS   CO.,    TRENTON,   NKW   JEKSKT     g 

SnilliilllililiniiniiiHiiiitiiiMiilniiiniiiiiiiiiiiiiliiniiiiiiiiiiiMiiiniiitiwiiiiiiiiiiiiiiiiMiiiiiiiriitiiiiiMlilllllllllMllliilHiiiiiiiiiiiHilii      ^iiiiiiiiiniiiiiiiiiiuriiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiMiiiiiiiiiiifniiiiiiiiiiiitiiiiitiiiiiiiiniiii 


i|iiliHMi(iiii)iiMiiriiiiMiiiiiiiiiMliMiiiiiliMiiiiiiiiiiiiiiiiiiiiriiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiriiiiiiiiiiiiiiniilniliniiiiiiniinilli:      niiiimiiitiiiiiiHiiiiiiiiniiiuniiiMiiiHiiiti iimiiHiiiiiiiiiiiiiHiiniiniiiiiiiiimiiitiiitiimiimiiniiiiHiiiniiiiiiiniiitiintmiiiHi; 


U.  S.  ELECTRIC 
AUTOMATIC  SIGNAL  | 

for  single  track  block  signal  protection    | 

United  States  Electric  Signal  Co.    | 

Vvest  Newton,  Mass.  i 

iiiiiiiimiiiiniiniiiiMinniiiuMiniiniMiiiMiiiMiiMiiiiMiiiiiitiititiiiiiiHiiiitiiiriiiitiiiriiiiiiiiiiiiititiriiiiMiniiiniiiiiiitiiiniiitiiiiiit? 
•■uiMUiiiiutMniiiinMiiiriHirMiiiiiinMirMiiriniiiiiiiiiuinituiiiiiiiMiiiiiiiiiitriiiiiniiiiiriiniiiUiiiiMininMiiNiiHiiiiiiiiiiiniiHiim'. 


Shaw  Lightning  Arresters 

Standard  in  the  Electric  Industries 
for  35  years 

Henry  M.  Shaw 

ISO  Coit  St.,  Irvington,  Newark,  N.  J. 


Chapman 

I  Automatic  Signals 

I  Charles  N.  Wood  Co.,  Boston 

^imiiiiiiiiimiiiiiiiiiiiiii iimuiiiiiiiiiii iiiiiiiiiii immiiiniimiimiiiiiiiH i iiiimiiiiiniiii'imiimiiiiMmHiii.'* 

aiiniiiiiiiiiniiiiiiiiiii iiiiiiiiiiiiiiiimiiiiiaiiiiiiiiiiiniiitiiiiiiiiiniiiniiiiiiiiir iiiiniiiiiiiii tfiiiiiiiiiitiiiiiiiiHiiiiriiimii^ 

AETNA  INSULATION  LINE  MATERIAL 

Third  Rail  InBuIators,  Trolley  Bases,  Harps  and  Wheels,  BronM  and 
Malleable  Iron  Frogs.  Crossines.  Section  Insulators,  Section  Swltchea 


'imminiiimimiiHiiHiniiinimiiiiniimiiiiimiiiimiiiiiiiiiiiiniiiiiiiiiiiiiniiniiiriiitniiiiiititiiiiiiiiiiimiiiiimiiiinuimimimMiE 


-# 


Alb«rt  &  J.  M.  Amiersoii  M((.  Co. 

289-83  A  Street  Boston,  Mass. 

Established  1877 

Branches — New  York.  186  B'way 

Plilladilphli.   4I«   BmI   BiUU  Tttut  BIdg.     ChinM    l*i   ■• 

London.   E.   C.    4.   »!-»•  Dppsr  IhimM   St. 


,jjiuiiiiiiiiiiiiiii;:!"*>iiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiitiiiiiiiit 


32 


Electric    Railway    Journal 


March  24,  1923 


mitmiiiiiiiiimiiiinmiiiiiimimiiiiiirmiiiiiiiinniraiinHiiiiimnmnmiiiHiiiiiiiiiiiiiiiiiiJiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiir      aimiiiiiiH iiuiiiiii iiiiiiiiiii 


Series  Type 

Arc  Welding  and  Bonding 
Outfit 

Rugged  series  resistance  coil 

Indestructible  Mica  insulation 

Normal  welding  current  at  half  voltage 

The  Electric  Railway  Improvement  Co. 
Clereland,  Ohio 

ERICO  RAIL  BONDS 


i    i 


High -Grade  Track 
Work 

SWITCHES— MATES— FROGS— CROSSINGS 

COMPLETE  LAYOUTS 

IMPROVED  ANTI-KICK   BIG-HEEL  SWITCHES 

HARD  CENTER  AND  MANGANESE 

CONSTRUCTION 

New  York  Switch  &  Crossing  Go. 
Hoboken,  N.  J. 


•imiiiiiiii<iillllMlliriiiriiiiiiiiiiiii)iiiiiiiii<iiiiiiiiliitiiiiiiiliiililii>iiiltiillliiiiui<iiiuiiiiiiiiiiiiiiiiiiiiiliiriiiiiiiiriiiiiiiiilii!lliiiiliiln 

-HBtfHHHHIMnillllMIHllHHMIMIIIIHIlllll KtU •* (..uiM* IIIIIIIIIIIHIIIIIIIIUIIUHIII 


in      illl 


SPECIALISTS 

in  the 

Design  and  Manufacture 


of 


Standard — Insulated — and 
Compromise  Rail  Joints. 

The  Rail  Joint  Company 

61  Broadway,  New  York  City 


amniillilitimmimiiHuiiiiiiHHimiiiimimmiiiimmiiiiiiininiiiiiiiiiiiiiiHiiiiiiiiiiiiiiitttiHiiMiiimiiiiimiiiiimiiiHiiitiiiiiitiiiu 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 
on  your  equipment. 

The  Universal  Lubricating  Co. 

Cleveland.  Ohio 
ritiiiiiiniiiniiiiiiiiiiimiiiliilliiniitlliiliiiliiiiiiiiiiiiiiiiiiiiiiiriiiriiitiiifiiiifiiiiiiikiiiiiiiuiiiiiiiiiiiiiiiiiiiimiHiiiiiimiiiiuiiiiiHliiin 
nillltlliniriiiiMiiiirrmiiiiiiiiiiiiiuiii iiiiiiriiitiiiiiiiniiiii h iiiifiiiiiiin iiiiiiiiiiimiiitiiiiiiiiiiiti p.      ^m i „ , iiiiiiciiMiiiiriiiitiiiirrii iiiiiiiiiiiiiiniinii iiiimiiiiiimii ii uiiiniiiiiiiiimiimiin 

NASHVILLE  TIE  COMPANY     I 


lllltllllMIIItlllllMttllllttlllt>ll« Mlllllt'lMltllirilltllllllllMI 


llltllltlllllllllll' 


Croat  Ties: 


White  Oak,  CheMnut,  and  Treated  Tut- 
Oak   Switch  Ties. 


Prompt  thipment  from  our  oton  slocks. 

Headquarters — Nashville,  T 

A.    D.    Andrews,    Terre    Haute,    Ind.,    RepreientatiTe.       | 

.jiiuiiillliiiiliniliriMiiiiiiiiiiiiirriiiriiiiiriiuiiiiriitiiiiiiriiiiriiiiiiiUMuriimiiiiiii<>"'iiiiiiiliiiiiiiiiiiiiiiiiirMiiiiiiMiiiiiiiiiiiiiiiliiii£ 
amilliimiiiiiliniiitMii!iiiiniiiiiiiiniiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiriiiiiiiiiriiiMiiriiiiiMUiiiiiiiiii)itiiiiMiiriiiiiiiiiiiiiiirMiiiiiiiiiirMiii 


'CARNEGIE' 


IVhen  you  think  of  Steel — thinly  of  Carnegie 

9iiiiiUMiiiiimmm'<uiuiniiuiiniiiiiiniiiiiMtiMiiniiiiiiiiirMitiiiiMiiiiiiiMHiiinii<iiirriiiiii<riiiiiiiiiiiiiiiiiriiniiiiiimiiiiiiiiiiiiiitE 

iitiiitiiiinimiiiiiiiiiiHiiiiiiiiiiiiiniiiiiiiimimiiHiiMiiiniimiiuiiiiiiMiiiiiitiiiMiiiiMiiiiiiMiiiiiiiiimiiiiiiiiiiiiHimiiiNimiiiM 


chillingworth  1 1 

One-Piece   Gear  Cases  |  | 

Seamless — Rivetless — Light  Weight  =  = 

Best  for  Service— Durability   and  |  s 

Economy.    Write  Us.  1  I 

Chillingworth  Mfg.  Co.  |  | 

Jersey  City*  N.  J.  11 


BUCKEYE  JACKS 

high-grade  R.  R.  Track  and  Car  Jacks 

The  Buckeye  Jack  Mfg.  Go. 

Alliance,  Ohio 


SiiuiimimmmiiiimiiiiiHitiiiiiiiiiniiimiiiiiiiiiiiiiiMiiiiiiHiimiimiiiiiiiiiiintiiitiiiitimiiiiiiiiiiitiMiiimiuiiiitiiiiiiiuiiiimiiin      iiiiii iiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiriiiiiiniiiiriiiiiiiiiiiiMiiiiiiNiiiiiiiiiiriiiiiitiiiiitiiiiiiiiiiiiiniiiiiiii niiiiiiiMilltiiiliiiimiim 


jiliiiiiiMimiiliiiiimiiniiiniiiiiiiliniimiiiiiiiiiHiiitiiiiiiiimiiiiiiiHiimiiliiliHiililiimimiimiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii'i 

S 

s 


HiiiMimiiiiiiiiiiimiiiiiiitiiniiitiiiiiiiiiiiiiinmiiiimiiiiiiiiiiiiiiiiiiiumiimiimiiiiiimiiiiiiniiHiiiniitiiiiiiiiHiiiniiiiiiMMiuiiiiiiE 

AJu  Fane  OnmPMiT     i 
EMablUM  litT  i 


'Qf^  InsuhtorCoJncJeF^^lY  \  \ 


1  Tr^K^Atark 

!!niiiniiitniniinnMiriinMiniiiiiriniiMUMiu»iiiiiiiiiiiiiiiiiniiiiiiiiniiiitiiHtiiiiiiiiiiiitMiiriiiiiiMiiiiiiiiiniiiiiiiiiniiiiHtiiiiiiiiiiitr 

.mniiMtiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiitiiuiiiiiiiiniMiitiiiiiiiiiiiitHiiiiiiiiiiiiiiiiMiiiiniiiiiiiiiiiiiuinii'^ 


Ramapo  Iron  Worlcs 

i:itftbtlsbed  18S1 

RAMAPO  AJAX  Corporation 

Successor 

HILLBURN,  NEW  YORK 

Chicago  New  York  Superior.  Wi».  Niagara  Falls,  N.  Y. 

Automatic  Return  Switch  Stands  for  Pasainc  Sldlnaa 

Automatic  Safety  Switch  Stands 

Manganese  Construction — Tee  Rail  Special  Work 


%     ii 


Make  it  of  Vul-Cot  Fibre''  |  | 


SiiiiiiiiMnMUiiiUMmiimiiiiiniHiiiiiiinMHiMiiiniintiHuiiiiiiiiiiiuiiiniiurnihiiirininiriiuiiiiiMiiiiiiiMHiiitiiiiHiiirMimimiiitn 
^iiiniiiimmimmiiimiiiiiimiinimiimiiiiiiitiittiiiuiiiiiiiniimiitiimiiitiiiiiiiinmiiiiiiiiiiiimiiminiiiiiiun^ 

i  GODWIN    STEEL 
i   PAVING      GUARDS 


Adapted     to     all     types 
=     3    of    rails    and 


I  NATIONAL  VULCANIZED  FIBRE  CO.  I 

i   WILMINGTON  DELAWARE    i 

fiilniiiHMiiiKiiiDniiiiiiiiniiituiiiiiMiiiiiioi luiiiiiiii ii ttiMiMitiitii!ii«iiMiiiiiiiiii niM II itiiHiriimR      Ttuiiiiimriimi iiiii.iiiuMiHiiiiiiiniiiijmiimmmiiuiinminimiiiiiiiiiiimiiiriiiimi niiiiriiiiiMiiiiiiriiiiniH-iiiitiiiKi 


paving. 

W.  S.  GODWIN  CO.,  Inc. 


Proven     by 
service.      to 
economically  pre- 
vent    seepage    and 
disintegration         o  f 
street   railway   paving. 

Write      for      Illustrated 
Catalog  No.  20. 
12  E.  LexingtoD  St.,  Baltimore.  Md. 


March  24,  1923 


Electric    Railway    Journal 


33 


'MlluiiiilllimiillllllillllllliilllllliHlliiiiil lliiillllliuiiiilliilillliiiii liiiiiiiiliillllllliillliliiiliiiilliiiiimiiiiiimiiiiiiiriiiiiiiiiiiiiniiiiiiimiliiiiiliniliiilniiiiiiiiiiiliuuiiiimiiiiiilimilllliiii i iiiiilli 


THE  BABCOCK  &  WILCOX  COMPANY 


85    Liberty    Street, 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 


BRANCH  OFFICES 
Boston,  49  Federal  Street 
PHHJin»i.FHiA.  North  American  Building; 
PiTTSBUROH,  Farmers  Deposit  Bank  BulTdlns 
CI.ETXLAND,  Guardian  Building 
Chicaoo,  Marquette  Building 
Cincinnati,  Traction  Building 
ATL.ANTA,  Candler  Building 
Tucson,  Akiz.,  21  So.  Stone  Avenue 
DalljlB,  Tex^  2001  Magnolia  Building 
Hoifoi,m.tr,  H.  T.,  Castle  &  Cooke  Building 


WORKS 
Bayonne,  N.  J. 
Barberton.  Ohio 


New    Vork 

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,  Tbxas,  Southern  Pacific  Building 
Denver,  435  Seventeenth  Street 
Salt  Lake  Citt,  705-6  Kearna  Building 
San  Francisco,  Sheldon  Building 
Lios  Anqbles,  404-6  Central  Building 
Seattle,  L.  C.  Smith  Building 
Havana,  Ci;ba,  Calle  de  Agular  104 
San  Juan,  Porto  Rico,  Royal  Bank  Building 


allilllliliiiitillniiiiriiiniimiliiiiitMiniiniiuiiuiintiillMniiniiiiiiniinriiiiiiiniiiniirriinlinMiiriiininiiliillinillMlllliiniiinlltlllinililllinMlfllinillHilllllMlllllllinillltllllllHlimilliniimilimMlfiillllll^ 
iiuiiurMiiiMiiiiniiiniiiiitiinMiiiiiHtiuMiuHiiiiiiiiiniiiiMiiiiiiMuuniiiiuiuiinMinMiitiiiiiiiiiiiiiiiHiiiniiiriiiiiiiiiiiiiiiniiiHiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii.t iiiiniiiiiiiiiiriiiiiiiiiiiiimMiiiiiiiiMiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiuiitiiiiimiin 

The  Indianapw^is  Switch  &  Frog  Co.,  Springfield,  Ohio 
Indianapolis  Economy  Products  That  Make  Dollars  "Grow" 


Indianapolis  Solid  Manganese: 

Frofffl,  CrOBsinfS.  Mates  and  Tonpue-switches.  Super-qaality 
materials.  Par-excellent  deei^s.  G-ives  manr  lives  to  one.  ot 
ordinary  construction  and  when  worn  down.  CAN  BB  &B- 
8T0RED  by  IKDIANAPQLIS  WKLDING. 

Indianapolis  Electric   IVelder: 

Efficient.  Rapid.  ECONOMICAL.  Durable.  Price.  92.00  (per 
day  tor  three  hundred  days)  thorooKhly  dependable  every  day 
in  the  year,  upiceep  about  75  centa  per  month.  LAST  A  X.IFE 
TIME. 

Indianapolis  Welding  Steel: 

Fluxated  heat  treated  Metal  Electrodes.  Insure  Unifonn  De- 
pendable Weldo  that  are  from  75  per  cent  to  100  per  cent  more 
efficient,  than  the  "MELT."  from  the  same  Hish  Grade  basic 
Btocic,  nntrea'ed. 


Indianapolis  tV elding  Plates: 

Eliminate  "Joints"  and  "Bonds"  in  Street  Track.  Higher  in 
Strengrth  and  Conductivity  than  the  unbroken  Rail.  Installed 
according  to  instructions,  nave  proven  THOROUGHLY  DK- 
PBNDABLE.  during  10  YEARS  of  "Time  and  Usage"  TBST. 
Extensively  used  in  48  STATES  and  CUONTIES.  Recognized 
as  paramount  MAINTENANCE  ELIMINATORS. 

Indianapolis  Welding  Supplies: 

CABLES.  HELMETS.  LENSES.  CARBONS. 

Turntables: 

Ball-bearingr.  for  ash-pits,  storatre  yards,  etc. 

Indianapolis  "Economy"  Products: 

are  Pre-eminently  "Money  Savers."  YES— "Money  Haksn"  for 
Electric  Railways. 


milliMiiiHninriiii>iiuiiuniiiiMttiiHiiHtiii<iiiniiniiiiMitMiniiniinniniiniiuMiniiniinMiuiiHiiiiiiintiiiiiiniiuiiiniiiiMMiMiiiiiiiii)itiinHnMiniHiiiMiiiMiiirliiiiiiiii(HiiiiMiinllllulllluilliuiltiiilMMiiiiiiiiiiiniiiiiH 


afHiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiuiiiiiiiiiiiiiirriiiiiHiiiiiiiiiriiiiiiniiiiiiiniiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiitiMiiriiiniiiiMiiiiii^      Jt 

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. 


JhiiiiiiiiiiiriiiiiiMiitiiiiiiiiiiiniiiuiiiiniiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiHitiiiiihitiiiiMiiniiiiiniiuiiiiiiiiMiiiiiiiiuiiiitiillMiilHUimiiiit: 


Type  R-10 


Exclusive      selling     agents     for 
HEEREN      ENAMEL     BADGES. 


The  International  Register  Co. 

15  South  Throop  Street,  CfaicaKo,  Illinoii 

iiiiiniiiiiiliiiiliiiiiiiiiiiiiiiiiiiiMiiiiiiiMuiiiiiimrMiiiiiliiiiiliitiiiiriliiiiiitiittiiiciiiiKiiriiil 


Portable  Type 


Let  us  tell  you  why 

The  Cleveland 

Is  the  Practical  Fare  Box 
for  the  One  Man  Car 

The  Cleveland  Fare  Bnx  Co. 

Cleveland,     Ohio 

Canadian  Cleveland  Fare  Box  Co..  Ltd. 
PRESTON.   ONT. 


I 


iiiiiiMiiiiMiiiiiiitiiiiHiiitiiimiiiuiiiiiiiuiiiliiiiiiiitiliiiiiiiiiiiiniiiniiiiiiriiiiiiifiiiiiiiiitiiiMiiiiiiiiiiiiiiiiiiiiriiiiiiiiriiiiiiiriiiiiiii^ 


■C[S^(S[LKli[S' 


3    =■ 


MILWMUKH.  waj.    u.  s.  a. 


Electrical  Machinery,   Steam  Turbines,  Steam   Ensines,    | 

Condensers,    Gas    and    Oil    Engines,    Air    Compressors,    | 

Air  Brakes  | 

'illlllllllllllllNNMiniinillitiiiniiiuiiiiuiiiiiiiiiiiiiiinuuillllllllillltlllllllllllliiuirillMlinii'*lliitiiiriliiiiiliiliillllHlltlllllillllllHiB 

llllimillllllluiilimiiuiiimiiiiiiiiiiiiiiiiiiiriiiiMiiiiiiiiiililiiillltllliiillliiNiiiniiiiriiiliiiuiliiiinlllKiiinillliiuiiuiiiiiiiiiiiiiiillli^ 

FORD  TRIBLOC 

A  Chain  Hoist  that  excels  in  every  feature.  It  has 
Planetasy  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 

.MiiiiiiliHimniimirimlimnmiiiiMiiiiiiiiriittiiiirrinriiniimiiiiiiiuiiiiiiimiiirMimiiiiiiiiiiimimiimiimiiiiimillliiiiMiiiilililll) 


I 
i 

KiiiiiiS      7iiiiiiniiiiiiiittiiiitiiiiiiiMiniiiiniiiMiiiiiiMiHiiiiniiiiiiiiitiiitiiiiiiiiitiiiiniiiiiiiiiirMiiiiHiii<iiiiiiiiiiiiiiiiitiiiiiiiiinMntiiiiiiriiiiii 

tiiiuiiiitiiiHMiitniiniiiinMiiriiinTiiiiiiiMiiiiiiiiiiiiiiiinriiniiiniiiitiiiuiiii?iiiiiiiiiniiiiiiiiiiiiiMiiiitiiiiiiiiitiiimiiiiiiiiiiiiimiiiii 
B.  A.   Hesemao,  Jr.,  President 
Charles  C.  Csstle,  First  Vlee-Preeident  W.   C.   Uncoln,  Manaisr  Stlat  and 

Harold    A.    Hegeman,    Vice-President.  Enstneerlnc 

Treaa.    and    Acting    Sec'y 

National  Railway  Appliance  Co. 

Grand  Central  Terminal,  452  Lexincton  Ave.,  Cor.  4Sth  St.. 

New  York 

BRANCH    OFFICES: 

Munsey  Bldg.,  Wastiinffton.  D.  C;  100  Boylitoo  St..  Boiton.  Mus. ;  Union 
Trust  Bldg.,  Hsrrlsburg.  Pa.;  Hegeman-Castle  Corpormtlon.  Raliwar  Ezchanta 
Bldg..  Clilcago.   in. 

Railway  Supplies 


i  Tool  Steel  Gears  and  Piniona 

I  Anderson  Slack  Adjnsters 

=  Oeneaoo  Paint  Oils 

i  Dunhain  Hopper  Door  Devices 

I  Anglo-.Anierican  Varnish  Co., 

i  VarnUhes.  Enamels,  etc. 

I  Drew  Line  Material  and  Railway 

=  Specialties 

I  Turnstile  Car  Corporation 

=  National  Hand  Holds 

i  Plttsbursli  Forge  &  Iron  Co.'s 

i  Prodocts                                         ..  „    .    «          ^  «  .  .. 

I  Tnrmee  Paint  &  Oil  Co.'s  Cement  Paint 

I  Fort  Pitt  Spring  H  Mfg.  Co.,  Springs 

jiiiiimiimiiiii iiiiiiimiiiiiimiiiiinimnimiimiii iiiiiiiiii niimiiiimi miimmniiiiminmnmnuiiiniiiiimru 


Economy   Electric    Devtoes   Co., 

Power  Saving  Meters 
Lind  Aluminum  Field  Colls 
C-R  Electric  Heaters 
Uarland  Ventilators 
National    Safety    Car    Eqalpment 

Co.'s  One-Man  Safety  Cars 
Flaxllnom   Insulation 
E'Z  Car  Control  Corporation 

Safety  Devices 


34 


Electric    Railway    Journal 


March  24,  1923 


giiHiiimiiinniiuiiiiiiniiiiiiniiimiiiiuiiiiiiiiimiiiiiiiiiiiririiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiii iuiiiiiiiiiiiiiiiiiiihiiiiiuiiii,' 

VENTILATORS  I 


I  I 


THE  N-L  New  Style  Type  C  Venti- 
lator is  absolutely  weatherproof,  lays 
low  on  roof,  looks  well  and  meets  every 
requirement  of  ventilation. 

More  than  seven   thouiand  N-L   V entilators 
sold  during  1922. 

The  Nichols-Lintern  Company 

7960  Lorain  Ave.,  Cleveland,  O. 

N-L  Products  manvJactxtred  and  mold  in  Canada  by 

Railway   and    Power   Engineering   Corporation^    Ltd ., 

133  Eastern  Avenue,  Toronto,  Ontario 


niimitMnttiinHHiriHiMMHMiniMinMiiniiiiiiiurniiMiiinuiiniiiiuiMiiiiiiiiuiniiiiiMiiriiiMiitMttiiiriiiiiiiiMiiiiiiiiiiiitiiiniiiiii)iin 
^^niiiiiiiHUiiiiiiiiiiMiuiiiniMiJiMniMiniiiiiriiiiiiiiriiiiiiiniMiriiiuiiiiiiiiiiiiiiiiniiiriiiiiiniiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiUJiiiiuiiim- 


JOHNSON 


Universal  i 
Changer 


Adjustable 


The  best  changer  on  the  znarkat. 
Can  be  adjusted  by  the  conductor  to 
throw  out  a  yaryint  number  ol 
coins,  necessary  to  meet  chanres  in 
rates    of    fares. 


Flexible 


Each  barrel  a  separate  unit,  oamut- 
tin?  the  conductor  to  interchaoffe 
the  barrels  to  suit  his  penoaal  r«- 
quirements.  and  to  facilitate  tlis  ad- 
dition of  extra  baireU. 


JOHNSON  FARE  BOX  COMPANY  f 

Ravenswood,  Chicago,  III.  | 

'imniMiiimiimniMiiiiinMitiiiiiiriiiiiiiiiriiiiiiiiitiiiHiiimmtiiitiiiitiiiittiiiniiitiiitiiitriiirMiiiiiniiiriiiiiiitriuiiniiiiiiHiiiiiiMiiR 
niiiimiiiiiliiiiiiiiiiiiiiiuMliiiiiiiMiitiiiniMiiiiMiiiiiiiiiiiiiiiirilliriiiiiiiiniiiiililriiiiimttiiiiiiiiiiiiiiitiM)iiiiriiniiiiiiniiiiriiiiriii> 

Car  Seating,  Broom  and  Snow  Sweeper     | 
Rattan,  Mouldings,  etc.  | 

AMERICAN  RATTAN  &.  REED  MFG.  CO.  I 

Brooklyn,  N.  Y.  I 

AMERICAN  mean*  QUALITY  | 

RATTAN  SUPPLIES  OF  EVERY  DESCRIPTION  I 

^tfHtllMIIHIIIIHIIIIIIIIinilllirillMMII IMIIIMIIIIIItllll IIMII< IMIKMin lllirilinilltllinillMIIIMIIIIIItlllMMMII IIIIHlP 

iiiiiiliiiiiiiniiiiiiiiniiiiiiiiiimiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiMuiiim iiiiiiiiiiiiiiiiriiu iiiiiiiiiiriJiir^ 

Rolled  and  Forged  i 

GEAR  BLANKS  | 

Midvale  Steel  and  Ordnance  Company  f 

Sambria  Steel  Company  | 

Central  O/Kces:  | 

Widener  Building,  Philadelphia,   Pa.  | 

mHmitimimiiiimimmiHiiHiiiiiiiiiiHiiiMiwiiiiiuiimiiiiiiiHiitiiiiiiimiuiiHiiiiiiwnimiiiiiiiiiiiiiiiiHiiitiimiHim^^^^ 


SiiiiiiiiiHiMuiiiimmiiuiiiuiiwimiiuimimiiiuuuiiiiuuiiiiiiMiiiiiiniiHiiiiiuiiiiiiiuiimiiiHiiuimuiiiiiiiiiiiiiiiMiinH^^^ 

What  is  your  f 

Brush  Mileage? 


I  Constant    replacements    cost    Time,    Trouble    and    Money.  | 

I  Correct   Brushes   correctly   applied   will    eliminate  these    ex-  | 

I  pense  factors  to  a  great  extent.  i 

I                                   Specify  I 


s    s 


and  be  assured  of  the  BEST  Brushes  that  Men,  Money  and 
Materials  can  produce. 

You  will  get 

More    Mileage — Longer    Service — Better   Satisfaction 

With 

Less  Mechanical  Trouble — Lower  Operating  Costs 

— Fewer    Replacements 

Every  brush   fully  guaranteed.    You  are  the  iudee 

Write  today  for  Catalog  B-3 

The  United  States  Graphite  Company 

Saginaw,    Michigan 

District  Offices: 

New  York  Pittsburgrh  Chicago  Denver 

Philadelphia  St.  Louis  San  Francisco 

.;iiii(iiiiitiiiitiiiiiirHitriiiliiiiiiiiinriilrt)iiiiirrtiiriiiiiiii(iiii(iiiiiiiiiiMiiMiiiiiiiiiiiiiiriiiiiiiiiiiiriiiiiiiitiniillMiinilliiliniiuiiliMR 
riiii:MriiiiiiitifnilllllirMiiitiiitiriiiiiiiiiiitiiiiiiiiriiiiriitiiiri)iriiiiiniiiiirMlliiiiiiiiiitiiriiiiiiiiiiiii(iiiiiiriiiiiii'riiiitiiriiiiiiiiiiiiiiM 


MORE-JOAES 

'TIQEE-BROT^E" 

AXLE 

/ANDABMATUEE 

BEARINGS 


*^^^ 


J\oi  uMays  me  cneapesi,  bui  eVer 
lowest  in  u/iimale  cosl 


MOBE-JQNES  BEASS&METALCO. 

SI.  Louis.  Missouri. 


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^nriiHiiiininiiiiiiiiijnMiiiiiiiHiiiiirMiiiiiiiiniiiMiiiiMMiiiiiiMiuiitiMiniiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiMiriiuiiitiii^ 

j  "Paint  Sells  Transportation**  | 

I  hei  us  show  you  l 

I  BECKWITH-CHANDLER  COMPANY  1 

I   203  EMMETT  ST  NEWARK.  N.  J.    | 

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cempany 


Direct 

Automatic 

Registration 

By  th*  I 

Passengars 

Roeke    Automatic 

Register    Co.  | 

Pmvldence.   R.  f.  = 

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March  24,  1923 


Electric    Railway    Journal 


35 


POSITIONS  WANTED 


AUDITOR  or  assistant.  Twenty  years  ot 
experience  in  electric  railway,  light  and 
power.  At  p-esent  employed  but  desire 
to  make  change.  PW-529,  Elec.  Ry. 
Journal,  10th  Ave.,  at  36th  St.,  New  York 
City. 

ENGINEER  with  10  years'  e.\perience  in 
the  construction  and  appraisal  of  electric 
railway  and  power  properties  wishes 
position.  Will  be  available  April  15th. 
Address,  PW-534,  Electric  Railway 
Journal,  Real  Estate  Trust  Building, 
Philadelphia,   Pa. 


SALES  engineer — experiencetl  engineer  of 
equipment  for  large  operating  company 
desires  sales  connection  with  live  wire 
organization  rendering  engineering  serv- 
ice to  its  customers.  Technical  graduate, 
age  30.  Only  high  f?rade  proposition 
considered.  PW-532,  Elec.  Ry.  Journal, 
10th  Ave.  at  36th  St.,  New  York  City. 


SUPERINTENDENT  of  equipment,  with 
good  record  based  on  broad  experience, 
city  and  interurban,  now  employed,  de- 
sires a  change.  Willing  to  rebuild  run 
down  property.  Interview  solicited.  PW- 
525,  Electric  Railway  Journal,  10th  Ave. 
at  36th  St.,  New  York. 


SUPERINTENDENT  of  transportation. 
Twenty  years'  experience  in  electrical 
line,  operating  ciiy.  interurban  and  sub- 
urban property.  Good  record  based  on 
long  experience  with  large  property. 
Present  relations  are  "leasant,  personal 
reasons  for  desiring  a  change.  PW-533, 
Electric  Railway  Journal,  Old  Colony 
Bldg..    Chicago,    111. 


TWENTY  years  track  department.  Fa- 
miliar all  details.  Roadmaster  or  track 
superintendent.  Small  city  preferred. 
References  or  interview.  PW-531,  Elec 
Ry.  Journal,  10th  Ave.  at  36th  St.,  New 
York   City. 


SALESMEN    WANTED 


Salesman 

Wanted  by  a  manufacturer  of  rail  bonds 
and  welding  apparatus.  Man  familiar 
with  selling  to  electric  railway  field  pre- 
ferred. SW-530,  Elec.  Ry.  Journal,  10th 
Ave.  at  36th  St.,  New  York  City. 


FOR  SALE 


G.E.  CO.  ROTARY  CONVERTER 

60   cy.,  13,*^0  or  lUAH}  v.   AX.  to  590  v. 
D.C..  Z'ZOO  kw. 

Includes  the  foUowintr: 

Item  1 — Type  HCC,  la  pole,  2300  kw..  450 
r.p.m..  590  v.  Synchronous  Conver- 
ter with  booster  and  inatruraentB. 

Item  2 — 3  type  WC.  60  cy..  900  kva.. 
13.200-6600  V.  primary,  368  v. 
secondary,  water-cooled  Transform- 
ers with  10%  taps  above  and  below 
normal  and  50%   startingr  tap. 

Item  3 — Complete  3  panel  switchboard  for 
the  above.      Built  1917 

Has  been  ran  only   for  test— prompt  sh!p- 

m«itr — attra«tive  price 

Picture  of  Converter  appeared   iJi 

March  11th  issue. 

Apply  General   Chemical   Company 

40  Rector  St..  New  York.  N.  Y. 

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FOR  SALE 

10  NEW  G.  E.  203  P. 
50  H.  P.  MOTORS 

TRANSIT   EQUIPMENT  CO., 

501  Fifth  Ave..  New  York. 


100  lb. 
STEEL  RAILS 

with  angle  bars 

!30  per  pose  ton  f.o.b.  Pittsburgb 
FIRST  CLASS  RELAYERS 

Subject  to  Inspection  at  Destination 
for  Prompt  Shipment 

Write  or  Wire 

HYMAN  MICHAELS  COMPANY 

531  Peoples  Gas  Bldg.,  Chicago 

or  1312  iBt  Natl.  Banli  Bldg., 
Pitteburgh.  Pa. 

Other ■  Offices  at:  New  Yorlt.  St.  Louis, 
Detroit.  San  Franeisco 

We  carry  in  stock  rails  from 
fM)  to  90  per  yard. 


rOB  SALB 


IIMI(IIIHUIM*2 


20— Peter  Witt  Car* 

Waicht  Complata,  33,000  lbs. 

Smi     63.     4 — a.     S.     Mo.     268-C    Moton. 

K-12-H  Control.   Weat.  Air  Tvlor  Tmeka, 

Type.    Complete. 

ELBOTBIO  BQDIPHENT  00. 

Commonwealth  Bldg.,  Vhlladelpbla.  Pa. 


i    B.H 


ROTARY   CONVERTER 

1 — 300  kw..  25-oy.  West.    Will  sell  or  trade 
for  60-cy.  Converter  of  same  capacity. 

KANKAKEE  &  €RBANA  TRACTION  CO. 

Urbana,  HI. 


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I  FOB  SALE  I 

1  Single  Truck  Car 

I  Remodeled    for   One-Man    Operation 

:  Longitudinal    Seats:     Golden    Oak    Finish: 

I  Brill  21-E  Trucks;  33-in.  Wheels:  7-ft.  6-in. 

=  Wheel     Base:     Westingrhouse    ISA    Motors; 

I  K-10  Controllers;  Folding  Doors  and  St^ps, 

I  Hand   Operated. 

=  Length  over  bumpers  28-ft.  2-in. 

=  Width                                   8-ft.  0-in. 

i  Height                                ll-ft.-O-in. 

I  Weight  about  15  Tons. 

I  Excellent  condition 

Vincennes   Electric   Railway  Co., 

=  Vincennes.   Indiana. 


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t( 


Opportunity  "  Advertising : 

Think  "SEARCHLIGHT"  First! 


0100 


No.  201—2—3—6. 

4 — 45-ft.  Interurban   Passenger  and   Baggage  Cars — Wood  Body, 

End    Entrance,    Cane    Seat,    Monitor    Roof    Motor    G.E.    57, 

Quadruple,   2-Turn  Control    Westinghouse,    K-14.    Single   End. 

Braltee,  Westinghouse.  Compressors.  Nat.  Bralce  &  Electric  Co. 

B.B.   2    Baldwin  Truclss,  34-in.  Wheels,   4% -in.   Axles,   Each 

$-.>,ooo.oo. 


No.  207. 

Interurban  Passenger  and  Baggage.  All  Steel  Center  Entrance, 
5I-ft.  Car.  Motor,  Westinghouse.  306  V  4  Quadruple.  Con- 
trol Westinghouse  H.L.,  Brakes.  Westinghouse,  with  Nat. 
Brake  Compressor,  B.B. 2,  Baldwin  Trucks,  34-in.  Wheels,  5-in. 
Axles.   «4,S00.0«. 


Ten    other  eara  in  v*ry  good  condition  are  covered  by  our  Bulletin"    mailed  uvon  reaneat. 

BUFFALO  HOUSE  WRECKING  &  SALVAGE  CO. 


Buffalo,  N.  Y. 


Phone,  Fillmore  1 856 


■nil ■llllMIIIIMIItMIIHIInitllttlHIIIIIIIIIIIIIHMIHIIIIIII 


36 


Electeic    Railway    Journal 


March  24,  1923 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus  and  duppUe^  Used  by  the  Electric  Kaiiway  industry  with 
Sanies  of  Manufacturers  and  Distributors  Advertising _in  tills  issue 


tjoluei',   liic,  BairuD  G. 
Air  Heceiver»,  Aftercuuiert 

Iiig:er8ult-Kau(i  Co. 
Anchors,  iiuy 

Eleclnc  Sreivice  Sup.  Co. 

Ohio  Brasd  Co. 

Standard  Steel  Worlu  Co. 

WesuugUouse  £.  &  M.  Co. 
Armature   isliop   TimiU 

Eiec.    Service   SuppUe*   Co. 
Automatic  Beturu  Switch 
&i  tan  tin 

Hamapu  AJax  Corp. 
Autuuiutie    SMteij    SwUek 
tStandb 

Kamapu  AJax  Corp. 
Axlea 

Bemle  Car  Track  Co. 

Cambria  Steel  Co. 

Midrale  St<p]  &  Ord.  0». 

St.  Louii  Car  Co. 
Axlee.    Cur    * 

Bemis  Car  Truck  Cu. 

Brill  Co..  The  J.  Q. 

Carnegie  Steel  Co. 

Westinghouse  E.  A  M.  O*. 
Axle  t^truiKhleurm 

Columbia  M.  W.  *  M.  I.  C« 
Babbitt   Metal 

More-Juues  Dr.  &  Metal  Cq 
Babbitting   L>evlce« 

Columbia  M.  W.  &  K.  I.  Co. 
Badges  and  Uuttons 

Electric  Service  Sup.  Co. 

Inlernat'l   Register  Co..  Tha 
BeariDgti  and   Bearing   Meuu* 

BemiB  Car  Truck  Co. 

Columbia  M.  W.  A  M.  I.  Oo. 

General    Electric  Co. 

Gilbert  A  Sons,  B.  F.  A. 

Le  Grand,  lac..  XU 

More-Jones  Br.  A  Metal  Co 

Westinghouse    E.    A    M.   Co. 
Bearings.  Center  and  KoU«r 
Side 

Stuck!  Co..  A. 
Bearings.  Roller 

Stafford  Roller  Bearing  Car 
Truck   Corp'n 
Bells  and  Gongs 

Brill   Co..    The  J.   G. 

Columbia  M.  W.  A  M.  I.  Co. 

Consolidated  Car-Heating  Co. 

Electric  Service  Sup,  Co. 
Hollers 

Babcock   &  Wilcox   Ca 
■toiler   Tubes    (Charcoal  Iroo 
and  Steel) 

Cambria  Steel   Co. 

Midvale  Steel    A  Ord.  Co. 
Bonding  Apparatus 

American   Steel    &  Wire   0«. 

Electric  Railway  ImprOTO- 
ment  Co. 

Electric  Service  Sup.  Co. 

Indianapolis  Switch  A  Fror 
Co. 

Ohio  Brass  Co. 

Rail  Welding  A  Bondinc  Go. 

Railway  Track-work  Co. 
Itonds,  Bail 

American   Steel    *  Wlp*   Co. 
Electric  Railway  Imp.  Co. 

Electric   Service    Sup.   Co. 

General  Electric  Co. 

Indianapolis  Switch  A  Froff 
Co. 

Ohio  Brass  Co. 

Railway  Track-Work  Co. 

Rail  Welding  A  Bonding  Co. 

Westlng^house    E.    A   M.   Go. 
Book  Publishers 

M"cGraw-Hlll  Book  Co. 
Brackets  and  Cross  Araat 
(See  also  Poles.  Ties, 
Posts,  etc.) 

Rates  Exp.  Steel  A  Tr.  Co. 

Electric  Ry.   Equip.  Co. 

Electric  Service  Sup.  Oo. 

Hubbard  A  Co. 

Ohio  Brass  Co. 
Brake  Adjusters 

National   Ry.  Appliance  Oo. 

Wf'Rtine-house  Tr.  Br.  Co. 
Brake  Shoes 

Amer.  Br.  Shoe  A  Fdry.  Oo. 

Barbonr-Stockwell    Co. 

Wemis  Car  Truck  Co. 

Brill  Co.,  The  J.  O. 

Columbia  M.  W.  A  It  L  Oo. 
Brnkes,    Brake   Systems    maM 
Brake  Tnrtn 

A-kley   Brake    A   Sopply 
Corp. 

Atlis-Chalmers  Mfg.  Co. 

T^*'mi8  Car  Truok  Co. 

Brill  Co..  The  J.  G. 

Columbia  M.  W.  A  M.  I.  Oo. 

f:*»nerj»1    El*"**"*''   ^« 

Johns-Manville.   Inc. 

vntional  Brake  Co, 

Westinghouse  Tr.  Br.  Co. 
Bmoms.  Track.  Steel  or  Baft- 
tan 

Amer.  Rattan    A  Reed  Mfg. 
Co. 
RmBhes.    Oarbon 

General    El'*<'tric   Co. 

.T«^n4ron.  W.  J. 

t*  Cwbone  Co. 


Murgauite  liruati  i.>u. 
Westingnuuae  K.  A  M.  Co. 

UrDBll«»,    UruplA.lt; 

Mureauiic:   i>i  u:in  Co. 

U.  b.  tii'iipii.ie  Cu. 
Brushes,    \%nt:  Pneumut.i- 

lugersoU-Kuiid  co. 
BrubU  liului-rs 

AuUereuu     Mi^.     Cu..      A.      A,^ 
J.  M. 

Cuiuu.bia  M.   U.  A  M.  1.  Co. 
Uus«%.   JUulur 

iintl  Co..  TUi.-  J.  G. 

St.  Louis  Car  Co. 
Bushings 

National   Vulcauized  Fibre 
Co. 
Bushings,  Case  Hardened  and 
>laiigauese 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 
Bus  SeoU 

Hale  A  Kilburn 

Hey  wood -Wakefield  Co. 
Cables    (bee  Wirea  uiiu 

Cables) 
Cambric.  Tapes,  Yellow  A 
Black    Varnished 

IrvingiOLi  Varnish  A  Ins.  Co. 
Carbon  Brushes    (See  BrU8he« 

Carboo) 
Car  Lighting  iFixturea 

Elec.  Service  Supplies 
Car  Panel  Safety   switches 

Consolidated  Car-Heating  Co. 

Westinghouse  E.  A  M.  Co. 
Cars,   Dump 

Differential    Stp"!   Car  Co, 

St.  Louis  Car  Co. 
Cars,  Gas  Ball 

St.  Louis  Car  Co. 
Cars,    Passenger,    l-'relght 
ICxpress,   Etc. 

Amer.  Car  Co. 

Brill  Co..  The  J.  G. 

Cambria   Steel   Co. 

Kuhlman  Car  Co..  G.  C. 

Midvale  Steel  A  Ord.  Oo. 

National  Ry.  Appliance  Co. 

St.  Louis  Car  Co. 

Wason  Mfg.  Cu. 
Cars,   Second    Hand 

Electric  Equipment  C^. 
Cars,  Self-propelled 

General    Electric  Co. 
Castings.    Brass.    Composition 
or  Copper 

Anderson   Mfg.   Co..   A.   A 
J.  M. 

Columbia  M.  W.  A  M.  1.  Co. 

More-Jones  Br.  ^  Metal  Co. 
Castings,   Gray   Iron  and 
Steel 

Bemis  Car  Truck  Co. 

Columbia  M.  w.  A  M.  I.  Co. 
Castings,  Malleable  and 
Brass 

Amer.   Brake   Shoe   A   Fdry. 
Co. 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  A  M.  I.  Co. 

Le  Grand,  Inc.,   NIe 
Catchers  and   Retrievers. 
Trolley 

Electric   Service  Sup.  Co. 

Ohio  Brass  Co. 

Wood  Co..  Chaa.  N. 
Catenary  Construction 

Archbold-Brady  Co. 
Change    Carriers 

Cleveland  Fare  Box  Co. 
Circuit  Breakers 

(Jeneral  Electric  Co. 

Westinghuse  E.  A  M.  Co. 
Clamps   and    Connectors   for 
Wires  and  Cables 

Anderson     M f g.     Co..    A .    A 
J.  M. 

Electric  Ry.  Equip.  Co. 

Electric  Service  Sup.  Co. 

General    Electric  Co. 

Hubbard  A  Co. 

Ohio   Brass  Co. 

Westinghouse    E.    A   M.    Co. 
Oewners  and  Scrapers — 
Track      ( See     also     Snow- 
Plows,    Sweepers   and 
Brooms) 

Brill  Co..  The  J.  O. 

Ohio  Brass  Co. 
Hnsters  and  Sockets 

General  Ele^^tric  Cn. 
Coal  and  .A«h   Handling    (See 
Conveylnc      and      HolstloK 
Machinery) 
"oil   Banding  and   Winding 
Machines 

rolumbfa  M.  W    AM.  T.  Co. 

Flectric  Service   Sup-   Oo. 
rolls.   ArmRfnrc  nnd   Field 

Columbia  M.  W.  A  M.  I.  Co. 

Cpnera'    T!)*'Mr(c   Co. 

'^'^me  Wire  Co. 
Colls,  Cholfi.  nnd  KleUng 

Genersl  Electri'*  Co. 

Wes»lni1iou«e  P    *  M.  Co. 
CMn-Tonntln*    Mt*'*hln'^ 
,  Clevt'Iand  Fare   Box   Co. 

Electric  Service  Sup.  Co. 

Tntpmat'l   Kerifrt«»r  Cn     The 

Johnson   Fnre   Box   Co. 


Coin    Sorting   Macliines 

I     Cievelaua  xaie   iiox   Co. 
i-Oln  Wrappers 

Cievelaua  Fare  Bjx  Co. 
L  ombustion    &jy sterna 

Engineer  Co. 
Couimutiitor   &tulter» 

idleciric   :5ervicc   a  up.    Cu. 

General    Kleciric   cu. 
Westinghoust;  K   dt  M.  Co. 
t'ommuiatur  Xrumg  lievices 

General  Electric  io 
Commutators  or  Parts 

Cameron  Elecl  Mfg.  Co. 

Columbia  M.   W.  A  M.  I.  Co. 

General    Electric   (^o. 

Westinghouse  E.  A  M.  Co. 
Compounds   (Ins.  A  Splicing) 

Johns-Manville.  Inc. 
Compressors.  Air 

AUisChaimers  Mfg.   Co. 

General    Electric  Co. 

Ingersoll-Band  Co. 

Weatingrhoase   Tr.   Br.    Co. 
Comivesaors,  Air,  Portable 

In^rsoll-Rand  Co. 
Concrete  Reinforcing  Bars 

Cambria  Steel  Co. 

Midvale  Steel  A  Ord.  Co. 
Condensers 

Aliis-Chalmers  Mfg.  Co. 

General  Electric  Co. 

Ing-ersoU-Rand  Co. 

Westinghouse  E.  A  U.  Co. 
Condensor,   Papers 

Irvington  Varnish  A  Ins.  Co. 
Connectors,    Solderless 

Westinghouse  B.  A  M.  Co. 
Connectors,  Trailer  Car 

Consolidated  (I^ar-Heat'g  Co. 

Electric  Service  Sup.  Co. 

Ohio    Brass    Co. 
Controllers  or  Parts 

AUis-Chalmers   Mfg.    Co. 

Columbia  M.  W.  A  M.  I.  Co. 

(Jeneral   Electric  Co. 

Westinghouse   E.   A  M.   Co. 
Controller   Regulators 

Electric    Service    Sup.    Co. 
Controlling  Systems 

General    Electric   Co. 

Westinghouse  E.  A  M*.  Co. 
Converters,  Rotary 

AUis-Chalmers   Mfg.  Co. 

General    Electric   (Jo. 

Westinghouse    E.    A    M.    Co. 
Conveying   and    Hoisting   Ma- 
chinery 

Columbia  M.  W.  A  M.  I.  Co. 
Copper    Wire 

Anaconda    Copper    Min.    Co. 
Cord   Adjusters 

National  Vulcanized  Fibre 
Co. 
Cord,    Bell.    Trolley    Keglster, 
etc. 

Brill  Co..  The  J.  G. 

Electric  Service  Sup.  Co. 

Intemat'l   Register  Co..  The 

Roebling's   Sons  Co.,   J.  A. 

Samson  Cordage  Works 
Cord  Connectors  A  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 

A  Ills-Chalmers  Mfg.  Co. 
Cross  Arms  (See  Brackets) 
Crossings 

Ramapo  Ajax  Corp. 
Crossing    Foundations 

International   Steel  Tie  Co. 

rosstng  Frog  A  Switch 

Ramapo  AJax  Corp. 

Wharton.  Jr..  A  Co..  Wm. 
CrosNlng  Manganese 

Indianapolis  Switch  A  Frog 
Co. 

Ramapo  Ajax  Corp. 
Crossing  Signals    (See  SIg- 

nalft.  Crossing) 
Crossing*  Track    (See  Track) 

Special  Work) 
Crossings.   Trolley 

Ohio  Brass  Co. 
Crushers.    Rock 

Allis-Chalmers  Mfg.  Co. 
Curtains  and  Curtain 
Fixtures 

Brill   Co..  The  J.  O. 

Electric   Service  Sup.  Co. 

Morton    Mfff.    CO. 
n*Mi!prs*  Machinery 

Electric  FJqnipment  Co. 
Demiling  Devices    (See  Track 

Work) 
Pernlllng    Swltchcn 

Ramapo  AJax  Corp. 
Destination  Signs 

Columbia  M.  W.  A  M.  I.  Co- 

Electric  Service  9tip.  Co. 
n*^pctlv#  Scrvlee 

wiah  Servl^.  P  F^lwsrd 
Door  Operating  Derlces 

r'on.   Car-He»tlnr   Cn 

Natn  Pnenmrttlc  Co  .  Inc. 


liuom   and   Dour   Ftxtures 

tSfili    uu..      The   J.   Km. 

General   Electric  Co. 

Hale  A  Kilburn 
Hours,    Polding    Vestibule     . 

Mat'l  Pueumalic  Co..  inc. 
Uruft  Blggiug  <s»ee  Coupleriij 
Urills.  Buck 

inifersuillland  Co. 
llrillB,    Truck 

Auicricuu  steel  A  Wire  Co. 

Liecinc  Service  &Up.  Cu. 

lugeibuU-KauU    Co. 

Otuu  Brasb  Co. 
Dr>era,    band 

Eleciric   service  Sup.   Co. 
Iutr» 

Ohio  Brass  Co. 
Ebony    Asbestos    Wood 

Johns-Manville.  Inc. 
Electrical    Wires    and    Cableo 

Amer.    Electrical    Works 

American   Steel   A   Wire   Co. 

Roebling's   Sons   Co.,   J.    A. 
Electric  Grinders 

Rai  1  way    Track-Work    Co . 
Electrodes.    Carbon 

Indianapolis  Switch  A  Frog 
Co. 

Railway  Track-Work  Co. 
Eleetrodes,  Steel 

Indianapolis  Switch  A  Frog 
Co. 

Railway  Track-Work  Co. 
Enamels 

B<!(*kwith-Chandlpr    Co. 

Engineers  Contiultlng  Con- 
tracting and   Operating 

Allison   A   Co..   J.   R. 

Andrew,  Sangster  A  Co. 

Archbold-Brady   Co. 

Arnold  Co..  The 

Beeler.  John  A. 

Bibbins.  J.  Rowland 

Byllesby  A  Co..  H.  M. 

Day  A  Zimmermann 

Ford.  Bacon  A  Davis 

Hemphill  A  Wells 

Hoist.    Englehardt  W. 

Jackson.  Walter 

Kelly.    Cooke   A   Co. 

Ong,  Joe  R. 

Parsons.  Klapp.  Brinkerhoff 
A  Douglas 

Richey,  Albert  9. 

Robinson  A  Co.,  Inc.. 
Dwight  P. 

Sanderson  &  Porter 

Smith  A  Co..  C.  E. 

Stone  A   Webster 

White    Engineering   Corp.. 
The  J.  G. 
Engines,  Gas,  Oil  or  Steam 

Al  lis -Chalmers   M^g.   Co. 

Ingersoll-Rand  Co. 

Westinghouse  E.  A  M.  Co. 
Fare   Boxes 

Cleveland  Fare  Box  (^. 

Johnson   Fare   Bo.v    Co. 

National  Ry.  Appliance  Co. 
Fence 

Cambria  Steel  Co. 

Midvale  Steel    &  Ord.   Co. 
Fences.  Woven  Wire  and 
Fence  Posts 

American  Steel  A  Wire  Co. 
Fenders  nnd  Wheel  Guards 

Brill  Co..  The  J.  G. 

Consolidated  Car  Fender  Co. 

Klectric  Service  Sup.  Co. 

Le  Grand.   Inc..   NIc 
Fibre  and   Fibre  Tub'  ir 

National  Vulcanized  Fibre 
Co. 

,Tohns-Manville.    Inc. 

Westinghouse  E.  A  M.  Co. 
Field  Colls    (See  Colls) 
Fire  Extinguishers 

Johns-Manville.   Inc. 
Flanceway  GuBrds,  Steel 

Godwin   Co.,  Inc..   W.   S. 
Flooring    Comnosition 

Johns-Manville.   Inc. 
Forgings 

Cambria  Steel  Co. 

CarneEie   Pteel   Co. 

Columbia  M,  W.  A  M.  I.  Co. 

Midvale  Steel   A  Ord.   Co. 
Frogs   s   Crosstnrs.  Tee   Rail 

Ramapo  AJax  Corp. 
Frogs,   Track 

(See   Track    Work) 

Wharton.  Jr..  A  Co..  Wm. 
Frogs.  Trolley 

Ohio  Brass  Co. 
Fuses   and   Fu**"   Boxes 

Columbia  M.  W.  A  M.  I.  Co. 
Consolidated  Car-Heating  Co. 

General  Electric  Co. 

Wf>«tin?house  E.  A  M.  Co. 

Williams  A  Co..  J.  H. 
Fuses.  Reflllable 

Columbia  M.  W.  A  BT.  I.  Co. 

(5enera1  Electric  Co. 
Gages,  Oil   and   Water 

Ohio   Brass  Co. 

On«1rcts 

Tohns-Manville    Inc. 
We8tlnghoti««  Tr.  Br    Co. 


ous-tlccirif  tars 

VjiuuLiai    t;.lccli'tu    Cu. 
t«u»  I'ruUUccift 

VVcallUgUuUsc    K.    Jt    M.    Cu. 
Otttcb.    «.H. 

i;riii  Cu.,  The  J.  ij. 
Gtur    UluuKb 

CaiiiUna  sicel  Cu. 

Ciiitti-gic  att-ei  vu 

Miavaie  Steel   A  Ord.  Cu. 
Gear  Cusvn 

Chillingworlh    Mfg.    Co. 

Lu. umuiit  M.  W.  de  M.  1.  Co. 

Kieclriij   Service   Sup.   t.;o. 
WeallugtiUUBe   K.    A    M..   Uu. 
Gears  and   Pinions 

Ackli-j     Lraiie    A    Supply 
Corp. 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  A  M.  I.  Co. 

Kiccirio  Service  Sup.  Co. 

Oeueral  Electric  (^. 

^.ji.i...ai  iiaiiway  Appliance 
Co 

Nuilail  Co..  R.  D. 

Too.   S:eel  (Jear  A  Pinion 
Co. 
>*euerulinK   Sets.   Ua»-£lectrir 

General  Electric  Co. 
(•eorrulurs 

AlUs-Cbalmers   Mfg.   Co. 

Westinghouse  E.  A  M.  Co. 
(Urder    RaiU 

Lorain  Steel  Co. 
•  •uggleb.  Eyes 

Indianapolis  Switch  A  Frog 
Co. 

Smith  Heater  (^..  Peter 
Oongs    (See  Bells  and  Oongs) 
Greases     (See    Lnbrieaots) 
Ucindera   and  Qrlndlnc    8ap- 
pUee 

Indianapolis  Switch  A  Frog 
Co. 

Railway  Track-Work  Co. 
(*rinders.    Portable 

Kaiiway  Track-work  Co. 
Grinders,  Portable  Electric 

Railway  Track-work  Co. 
Grinding    Bricks    and    Wheels 

Railway  Track-work  Co. 
Goard  Kail  Clamps 

Ramapo  Ajax  CTorp. 
Guard  Bails,  Tee  Ball  aad 
Manganese 

Bamapo  Ajax  Corp. 
Guards,   Trolley 

Electric    Service    Sup.    Co. 

Ohio  Brass  Co. 
Hammers,    Pnenmatle 

Ingersoll-Rand  Co. 
Harps.  Trolley 

Anderson     Mfg    Co.,     A.     A 
J.  M. 

Electric  Service  Sup.  Co. 

More-Jones  Br.  A  Metal  Co. 

Nuttall  Co.,  R.  D. 

Star  Brass  Works 

Tliornton  Trolley  Wbeel  Co. 
Headlights 

Electric   Service   Sup.   Co. 

Genera!  Electric  (^. 

Ohio  Brass  Co. 
Heaters.    Car    (Electric) 

(Consolidated  Car  Heating  Co 

Gold   Car   Heating   A  Light- 
ing Co. 

National  Ry.  Appliance  Co. 

Smith  Heater  C^..  Peter 
Heaters,  Car,  Hot  Air  and 
Water 

Smith  Heater  Co.,  Peter 
Heaters.    Car    (Stove) 

Electric  Service  Sup.  Co. 

Sterling  Varnish  Co. 

Westinghouse  E.  A  M.  Co- 
Belmets.  Welding 

Indianapolis  Switch  A  Frog 
Co. 

Railway  Track-Work   Co. 
HoUts  and  Ufts 

Columbia  M.  W.  A  M.  I.  Co 

Ford-Chain    Block  Co. 

Ingersoll-Rand  Co. 
Hose.  Bridges 

Ohio  Brass  Co. 
HydrauKc    Machinery 

A'MB-Chalmprs  Mfe.  Co. 
Industrial    Floorlrg 

Johns-Manville.  Inc. 
Instruments,  Measuring  and 
Recording 

Klectric   Service  Sup.  Co. 

General  Electric  Co. 

Westinghouse  E.  A  M.  Co. 
laralattng    Cloth.    Paper    and 
Tape 

G«ieral  Electric  Co. 

Irvington  Varnish  A  Ins. 
Co. 

Johns-Mai' ville.    Inc. 

National  Vulcanised  Fibre 

Co. 
Standard  Underground  Cable 

Westing-house  E.  A  M.  Co. 
Insulating   Silk 

Irvington    Varnish    A    Ins. 
Co. 


March  24,  1923 


Electric    Railway    Journal 


8T 


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THORNTON     | 

The  trolley  wheel  with  the  high      |    f 
mileage  tide  bearing  I    I 

Thornton  Wheels  with  Thornton  side  |  I 

bearings  are  unusually  long-lived,  re-  |  i 

quire  less  lubrication,   and  less  main-  I  | 

tenance.     They   are  free  from  vibra-  |  f 

tion  and  noiseless.     No  bushings.    In-  I  I 

vest'igate  them.  i  | 

Bearings  make  fifty  thousand  or  more  miles    f    I 

Send  for  deteriptive  circular 
Thornton  Trolley  Wheel  Co., 

Incorporated 
Athlantl,  Kentucky 


UtftiA^ 


i^^"^ 


CORRECT  IT 


I  I    USE  LE  CARBONE  CARBON  BRUSHES 


I  I 


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f    The  Kalamazoo  Trolley  Wheels    f 

I       have   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  misled   by  statements  of 

I      large  mileage,  because  a  wheel 

I       that  will  run  too  long  will  dara- 

I      age  the  wire.    If  our  catalogue 

I       does    not    show    the    style    you 

need,  write  us— the   LARGEST 

EXCLUSIVE       TROLLEY 

WHEEL    MAKERS    IN    THE 

WORLD.  I 

THE  STAR  BRASS  WORKS  | 

KALAMAZOO.  MICH.,  U.  S.  A.  I 

'imiiniiillill iiiiiiiiiiiiiiiijiiiiirniiniiimiiiii niinriiiiiiiriiiiu iiu ji riiiiiii;ii mil Hiiiiiiiiiiiiiiiiiinl 

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flf^m^M 


COST    MORB    PER    BRUSH 
COST  LESS  PER  CAR  MILE 


W.  J.  Jeandrofi 

345  Madison  Avenue,  New  York 

Pittsburgh  Office:  634  Wabash  Bldg. 
San  Francisco  Office:  525  Market  Street 

Canadian  Distribators:  Lyman  Tube  &  Supply  Co.,  Ltd.. 
Montreal  and  Toronto 


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iiiiiiiiiiiiiiiimirauiin!»^ 


'!"" iiiiiiiiiiHiiiiiimii miiimii niHMiimiiriiiiiminiiiiiiiniiinmiiiit iiiiii i i 


iiiitiiiiiiiiriiiiliii>'_^ 


=  FU  A.E.R.A.  and  M.C.H.  StiinJ- 
=  ard  Jourmas;  Ueodily  Applied  to 
I  Equipment  .Vow  in  Use. 


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 
Jonrnal  Friction 

Onaranteed  Two  Years    | 

Aik  tor  literatiffe  i 

STArronD  holleu  ocABimi 
cah  truck  cohpohation  = 


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iiiiiirMiniiiriiiiMiiiiiiiiiitiiiiiiiiiiiiiiiilis 


gnMiniiinmiiiiiiuiiimiimiiniimiiMiiimmiiiiiiimMiiiiniinMiimnMnmmiiiHUMiiiiHuiiiimiiniiiiiimimiiiiuiiiimitMnniiir 

I  Braymer*m 

I    ^     ARMATURE  WINDING  AND 

i  MOTOR  REPAIR 

I   15  pages  6x9,  illustrated.  '  $3. CO  net.  po!>ijc<d 

I  This  book  is   a   compilation   of  praotira 

i  methods  used  by  repairznen  and  atmaturc 

I  winders.     It  gives  in  detail  those  methods 

=  which  have  been  found  by  actual  espor- 

I  ience  to  represent  best  practice  in  a  repair 

=  shop  of  average  size. 

I  McGraw-Hill  Book  Co..  Inc.. 

=       370  Seventh  Ave.,  New  York.  N.  Y 

=  You  may  send  me  on  10  days'  approva 
=  Braymer's  Armature  Winding  and 
=  Motor  Repair.  $3.00  net,  postpaid.  I 
=  agree  to  pay  for  the  book  or  return  U 
=  postpaid  within  10  days  of  receipt. 
=  Regular  subscriber  to  the  Electric  Rail- 

i  waj    Journal? ,, ,, 

i  MeHkber  ot  A.  I.  E.  E? 

I  Signed 

=  Address , 


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=  Name  of  Company Official  Position 

=  (Books  sent  on  approval  to  retail  purchasers  In  the 

5  U.  b.  and  Canada  only.)  F.E,  = 

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The  No-Staff  Brake 

for  any  size  and 

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Apply  the  advantaffes  ot  the  staffleM  brak* 
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oars.  Ackley  Ko-Stan  Brakes  are  adaptable 
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Price  only  $32.00 


ACKIEY  BRAKE  I  SUPPLY  CORPORATION  1P«s^N 


4iimiiiimmiiittHimi 


38 

lubulatlng  Varnlahes 

xi'vui&tuu    V  tiriUHQ   A  Ins, 

OO- 

bmlatlon   (See  also  Paints) 

AnderHou    Hlg.    Cu..    A.    6c 
J.  M. 

Eieciric  Rj.  Eulup.  Co. 

JSlecirii;  bervicti  aap.   Co. 

Ueneral  Kieclnc  Co. 

Irvinffion  Varniflh  &  Ins.  C«. 

JohnsManville.   Inc. 
Ininlation,  iSlot 

Irrlnrton  Varnish  fc  Ina.  Co. 
Inaolators 

(See  also  Une  Blaterial) 

Anderson  Htg.  Co.,  A.  ft 
J.  M. 

Enectric  Ry.  Equip.  Co. 

Blectric  Service  Sup.  Co. 

General  Electric  Co. 

IrrinKton  Varnish  &  Ins.  C». 

Ohio    Brass    Ck>. 

Westinghouse  E.  &  H.  Co, 
Inculalor  Pina 

Blectric  Serrice  Sup.  Co. 

Hubbard  &  Co. 

Insulators,  Hi^fa  Toltase 

Lapp   Insulator  Co. 
Insulators,    High    Voltage 

Lapp  Insulator     Co. 
laanrance,    Jbire 

Marsh   &  McLennan 

tmtki    (See  also  Crane*. 

Hoists    and    Lifts) 

Buckeye  Jack   Mte-   Co. 

Oolnmbia  M.  W.  &  U.  I.  C!o, 

■lectric  Service  Sup,  Co, 
Joliits,  BaU 

(See  Rail  Joint*) 
lonmal  Boxes 

Bemis  Car  Truck  Co. 

Brin   Co.,  The  J.  O. 
Jvnctlon  Boxes 

Standard  Underfrround  Cable 
Immp  Guards  and  Fixtures 

Anderson  Htg.  Co..  A.  & 
J.  M. 

Electric  Service  Sup.  Co. 

General  Blectric  Co. 

Weatlng-house  E.  &  M.  Co. 

Eainns,  Arc  and  Incandeseent 

(See  also    HeadllKht*) 

Anderson  Mf;.  (k>..  A,  & 
J.  M. 

Oeneral  Electric  Co. 

Weatinrhouse  B.  &  M.  Co. 
Lampa,  Signal  and  Marker 

KIcnols-Untem  Ck>. 

Ohio  Brass  Co. 
lAntems,  Claaslfleatlon 

Nlchols-Llntem  Co. 
Uchtning    ProteoClen 

Anderson  Mfg.  Co.,  A.  ft 
J.  M. 

Sflectrlc  Service  Sup.  Co. 

Oeneral  Electric  Oo. 

Ohio   Brass    Co. 

Shaw.  Henry  M. 

Westinghouse  K.  ft  H.  Oo. 
Une   Material     (See  also 
Brackets,  Inanlaters,  Wire*, 
etc, 

Anderson  Mfg.  Co.,  A.  ft 
J.  M. 

Archbold-Brady  Co. 

Columbia  M.  W.  A  M.  I.  Co. 

Blectric  Service  Sup.  Oo. 

Blectric  Ry.  BquIp.  Co, 

General  Electric  Co. 

JohnsManville,  Inc. 

MoreJones  Br.  ft  Metal  Oo. 

Ohio  Brass  Co. 

Westinghouse  B.  ft  M,  Co. 
U>ckine  Spring  Boxea 

Wharton.  Jr..  ft  Co.,  Wm. 
Locomotives,   Eleotrte 

General  Electric  Co. 

Westinghouse  B.  ft  M.  Oo. 
Lubricating  Engineers 

Galena    Signal    Oil    Co. 

Texas  Co. 

Dniversal    Lubricating    Oo. 
Lubricants.  Oils  and  Oreases 

Galena    Signal   Oil   Co. 

Texas  Co. 

Universal  Lubricating  Co 
Machine   Tools 

Columbia  M.  W.  ft  M.  I.  (3* 
Machine    Work 

Columbia  M.  W.  ft  M.  I.  Co 
Manganese  Steel   Castings 
Wharton,   Jr..    ft   Co..    Wm. 

Manganese  Steel  Onard  Balls 
Ramapo   AJax   Corp 

Manganese    Steel    Special 
Track  Work 

Indianapolis  Switch  ft  Frog 
Co. 

Ramapo  A)ax  Corp. 

Wharton,  Jr..  ft  Co.,  Wm. 
Meters  (See  InstmmeDts) 
Motor  Buses 

(Se«  Buses,  Motor) 
Motormen's  Seats 

Brill  Co.,  The  J.  O. 

Electric  Service  Sup.  (3o. 

Wood  Co..  Chas.  N. 
Motors.   Electric 

AUis-Chalmers  Mfg.  Ck). 

Westinghouse  E.  &  It.  Co. 
Motors  and   Genrraton,    Sets 

General  Electric  (3o. 
Nails 

Cambria  Steel  C!o. 

Midvale  Steel  ft  Ord.  Co. 
Nuts  and  uolts 

Allis-Chalmers  Mfg.   Co, 

Barbour-Stockwell  Co. 

Bemls  Car  Truck  Co. 

Columbia  M.  W.  ft  M.  I.  Co. 

Hubbard  ft  Co. 
Oils  (8«e  Labrleanta) 


ELECTBIC     KAILWAY     JOUBNAL 


Packing 

jkiccinc  Service  Sup.  Co. 
Johns-Majiviilu.    Ino. 
Weaunghoube  B.  ft  M.  Co. 
Paints  and  Varnishes  (Preser- 
vative) .    „ 
Ackley  Brake  &  Supply 

Corp. 
Beckwith-Chandler   Co. 
PainU  and  Varnishes  (or 
Woodwork 
Bec-kwith   Chandler   Co. 
National  By.  Appliance  Co. 
Paveoieni   Breakers 
IngersoU-Rand  Co. 
Paving  (vuards.  Steel 

Godwin  Co.,  Inc..  W.  S. 
Paving  Material 

Amer.  Br.  Shoe  ft  Fdry.  C!o 
Pickups,    Trolley    Wire 
Electric  Service  Sup.  Co. 
Ohio  Brass  Co. 
Pinion  Pollers  .    .    „ 

Columbia  M.  W.  ft  M.  I.  <>> 
Electric  Service  Sup.   Co. 
General  Electric  Co. 
Wood  Co.,  Chae.  N. 
Pinions  (See  Gears) 
Ping,    Case    Hardened.    Wood 
and  Iron 
Bemis  Car  Truck  Co. 
Electric  Service  Sup.  Co. 
Ohio  Brass  Co. 
Westinghouse  Tr.  Br,  Co, 
Pipe  Fittings     „^    „      „ 

Westinghouse  Tr.  Br.  (3o. 
Planers   (See  Machine  Tools) 
Plates  for  Tee  Ball  Switches 

Ramapo  Ajax  Ck>rp. 
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.  ft 

J.  M. 
Columbia  M.  W.  ft  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 
Bell  Lumber  Co. 
International  Creosoting  and 
Construction  Co. 
Poles,  Ties,  Post,  Piling  and 
Lumber 

Baker  Wood  Preserving  Co. 
Bell  Lumber  (3o. 
International  Oeosoting  and 

Construction  Co. 
Le  Grand.  Inc.,   Nlc 
Nashville  Tie  Co. 
Porcelain,  Special  High 
Voltage 
L.Tpp  Insulator  Co. 
Power   Saving   Devices 

National  Ry.  Appliance  Co. 
Pressure  Regulators 
General  Electric  Co 
Ohio    Brass   Co. 
Westinghouse  E.  ft  M.  Co. 
Produrtion   Engineeiing 
Sherman   Service.  Inc. 
Pnmps 
AUis-Chalmers  Mfg.  Co. 
IngersoU-Rand  Co. 
Pumps.  Vacuum 

Ingersoll-Rand  Co. 
Punches,  Ticket 
Bonney-Vehslage   Tool   Co. 
Intertiational  Reg.  Co.,  The 
Wood  Co..  Chas.  N. 
Rails 
Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 
Ball    Braces    ft    Fastenings 

Ramapo  Ajax  Corp. 
Rail  Grinders   (See  Grinders) 
Rail    Joints 
Carnegie  Steel   Co. 
Rail  Joint   Co..  The 
Rail  Joints,   Welded 
Indianapolis  Switch  &  Frog 
Co. 
Rails,    Steel 

Carnegie  Steel  Co. 
Railway  Material 

Johns. ManWUe.  Inc. 
Railway  Paving  Guards,  Steel 

Godwin  Co..  Inc.,  W.  S. 
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  &  Kilburn 
St.  Louis  C3r  Co. 
Registers  and  Fittings 
Brill  Co..  The  J.  G, 
Electric  Service  Sup.  Co, 
International   Reg.  Co  ,  The 
Rooke   Automatic   Reg.    (jo. 
Belnfnrrement.   Concrete 
American   Steel    ft   Wire  Co. 
Carnegie  Steel  Co. 
Repair  Shop  Appliance*   (See 
also    Coll    Banding    and 
Winding  Machine*) 


comn^bia  M.   w.  &  M,  1.  (ju. 
iilectrti:  Service  Sup.  C!a. 
Repair  t>ork   (bee  also  i;olls) 
Columbia  M.  W.  ft  M,  I.  Co. 
(ieneral  Blectric  Co, 
Westinghouse  E.  ft  M,  Co. 
Replacers.  Car 
Columbia  M.  W,  ft  M.  L  Oo. 
Electric  Service   Sup.  Co 
Resistance,  lirid 

Columbia  M.   W.  ft  M.  I.  Co. 
Resistance,  Wire  and  Tnbe 
General  Electric  Co. 
Westinghouse  E.  ft  M.  Co. 
Resistances 

Consolidated  Car-Heating  Co. 
Retrievers,        Trolley         (See 
Catchers     and     Retrievers, 
Trolley) 
Rheostat* 
General  Electric  Co. 
Westinghouse  E.  ft  M.  Co. 
Rolled  Steel  Wheels 
Cambria  Steel  Co. 
Midvale  Steel  ft  Ord.  Co. 
Roller   Bearings 
Stafford  Roller  Bearing  Car 
Truck  Corp. 
Kooflng,  Asbestos 

Johns-Manville.  Inc, 
Sanders,  Track 
BrUl  Co..  The  J.  G. 
Columbia  M.  W.  ft  M.  I.  Co. 
Electric  Service  Sup.  Co. 
Michois-Lintern  Co. 
Ohio   Brass  Co. 
Sash  Fixtures,  Car 

Brill  Co..  The  J.  G. 
Sash,  .Metal  Car  Window 

Hale   &  Kilburn 
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,  Louis  Car  Co. 
Scats,  Car   (See  also  Rattan) 
Amer.  Rattan  ft  Reed  Mfg. 

Co. 
Brill  Co.,  The  J.  G. 
Hale  &  Kilburn 
Heywood-Wakeficld    Co. 
St.  Louis  Car  Co, 
Second    Hand    Etinlpment 
Electric  Equipment  Co. 
Shades,   Vestibule 

Brill  Co.,  The  J.  G. 
Shovels 
AUis-CSialmerg  Mfg.  Co. 
Brill  Co.,  The  J.  O. 
Hubbard  &  0>. 
Side  Bearings    (See  Beiurlngs, 

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  Serrice  Sup.  Co. 
Nachod  Signal  Co.,  Inc. 
tJ.   S.  Electric  Signal  Co. 
Wood  Co.,  C^iaa.  N. 
Signal  Systems,  Highway 
Crossing 
Nachod  Signal  Co..  Inc. 
D.  S.  Electric  Signal  Co. 
Slack   Adjusters 

(See  Brake  Adjusters) 
Slag 

Carnegie  Steel  Co. 
Sleet  Wheels  and  letters 
Anderson  Mfg.  Co..  A.  ft 

J.  M. 
Columbia  M.  W.  ft  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.  ft  Reed  Mfg.  Co. 
BrUl  Co..  The  J.  G. 
Columbia  M,  W.  ft  M.  I.  Co, 
Consolidated  Car  Fender  Co. 
Sockets  ft  Receptacles 

Johns-Manville.  Inc, 
Special   Adhesive  Papers 
Irvington    Varnish    &    Ins, 
Co. 
Snecial    Track-work 

Lorain  Steel  Co, 
Spikes 

Amer,   Steel   ft   Wire  Co, 
Splicing  Componnds 

Westinghouse  E,  ft  M,  Co. 
Splicing  Sleeves    (See  Clamps 

and    Connectors) 
Springs,  Car  and  Trnok 
Amer.  Steel  ft  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.,  ft  Co,,  Wm. 
Steels  and  Steel  Products 
Cambria  Steel  Co. 
Morton  Mfg,  Co. 
Midvale  Steel   &  Ord.  Co. 
Steel   Freight   Cars 
Cambria  Steel  Co. 
Midvale  Steel  ft  Ord.  Co. 
Steps,  Car 
Morton  Mfg.  Co. 


atokers,  Mechanlnaj 
Batx-ock  &  Wilcox  tk). 
Westinghouse  iL.  St  M.  (^. 
Storage    Batteries     thee    Bat- 
teries, storage) 
Strain  lusulaturs 
Ohio   Brass  Co. 
Strand 

UoebUng's  Sons  Co..  J.  A, 
Structural  Steel 
Cambria  Steel  Co, 
Midvale  Steel  &  Ord.  Co. 
Superheaters 

Babcock  ft   Wilcox   Co. 
Sweepers,    Snow     (See    Snow 
Plows,   Sweeper*  and 
Brooms) 
i-iwitchboxes 

Jolins-Manville,    Inc. 
Switch  Stands 
Indianapolis  Switch  ft  Frog 
Co. 
Switch    Stands    and    Fixtures 

Ramapo  Aja.x  Corp 
Switches,    Selector 

Nichols-Lintern  Co. 
Switchea,  Track    (Sec  Track. 

Special  Work) 
Snitches  and  Switchboard* 
AUis-Chalmers  Mfg.  Co. 
Anderson  Mfg,  (^,,   A.   ft 
J.  M, 
Electric  Service  Sup.  Co. 
(Jeneral   Electric  Co. 
WeatnghouBe  E.  ft  M.  Co. 
Switches,    Tee   Rail 

Ramapo  Ajax  Corp. 
Tampers,   Tie 
Ingersoll-Rand  Co. 
Railway  Track-Work  Co. 
Tapes    and    Cloths     (See    In- 
sulating Cloth,   Paper  and 
Tape) 
Tee  RaU  Special  Track  Work 

Ramapo  Ajax  Corp. 
Telephone*  and  Part* 

Electric  Service  Snp.  Co. 
Terminals,  Cable 
Standard  Underground  Cable 

Co. 
Testing  Instruments   (See  In* 
struments.  Electrical  Heas- 
nrlng.  Testing,  etc.) 
Thermostats 
Con.  Car  Heating   Co. 
Gold  Car  Heating  ft  Light- 
ing Co. 
Railway  Utility  C!o. 
Smith  Heater  Co..  Peter 
Ticket  Choppers  and  Destroy- 
ers 
Electric  Service  Sup.  Co. 
Tie  Plates 
Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 
Tie*  and  Tie  Rods,  Steel 
Barbour-Stockwell  Co, 
Carnegie  Steel  Co. 
International  Steel  Tie  Co. 
Ties,  Wood  Cross    (See  Pole*. 

Ties,  etc) 
Tongue  Switches 

Wharton,  Jr.  ft  Co..  Wm. 
Tool  Steel 
Cambria  Steel  Co. 
Carnegie  Steel  Co. 
Midvale  Steel  ft  Ord.  Co. 
Tools.  Track  and  Mlscetlane- 
ons 
Amer.  Steel  ft  Wire  Co. 
Columbia  M.  W.  ft  M.  I.  Co. 
Electric  Service  Sup.  Co. 
Hubbard  ft  Co. 
Railway  Track-work  Co. 
Towers  and  Transmission 
Structure* 

Bates  Exp.  Steel  Truss  Co. 
Westinghouse  E.  ft  M.  Co, 
Track   Expansion  Joints 

Wharton,  Jr.,  ft  (Jo..  Wm. 
Track   Grinders 

Railway  Track-work  Co. 
Trackless  Trollicar* 
St,  Louis  Car  Co. 
Track,  Special  Work 
Barbour-Stockwell  Co. 
Indianapolis  Switch  ft  Frog 

Co. 
New  York  Switch  ft  Ooss- 

Ing  Co. 
St.  Louis  Frog  ft  Switch  Co. 
Wharton.  Jr.,  ft  Co.,  Wm. 
Inc. 
Transformers 
AUis-Chalmers  Mfg.  Co. 
(3eneral  Electric  Co, 
Westinghouse  E,  ft  M.  CJo. 
Treads,  Safety,  Stair  Oar  Step 

Morton   Mfg.  Co, 
Trolley  Bases 
Anderson  Mfg.  Co.,  A.  ft, 

J.  M, 
Electric  Service  Sup,   Co. 
General  Electric  Co. 
Nuttall  Co..  R.  D. 
Ohio  Brass  Co. 
Trolley  Bases.   Retrieving 
Ackley  Brake  ft  Supply 
Corp. 
Anderson  Mfg.  Co..  A.  ft 

J.  M. 
Blectric  Service  Sup.  Co. 
General  Electric  Co. 
Ohio    Brass    Co. 
Trolley  Buses 
Brill  Co..  The  J.  G. 
General   Electric  Co. 
Westinghouse  E.  ft  M.  0>. 
Trolley    Materials,    Orerhead 
More-Jones    Brass    ft    Metal 

Co. 
Ohio  Brass  Co. 


March  24,  1923 

Trolley  Shoes 

Jililler  Trolley  Shoe  Co. 
Iruliey    atid    xruuey    &»tan* 

Ford-Chain  iiiocK  Co. 
1*roUey   Wheels  and  Uurps 
More-Jones    Brass    6c    Metal 

Co. 
Thornton  Trolley  Wheel  Co. 
TroUey   Wheels,    (See  'Wheel*. 
TroUey   Wheel   Boshian) 
More-Jonee    Brass   ft    Metal 
Co. 
TroUey    Wire 
Amer.  Electrical  Work* 
Amer.  Steel  A  Wire  Co. 
Anaconda    Copper    Min.    Oo. 
Roebling's  Sons   Co..  J.  A. 
Rome   Wire  Co. 
Trucks.   Car 
Bemls  Car  Truck  Oo. 
BriU  Co.,  The  J.  8. 
St.  Louis  Car  Co. 
Ttthing,   Vellow  and  Blaak 

Flexible    Varnl*he* 
Irvington  Varnish  ft  In*.  Oo. 
Tnrbioee,  Steam 
AlUs  Chalmers  Mtg,  Oo. 
Oeneral  Electric  <3o. 
Westinghouse  £.  ft  M.  Oo. 
Torblne*,   Water 

AlUs-Chalmer*  MIg.  Ua. 
Turntable* 
Indianapolis  Switch  ft  Fro. 
Co. 
TnmstUes 
Electric  Service  Sup.  Oo. 
Ohio   Brass  Co. 
Percy  Mfg.  Co. 
Upholstery  Material      _  „^ 
Amer.  Rattan  ft  Baed  Ml*. 
Co. 
Valves  _     __    .^ 

Weatinghoi'so  Tr.  Br.  Oo. 
Vacuum  Iror>regnatloB 

Allis-ChalJ"Brs   Mfg.   Co. 
Tarnished    Papers 
Irvington  Varnish  ft  In*.  Oa. 
Varnished   SUks 
Irvington  Varnish  ft  In*.  (3a. 
Ventilators,   Car 
Brill  Co.,  The  J.  Q.  _ 

National   Ry.  AppUanc*  0* 
NlcholsUntem  Co, 
EaUway  UtiUty  Co. 
Welders,   Portable   EleetrU 
Electric  Railway  Improve- 
ment Co. 
IndianapoU*  Switch  ft  Frog 

Co, 
Ohio  Brass  C!o. 
RaUway  Track-work  Co. 
Rail  Welding  ft  Bonding  Oa. 
Welding    Processes    and    Ap- 
paratus 
Electric  Railway  Improve- 
ment Co. 
Genral  Blectric  Co, 
IndUnapolis  Switch  ft  Frog 

Oo, 
Obln  Brass  Co. 
Railway  Track-work  Oo. 
Rail  Welding  ft  Bonding  O*. 
Weatioghouse  E.  ft  M.  Oo. 
WeldrT*,  Ball  Join* 
IndiiuiapoUs  Switch  ft  Frag 

Co. 
Ohio  Brass  Co. 
Railway  Track-work  Co. 
Rail  Welding  ft  Bonding  C*. 
Welders,    Steel 
Indianapolis  Switch  ft  Frog 

Co. 
Welding  Steel  .     _ 

Railwnv  Track-Work   Co, 
Wheel    (inards     (See    Fende** 

and  Wheel   Guards) 
Wheel    Presses    (See  MachiB* 

Tools) 
Wheels,  Car,  Cast  Inn 
Bem'a  Car  Truck  Oo. 
Griffln  Wheel  Co. 
Wheel*.  Car,  Steel  and  SteX 
Tire 
Bemis  Car  Truck  Co. 
Carnegie    Steel    Co. 
Wheels.   Trolley 
Anderson  Mfg.  Co.,   A.  ft 

J.    M. 
Columbia  M,  W.  ft  M.  I.  Oo 
Copper  Products  Forging  Oo, 
Electric  Ry.  Equip.  Co. 
Electric  Service  Sup.  Co, 
(Seneral  Electric  Co, 
Gilbert   &  Sons.  B.  F.   A. 
More-Jones  B.  ft  M.  Co 
Nuttall  Co..  R.  D. 
Star  Brass  Works 
Whistles,  Air 
General  Electric  C!o. 
()hio    Brass   Co 
Westinghouse  Tr.  Br,  Co, 
Wire 
Cambria  Steel  Co, 
Midvale  Steel  ft  Ord.  Co. 
Wire  Rope 
Amer,  Steel   ft  Wire  Co 
Roebling's  Sons  Co.,  J,  A 
Wires  and  Cables 
Amer,  Blec'l  Works 
Amer.  Steel  ft  Wire  CIo, 
Anaconda    Copper    Min,    Oo 
(Seneral  Electric  Co 
Indianapolis  Switch  *  Frot 

Co 
Roebling's  Sons  (Jo.,  J.  A, 
Rome  Wire  Co. 
Standard  Underground  Cable 

Co. 
Westinghouse  E,  ft  M,  Oo. 
Wood  Preservatives 

Baker  Wood  Preserving  Co, 
Woodworking  Machine* 
A11is-(Jhalmer*   Mfg.  0« 


March  24,  1923 


Electric    Railway    Journal 


89 


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Brake  Shoes  1 1  Car  Seat  and 

A.E.R.A.  Standards   1 1  Snow  Sweeper  Rattan 


Diamond  "S"  Steel  Back  is  the  Best  Type  j   | 

Standard   i 
Patterns    | 

for  I  I 

I  § 
I  I 

I  i 
SAFETY 
CAR 


D-67  for  Narrow  Tread 
D-87  for  Wide  Treads 


American  Brake  Shoe  and  Foundry  Co.     | 
30  Church  Street,  New  York  I 

332  So.  Michigan  Ave.,  Chicago        Chattanooga,  Tenn.    | 


For  60  years  we  have  been  the  largest  im- 
porters of  rattan  from  the  Far  East.  It 
is  therefore  to  be  expected  that  when  Rat- 
tan 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: 

Heywood- Wakefield  Co.  Heywood-Wakefleld  Co. 

616  West  34th  St..  New  York  1415  Michigan  Ave.,  Cblcaco 

E.  F.  Boyle,  Monadnock  Bidcr.,  San  Francisco.  Cal. 

F.  N.  Grisg.  630  Louisiana  Ave.,  Washington.  D.  C. 

Railway  and  Power  Engrineeringr  Corp.,  Toronto  and  Montreal 

G.  F.  Cotter  Supply  Co.,  Houston,  Texas 


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Lorain  Special  Trackwork 
Girder  Rails 

Electrically  Welded  Joints 


■THEY'RE   FORGED— NOT   CAST 
THAT'S  WHY  THEY  LAST' 


THE  LORAIN  STEEL  COMPANY  | 

Johnttowitt  Pa.  I 

Sale*  OfKcet:  | 

Atlanta                     Chicago                     Cleveland  New  York    I 

Philadelphia                                  Pittsburgh  | 

Pacific  Coast  Representative;  | 

United  States  Steel  Products  Companjr  E 

Los  Angeles                 Portland                 San  Francisco  Seattle    i 

Export  Representative:  i 

United  States  Steel  Products  Company.  New  York,  N.  Y.             | 

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Reqtiemt        i 

mBHOHTAT  ommtoi.  ■mjirwww 

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{No  Alloy) 

TROLLEY  WHEELS 

Each  old  wheel  worth  its  weight 
in  pure  copper 

Send  far  Particulars 

THE  COPPER  PRODUCTS  FORGING  CO. 

1412  East  47th  Street,  CLEVELAND 

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GOLD  CAR  HEATING  & 
LIGHTING  CO.      , 

NEW  YORK  CITY 


S 
5 

I 


PATENTED 


PS 


Car  Heating  and  Ventilation 

is  one  of  the  winter  problems  that  you  must 
settle  without  delay.  We  can  show  you  how 
to  take  care  of  both,  with  one  equipment. 
Now  is  the  time  to  get  your  ears  ready  for 
next  winter.     Write  for  details. 


sQ^g^g     The  Peter  Smith  Heater  Company 
^nmWfnrN        1725   Mi.   Elllolt   Ave.,   Detroit,  Mich. 

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RAHi>WAl(  I  fTIUIT\(  f>OMPAN\(  f    |    a  Single  Segment  or  a  Complete  CommuUtor 
'^amtam^^^mmJ  \^ ^m^^mmi^i^m  \0  m^^mmmam^^m^  g     S        ,.  ,,,,„^  „,,,  -iih  «nnal  rare  in  onr  shoos.     The  orders  w»  ail 


a  Sole  Manufacturers                                                 | 

I  "HONEYCOMB"  AND  "BOUND  JBT"  TENTIIATOBS                   i 

I  for  Monitor  and  Arch  Roof  Cars,  and  all  classes  of  bnildlnc*;            j 

I  also  ELECTRIC  THERMOMETER  CONTROL 

I  of  Car  Temperatures. 

I  141-151  West  S3d  St.                   Write  tor                     1338  Broadway 

I  Chicago,  III.                         Catalogue                  New  York,  N.  Y. 

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is  turned  out  with  equal  care  in  our  shops.  The  orders  w»  All 
=  differ  only  in  magnitude:  small  orders  command  our  utmoM  care 
i  and  ekUl  lust  a.?  do  large  orders.  CAMBRON  auality  aopUes  to 
E  erery  coil  or  segment  that  we  can  make,  as  well  as  to  ereiy  ooni- 
a  mmator  we  bvilld.  That's  why  so  many  electric  railway  m^  iwy 
=         absolutely  on  our  name. 

I  Cameron  Electrical  Mf^.  Co.,  Ansonia,  Connactieat 

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40 


Electric    Railway    Journal 


March  24,  1923 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


1 


A 


Page 


Ackley  Brake  &  Supply  Corp ...  37 

Allis-ChalmerB  Mfg.  Co 33 

Allison  &  Co..  J.  E 20 

Amer.  Brake  Shoe   &  Fdy.  Co.  .  39 

American  Car  Co 41 

American  Electrical  Works 30 

American    Rattan    &   Reed   Mfg. 

Co 34 

American  Steel  &  Wire  Co 30 

Anaconda  Copper  Mining  Co...  31 

Anderson  Mfg.  Co.,  A.  &  J.  M.  31 

Andrew  Sangster  &  Co 21 

Arcibold-Brady  Co 21 

Arnold  Co.,  The 20 


Babcock  &  Wilcox  Co 33 

Baker  Wood   Preserving  Co.  .  .  .  30 

Barbour-Stockwell  Co 31 

Bates  Expanded  Steel  Truss  Co.  28 

Beckwith-Chandler  Co 34 

Beeler,  John  A 20 

Bell  Lumber  Co 40 

Bemis  Car  Truck  Co 40 

Bibbins  J.  Rowland    20 

Bonney-Vehslage  Tool  Co 31 

Brill  Co..  J.  G 41 

Buckeye  Jack  Mfg.  Co 32 

Byllesby  &  Co..  H.  M 30 


Cambria  Steel  Co 34 

Cameron  Electric  Mfg.  Co 38 

Carnegie  Steel   Co 32 

Chillingworth   Mfg.   Co 32 

Cleveland  Fare  Box  Co 33 

Collier,  Inc.,  Barron  Co 14 

Columbia  M.  W.  &  M.  1.  Co 39 

Consolidated  Car  Fender  Co.  .  .  .  40 

Consolidated  Car  Heating  Co. . . .  40 

Copper  Products  Forging  Co.  . .  .  .39 

D 

Day  &  Zimmerman  Co.,  Inc 20 

Differential  Steel  Car  Co 30 


K 


Page 


Electric  Equipment  Co 3.=> 

Electric  Railway  Equipment  Co.  30 
Electric    Railway    Improvement 

Co 33 

Electric  Service  Supplies  Co.  .  .  .  11 

Engineer  Co.,  The 15 


Ford.  Bacon  &  Davis 20 

Ford  Chain  Block  Co 33 

"For  Sale"  Ads 35 


Galena-Signal  Oil  Co 17 

General  Electric  Co 18,  B.  C. 

Gilbert  &  Sons,  B.  F.  Co 37 

Godwin  Co..  W.   S 32 

Gold  Car  Heating  &  Ltg.  Co.  .  .  .   39 
Griflen  Wheel  Co 39 

H 

Hale  &  Kilburn 30 

"Help   Wanted"   Ads 35 

Hemphill  &  Wells 20 

Hey wood-Wakefleld  Co 39 

Hoist   Englehardt.   W 30 

Hubbard  &  Co 31 


Indianapolis  Switch  &  Frog  Co.    33 

Ingersoll-Rand   Co Front  Cover 

International   Creoi^oting   &   Con- 
struction Co 31 

International  Register  Co.,  The.    33 

International   Steel  Tie  Co 9 

Irvington    Varnish    &    Insulator 
Co 33 


Jackson.  Walter   30 

Jeandron,   W.  J 37 

Johns-Manville.    Inc 37 

Johnson  Fare  Box  Co 34 


Page 
K 

Kelly,  Cooke  &  Co 21 

Kuhlman  Oar  Co 41 


Lapp,  Insulator  Co..  Inc 33 

Le  Carbone  Co 37 

Le  Grand,  Inc..  Nie 33 

Lorain  Steel  Co 30 

M 

McGraw-Hill    Book    Co 36 

Marsh  &  McLennan K 

Midvale  Steel  &  Ordnance  Co. .  .  34 

Miller  Trolley  Shoe  Co 25 

More- Jones   Brass  &  Metal  Co.  .  34 

Morganite   Brush   Co 36 

Morton   Mfg.    Co 40 

N 

Nachod   Signal  Co.,    I'nc 31 

Nashville  Tie  Co 33 

National  Brake  Co 19 

National  Pneumatic  Co..  Inc. ...  13 

National  Railway  Appliance  Oo.  33 

National  Vulcanized  Fibre  Co . .  32 

New  York  Switch  &  Crossing  Co  ,32 

Nichols- Lintem   Co 34 

Nultall  Co.,  R.  D 37 

O 

Ohio  Brass   eCo 7 

Ong,  Joe  R , 21 


Parsons,    Klapp,   Brinckerhoff    & 

Douglas   20 

Percy   Mfg.  Co..   Inc 40 

Positions  Wanted   and  Vacant,.   35 


Page 

Ramapu   .\jax   Corp 33 

Richey.    Albert  S 20 

Robinson    Co.,    Dwight    P 31 

Roebling's  Sons  Co..  John  A .  .  .  .    31 

Rome  Wire  Co 31 

Rooke  Automatic  Register  Co.  .    34 


S 

St.  Louis  Car  Co 21 

Samson  Cordage  Works 40 

Sanderson  &  Porter 20 

Searchlight  Section    35 

Shaw,  Henry  M 31 

Smith  &  Co.,  C.  E 30 

Smith  Heater  Co.,  Peter 39 

Stafford      Roller      Bearing      Car 

Truck  Corp'n 37 

Standard  Underground  Cable  Co.  31 

Star  Brass  Works 37 

Stone  &  Webster 30 

Stucki  &  Co..  A 40 


Rail  Joint  Co 32 

Railway   Track-work   Co 10 

Railway   Utility   Co 39     Wood  Co.,  Chas.   N 


Texas    Co 12 

Thornton  Trolley  Wheel  Co ...  .  37 

Tool  Steel  Gear  &  Pinion  Co.  .  . .  28 

Transit  Equipment  Co 35 

V 

U.  S.  Electric  Signal  Co 31 

U.  S.  Graphite  Co 34 

Universal   Lubricating  Co 33 

W 

"Want"    Ads 35 

Wason  Mfg.  Co 41 

Westinghouse  Elec.   &  Mfg.   Co., 

2.  4.  5 

Westinghouse  Traction  Brake  Co.  6 

Wharton,  Jr.  &  Co.,  Wm 31 

White    Engineering    Corp,,    The 

J,    G 30 

Wish  Service,  The  P,  Edw 21 


31 


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STUCKI 
SIDE 
BEARINGS  I 

A.  STUCKI  CO.    i 

OBnrBldc. 
PHtsbiach,  Pa.     | 

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"Boyerized"  Products  Reduce  Maintenance      f 

Bemis  Trucks                                      Manganese  Brake  Heads  I 

Case  Hardened  Brake  Pina             Manganese  Transom  Plates  E 

Case  Hardened  Bushings                Manganese  Body  Bushings  = 

Case  Hardened  Nuts  and  Bolts     Bronze  Axle  Bearings  I 

Bemis  Pins   are   absolutely  smooth    and   true    in  diameter.  We        I 


I  Northern     CEDAR    POLES    Western  | 

I                                                We  guarantee  i 

I    all  graiies  of  poles;  also  any  butt-treating  specifications  | 

BELL  LUMBER  COMPANY  | 

I                              Minneapolis,   Minn.  | 

*rMiiftiiiiiiiiiiiiiiHiiitiiiiiiiitniniiiiiH(iiiiiiiiiiiiiiniMiiiiiirMiiiniiMiiiniunniiiiiiiiiiiiniM)niiiiiiiiHiiiiiuriiniiiiiiiiHiimii(iiiiiR 
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I   PROVIDENCE        H-B 


FENDERS 


LIFE  GUARDS 


carry  40  different  sizes  of  case  hardener  pins  in  stock, 
furnished.    Write  for  full  data. 


Samples 


Bemis  Car  Truck  Co.,   Springfield,  Mass.  | 

'juiimiiitriiiitiiiiiiiiiiiii riitiiiiiiiiiiiiiitiiirriirrtiiiiiiiiMiiiiiinrMiiiiiiniiiiriiiiiiiiiiiiiiiiiiiiitiriiiiiiiiiiniiiiiiiuiiiniiiiiiiitiiHiR 

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Gets  Every  Fare  i 

PEREY  TURNSTILES     I 
or  PASSIMETERS         j 

Use  them   In  yonr  Prepayment  Areas   and        i 
Street  Cars  i 

Percy  Manufacturing  Co.,  Inc.      | 

30  Church  Street,  New  York  City  I 

jiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiniiiiiMiiiiiiniMiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiMiiiiHiimiiiiiiiiiiiiiiiiuiHiiiiiiittiiiiiiif 

^iiiiiliiniiiiiiiiiiMiiiiiiiiiiiiiiiijriiiiiiiniiiiiiiiiiiinitiiiiiiiitiiiiiiiiiirtiiiiiiiiriiiittiiniiiiiiiiiiiiiiiiiiiiiiininiiiniiiiiiiuimiiiiiiiiriii: 


I       The  Consolidated  Car  Fender  Co.,  Providence,  R.  I.       | 

§        Wendell  &  MacDuffie  Co.,  61    Broadway,  New  York       | 

s  General  Sales  Agents  i 

^iiiiiitiiiiitli]|lilliiliiiMiiiii]iiiiiiiiitiiiiiiniiilllliriiiiiiiiitiiiiiiiiltrniiitiiiiiitiiiiriiiiiii::tiiitiiiiiiiitliliiiltiiirtiiiii)iit)illlllirii)luii 
£<iuiiiHiiiitiiiiiiiiii!;iiiimiiiiiiiiiiiiiiitiiiitimiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiHiiiuiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii: 

ELECTRIC  CAR  HEATERS 

4.  THERMOSTATIC   CONTROL 


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  Sold  hr  | 

Morton  Manufacturing  Company,  Chicago 

*iiniiHiiiiiiiiiiniiiirMiiiiniiiMiiiii)iiiriiiiiMiiiMiiiiiniiiiiiiiiiiriiiiiiiiiiiiiirrii.i(tiirtiiii'iiiiiiiiiMiiiiiiiiiiiiiimMiiiiiiiriitiiiiriiiiiiir 


S    £ 


ELECTRO-PNEUMATIC 
DOOR  OPERATING  DEVICES 

riliiMiiiiiiiiiiiiiiiiiiiitiiiiJiiiiiiMimiiiiiiiiiiiiflU)' •■itiiiiiiiriiiiiiiiiiMiiiiiiiiiiiiiiiiiitiiiiiii'iiiiitiiiiiiiriiiiiiiiMiiiiiiiiMiiiiiiiiiiiF 

iiiiinniniiiiniiiiiiinininiiiiiiiiiiiiiiiiiii)ititiiitiiiiiiiMiiiitiitiiiiJiiitiiitiii)iiiiiiiiiiiiMiiiiiiiiiiiiitiihiiniiiiiiiiittiiiitiiiiiiiii)iii)'_ 


SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD  i 


I   I    \>«»' 


Trade  Mark  Rtg    V.  s.  l'«t.  Off.  = 

Made  of  extra  quality  stock  firmly  braided  and  smoothly  flniahed.  = 

Carefully  inspected  and  guaranteed   free  from   flaws.  = 

Samples  and  Information  (lodly  sent.  i 

SAMSON  CORDAGE  WORKS,  BOSTON.  MASS.  | 

<iiMiiiiniiMniiiiiiiNiiiuiiriiiiiiiiMniniiiiiHiHiMuiiiriitiiiiiiiiiiiiiniiiiiiiiiiiiiniiiii(tiiriiiiitr'iiiiiiiiiiiiiiiiiiiiiiiiiiiiiii<r*ii>iiii? 


March  24,  1923 


Electric    Railway    Journal 


New   Light    Weight    Interurban   Car   on   Western    Ohio   .Railway 


Profitable  Operation 


By  the  introduction  of  new 
Light-Weight  Cars,  weighing 
only  33,000  lb.,  the  Western 
Ohio  Railway  Company  was 
changed  from  an  unprofitable 
to  a  profitable  enterprise.  The 
last  three  months  of  1922,  after 
these  new  light-weight  cars  had 
been  placed  in  service,  it  is  re- 
ported demonstrated  that  econo- 
mies can  be  effected  in  the 
operation  of  interurban  lines 
which  will  reduce  expenses  to  a 
point  below  the  income  and  en- 
able them  to  complete  success- 


fully with  other  means  of  trans- 
portation. 

Mounted  on  Brill  No.  77-E 
Low-Level  Trucks  the  most 
comfortable  riding  action  is 
provided  under  these  Western 
Ohio  Cars,  which  is  essential  to 
all  classes  of  interurban  service. 
Their  light  weight  enables  them 
to  maintain  schedules  much 
better  than  the  heavier  types  of 
rolling  stock  and  their  operation 
has  been  most  satisfactory  in 
every  way. 


i 


The  J.  G.  BRILL  Company 

Pmi— A-OEi-Pi-iiA.,  Pa.. 


American    Cap    Ca    — 

ST.    1.0UIS      N/10. 


C.C.  KuHLMAN  Car  Ca.     —     Wason    Man  re  Co. 

cue  VEL.AMO.  OHIO.  BPR  l(^Ja^lCl_0.  MASS. 


G-E  Modem  Railway  Motors 


These  six  standard  G-E  Motors 
will  meet  the  motive  power  re- 
quirements of  any  city,  suburban 
or  interurban  service.  On  an  aver- 
age they  cost,  for  maintenance 


and  inspection,  only  $35  per  motor 
per  year.  Consider  the  economy 
accruing  from  replacement  of 
your  old  motors  by  one  of  these 
modern  typeS. 


GE-240 
105  h.p. 


GE-254 
140  h.p. 


General^Electric 


General  Office 
Schenectady,  N.Y 


Company 


Sales  Offices  in       25.,,, 
all  latge  cities 


McGraw-Hill  Co.,  Inc. 


March  31,  1923 


Twenty  Cents  Per  Copy 


Ik 


arans/er  fo 


*  KEYSTONE 

I  f  KTIT  OF  RAILWAY 
Lll>IIL  SPECIALTIES 


i^^-^ 


/f^""' 


<^'"'<>^ 


XlyECTRIC  SERyiCR  SUPPT/XES  Co. 

Manufacturer  of  Railway  Material  and  Electrical  Supplies 

PHILADELPHIA  NEW  YORK  CHICAGO 

17th   and   Cambria   Streets  SO   Church   St.  Monadnock   Building 

Branch  Offices:   Boston,  Scranton.  Pittsburgh.      Canadian  Distributors:  Lyman  Tube  A  Supply  Co.,  Ltd.,  Montreal,  Toronto 


Electric    Railway    Journal 


March  31,  1923 


Economic  Mass  Transportation 


WcstiiigliousaNo.5I0-A55HJ?  Motor 


W^stinghouse 


Vol.  61,  No.  13 


New  York  March  31,  1923 


Pages  547-587 


HENRY  H.  NORRIS 

Engineering  Editor 

MORRIS  BUCIv 

AssociaPB  Editor 

C.  W.  SQUIER 
Associate  Editor 

CARL  W.  STOCKS 

Associate  Editor 

O.  J.  MaoMURKAY 

News  Editor 

JOHN  A.  MrU.ER.  JB 
Editorial  Assistant 


Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


N.  A.  BOWERS 

Paciflo  Coast  Editor 
Bialto  Bldg.,  San  Francisco 
H.  8.  KNOWXTON 
New  England  Editor 
Treiiionl  Temi)le.  Biislon 
MERBILI.  B.  KNOX 
Editorial  Assistant 
Old  Colour  Bldg.,  Chicago 
PAUL  WOOTON 
Washington  Representatlre 
Colorado  Bldg. 

HAROLD  V.  BOZELL 

Consulting  Editor 


CONTENTS 

Editorials    547 

New  Terminal  in  Baltimore 549 

The  Washington.  Baltimore  &  Annapolis  Electric  Railroad  in- 
stalls a  model  interurban  terminal  for  freight  and  passenger  serv- 
ice. 

Duluth  Street  Railway  Valued 552 

Visualizing  Schedules    553 

By  means  of  a  large  board,  with  grooves  to  hold  sticks  repre- 
senting- various  runs,  a  picture  is  obtained  of  the  equipment  in 
operation  and  the  possibilities  for  expansion  or  contraction  of  the 
service. 

"Wired  Wireless"  Tried  on  Third  Avenue  Railway 554 

Tests  of  Welded  Joints  by  the  Boston  Elevated  Railway.  .555 

Results  of  compression  and  bending  observations  at  Massachusetts 
Institute   of  Technology.      Different   applications  of  seam   welding. 

Employees*  Funds  in  Philadelphia 560 

Pacific  Electric  Operates  New  Cars 561 

The  Readers*  Forum 563 

Association  News  and  Discussions 565 

Wisconsin  Utilities  Convene  in  Milwaukee 565 

Interurban  Track  Maintenance  Notes 567 

By  Alfred  vV.  Oi^dfield. 

Pneumatic  Operation  of  Doors  and  Steps 568 

By  O.  a.  Broten. 

Some  Pointers  on  Soliciting  Traffic 569 

By  F.  W.  Shappert. 

The  Problem  of  Collisions  between  Cars  and  Automo- 
biles     570 

By  R.  W.  Howard. 

Co-operation  Publicity  and  Service 570 

By  James  P.  Barnes. 

American  Association  News 571 

Maintenance  of  Equipment 572 

News  of  the  Industry 575 

McGraw-Hill  Co.,  Inc.,  Tenth  Ave.  at  36th  St,  New  York 

Cable  Address:   "Machinist,  N.  Y." 


JAUB0  H.  MoO&AW,  PrMld«nt 

Abthub  J.  Baldwin,  Vlce-Preildent 

Malcolm  Mcir,  Vlce-Prealdent 

K.  J.  Mehrbn,  Vice-President 

Mabon  Bhitton,  Vice-President 

O.  D.  Street,  Vice-President 

Jamba  H.  McGbaw,  Jb.,  Seo.  and  Treat. 

Wabbinoton: 

Colorado  Building 
Cbioaoo:  tnSSSEJ? 

Old  Colony  Bulldlni  ^t-^tyt^ 

Puiladblphia: 

Beal  EsUte  Trust  Buildinf 
Clbteland: 

Leader-Newt  Bulldins 
St.  Ix)dib: 

Star  Building  _ 

San  FRANOieoo:  *^'^'i 

BUlto  Bulldins 
London: 

6  Bouverle  Street.  London.  B.  C.  4 


Publishers  of 

Bnoineering  Nmot-Reeord 

American  Machiniat 

Power 

Chemical  and 

Metalltrffieal  Enffino«ring 

0<Mi  Ao0 

Bngineorino  orul  Mininff  Journal-Prt$$ 

Inoenieria  InternaciontU 

But  Tranjfgxjrtation 
Electrir  Haiiwav  Journal 

Electrical  World 

Eloctrical  Merchandiaino 

Jownal  of  EHectricity  atid 

Wettern  Induttry 

{Puhlitlied  in  Ban  Franei»C9) 

Induttrial  Engineer 

(PubliBhed  in  Chicago) 

American  Machiniat — Bvropeott 

Edition 

[Pvblithed  in  London) 


Member  Associated  Business  Papers,  Inc. 

Member  Audit  Bureau  of  Circulations 
The  annual  nuhscrlDtlon  rate  Is  84  In  the  United  States.  Canada.  Mexico.  Alaska, 
Hawaii.  PhillDplnes.  Porto  Rico,  Canal  Zone,  Honduras.  Cuba.  Nicaragua,  Peru.  Co- 
lombia. Bolivia.  Dominican  Republic.  Panama,  EI  Salrador.  Argentina.  Brazil,  Spain, 
Uruguay,  Coeta  Blca,  Ecuador.  Guatemala  and  Paraguay.  Dxtra  foreign  postage  in 
^her  countries  $3  (toUl  $7,  or  29  ihlllingt).  Subscription*  may  be  sent  to  the 
New  York  offlce  or  to  the  London  office.  Single  copies,  postage  prepaid,  to  any  part 
of  the  world,    20   cents. 

Change  of  Address — When  change  of  address  It  ordered  the  now  «nd  the  old  uSdrMi 
must  be  giFen.  notice  to  be  recelred  at  least  tea  days  before  the  obange  takes  plaoa. 
Copyright.    1923.   by   McOraw-HIU  Company.  Inc. 

Published  weekly.  Bntered  at  seoond-clast  matter,  June  23,  1908.  at  the  Post  Office. 
at  New  York,   under  the  Act  of  March   3,    187B.      Printed  In  U.   S.   A. 


News  or  History 

Two  Uses  of 

the  Journal 


WHAT  is  tlie  most  up-to-date  text 
book  on  electric  railway  prac- 
tice? Tliere  is  but  one  answer  — 
Electric  Railway  Journal.  In  its 
pages  are  described  all  that  is  newest 
and  best  as  soon  as  it  is  available. 
Sometimes  reports  of  investigations 
are  published  before  the  final  answer 
is  available,  giving  the  industry  the 
benefit  of  the  planning  and  analyses  as 
well  as  the  final  result  when  the  thing 
is  accomplished. 

Not  only  does  the  Journal  treat  of 
construction  and  equipment  but  in  its 
pages  are  found  problems  much 
broader  in  scope — economics,  finance, 
public  policy,  taxation,  regulation, 
valuation  and  so  on.  Not  only  does  it 
reflect  the  thought  of  railway  officers 
and  employees,  but  that  of  the  public, 
the  statesman,  the  politician.  Inde- 
pendent engineers  are  also  frequently 
represented  by  valuable  contributions. 

After  the  lapse  of  months  or  years, 
much  of  the  material  appearing  in  the 
Journal  becomes  the  basis  of  chapters 
in  text  books  or  reference  works.  By 
that  time  the  immediate  value  has 
been  lost,  as  it  is  in  having  the  knowl- 
edge of  the  trend  and  development  of 
the  art  as  it  transpires  that  is  of  great- 
est importance  to  those  in  responsible 
positions  in  the  industry.  But  to  make 
a  study  of  any  particular  phase  of  the 
business,  the  back  issues  of  the 
Journal  provide  the  most  fruitful 
source  of  information  available  on  the 
electric  railway.  The  Journal  is  the 
historical  record  of  the  industry. 


Circulation  of  this  issue,  6,000 


Advertising  Index — Alphabetical,  42;  Classified,  38,  40;  Searchlight  Section,  37 


Electbic    Railway    Journal 


March  31,  1923 


ELECTRIc/i 


Insulating  Materials 

A  supply  of  dependable  insulating  materials  is  indispensable  to 
the  central  station  and  it  is  of  the  greatest  importance  that  the 
quality  be  of  one  grade — the  best. 

Westinghouse  research  engineers  have  spent  more 
than  thirty  years  in  the  development  of  insulating 
materials  with  constant  thought  of  the  part  they 
play  in  the  successful  operation  of  electrical  equip- 
ment. The  products  of  their  study  have  satisfactorily 
met  the  requirements  of  Westinghouse  products  just 
as  they  will  meet  the  requirements  of  any  apparatus 
in  which  the  best  insulation  is  essential. 

Insulating  materials,  identical  with  those  used  so 
successfully  in  Westinghouse  products,  are  available 
to  the  industry  in  handy  containers,  ready  for  instant 
use.  And  more  over,  a  Westinghouse  engineer  is 
immediately  available  to  help  in  the  solution  of  any 
insulating  problem  that  may  arise. 


Westinghouse  Electric  &  Manufacturing  Co. 

East  Pittsburgh,  Pa. 
Sales  Offices  In  All  Principal  American  Cities 


W^tingbouse 


March  31.  1923 


Electric    Railway    Journal 


Save  Power! 


A  Complete 
Industrial 
Line  of 


WESTINGHOUSE— NATIONAL 

AIR  COMPRESSORS 

Stationary  and  Portable  Types 

IN  power  stations  and  car  barns,  or  on  track  construc- 
tion jobs,  Westinghouse-National  Air  Compressors 
offer  distinctive  operating  features  which  assure  the 
highest  type  of  service  at  extremely  low  cost. 

You  will  be  interested,  for  example,  in  the  Automatic 
Control,  which  has  reached  the  height  of  its  develop- 
ment as  a  standard  part  of  Westinghouse-National 
Compressors. 

The  Automatic  Control  starts  and  stops  the  motor  as 
the  pressure  generated  by  the  machine  drops  or  rises 
beyond  certain  pre-determined  points;  consequently 
no  power  is  consumed  during  a  considerable  portion  of 
the  time,  although  air  might  be  used  constantly. 

fVrite  for  further  details.  Literature  mailed  on  request. 

Westinghouse-National  Air  Compressors  are  fur- 
nished in  all  sizes  from  11  to  550  cu.  ft.  piston  dis- 
placement; stationary  and  portable  types;  A.C.  or 
D.C.  motor. 

Westinghouse  Traction  Brake  Company 

General    OfBces    and    Works:      Wilmerding,    Pa. 


Boston,  MasB. 
Chicago.  111. 
Columbus.  Ohio 
Denver.  Colo. 
Houston.  Tex. 


OFFICES: 

Los  Angeles 
Mexico  City 
St.  Louis.  Mo. 
St.  Paul.  Minn. 


New  York 

Pittsburgh 

Washington 

Seattle 

San  Francisco 


WestinghoiiseTractionBriIkes 


Electric    Railway    Journal 


March  31,  1923 


lllllllllllllllll 


II 


SAVE  with  SAFETY  CARS! 


GLANCE  back  over  last  year's  report  of 
operating  costs  and  revenue.  How  much 
revenue  was  left  after  the  operating  costs  were 
deducted? 

This  is  the  test  which  best  brings  out  the  vast 
advantages  of  the  Safety  Car  over  other  forms 
of  transportation  on  city  and  suburban  lines. 

Safety    Cars    effect   a    material    reduction    in 


operating  costs — the  saving  in  platform  ex- 
pense being  nearly  half — and  they  deliver 
service  that  wins  friends. 

The  application  of  our  standard  Air  Brake 
and  Safety  Car  Control  Equipment  makes  any 
car,  new  or  old,  a  Safety  Car.  Have  you 
considered  the  possibilities  of  increasing  profits 
by  converting  existing  "two-man"  cars? 


We  can  give  you  independent  door  control  with  the  new 
SELECTOR    VALVE 


SafctyCar Devices  Go. 

OF  St.  Louis,  Mo. 
Postal  and  Olographic  Address: 

WllMERDING,  Pa. 

ICAGO     SAN  FRANCISCO    NEWYORK    VASHINGTON    PITTSBURCM 


It  i«  a  tafety  car  if  equipped  with  our  standard  Air  Brake 
and  Safety  Car  Control  Devices. 


March  31,  1923 


Electric    Railway    Journal 


O-B  Trolley  Frogs 

Fit  every  turnout 


O-B  Type  BC  Frog  (Patented)— 10°  only. 

Trolley  wheels  ride  through  on  their  grooves.     This  frog  can  be  set  closer  to  the 

switch  point  than  other  frogs.     Saves  wear  on  trolley  wire. 


O-B  Type  E  Frog  (Patented)— 12°  only. 

This  is  the  popular  Detroit  type.     It  is  especially  favored  for  high  speed  service  or 

where  several  types  of  cars  operate. 


O-B  Type  D  Frog  (Patented)— 8°,  15°  and  20°. 
A  well-established  favorite  which  is  sturdy  and  dependable. 


All  O-B  Frogs  arc  fitted  with  bronze  cam  tips 
which  clip  minutes  from  installation  time  and 

add  weeks  to  service  life. 

t:^ ?^\--— -T~^The   illustrations   below 

show  how  easv  it  is  to 


Slip  tip  under  hiioki*— 


install  O-B  Cam  Tips. 


Turn  «v*T  «nd  down  on  the   wire — 


Clinrh  the  lips  and  tlie  job  is  done. 


^^S^ 


The 


Ohio  (Qi  Brass  c^ 


Mansfield, 


Ohio.U.S.A. 


New  York     Philadelphia     Pittsburgh     Charleston.  W.Va.     Chicago     Los  Angeles      San  Francisco     Paris.  France  r 
oducta:   Trolley  Material,    Rail  Bonds.    Electric  Railway  Car  Equipment.    High  Tension  Porcelain  Insulators.    Third  Rail  Ir^ulaton 


8  Electric    Railway    Journal  March  31,  1923 

^         insurance  plus 

Marsh  &yr(-Ijennan  Oemce 


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 

hew  York 

Duluth 

Seattle 

Detroit 

ColuQibus 

Cleveland 

Winnipeg 
Montreal 
London 


March  31,  1923 


Electric    Railway    Journal 


LTHOUGH  we  are  urging 
the  use  of  Steel  Tie  Track 
Construction  we  cannot  tell 
you  with  a  cost  accountant's  pre- 
cision its  exact  cost. 

You  can,  however,  by  careful  esti- 
mates 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  customers  on  1922  work 
which,  with  other  data,  we  will  be 
pleased  to  send  to  any  interested 
railway  man. 


THE  INTERNATIONAL  STEEL  TIE  CO. 

Cleveland 


10 


Electric    Railway    Journal 


March  31,  1923 


Nature  made  them  strong 
but  we  make  them  last 

EVEN  though  nature  gives  definite  characteristics 
to  certain  timbers,  it  does  not  necessarily,  follow 
that  you  get  a  definite  service  life  from  the  various  kinds 
of  ties. 

There  are  so  many  steps  in  the  production  of  ties  that 
their  ultimate  life  when  put  into  track  depends  on  the 
proper  execution  of  each. 

For  instance,  ties  must  be  hewed  from  selected  timber. 
They  must  be  removed  quickly  from  the  decay  producing 
conditions  of  the  woods  to  a  seasoning  yard  free  from  all 
vegetation. 

This  is  exactly  how  International  Ties  are  produced 
— good  sound  ties  are  the  result. 

To  this  mechanical  soundness  are  added  permanency 
and  longevity  by  the  scientific  International  Treatment 
which  results  in  ties  which  give  the  long  life  you  desire. 

IVe  maintain  a  "ship  today"  service 
on  such  ties.     We  incite  your  inquiry. 

International  Creosoting  &  Construction  Co. 

General  Office — Galveston,  Texas 

Plants:  Texarkana,  Texas         Beaumont,  Texas 

Galveston,  Texas 


International JreatedJies 


larch 

I  31,  1923 

^'0 
^^^i 

<i.'~ 

\r      ■ 

Electric    Railway    Journal 


11 


:m   \ 


Standard  Types  of 

NATIONAL  PNEUMATIC 

Door  Engines 


used  by  leading 

surface  and  rapid  transit 

electric  railways 

of  America 


':■■»■'' 


■■  ■ '  j^; 

.;f,.J- 


'■JW 


?V^ 


'ft 


NATIONAL 

PNEUMATIC 

EQUIPMENT 

Door   and  Step   Control 
Motorman's  Signal   Lights 
Door  and  Step  Operating  Mechanism 
Safety  Interlocking  Door  Control 
Multiple  Unit  Door  Control 

National  Pneumatic  Co. 

Incorporated 

Originators    and    Manufacturers 

Principal   Office : 

50  Church   St.,   New    York 

Philadelphia'— Colonial    Trust    Bid?. 
Chicago — McCortnick  Building 
Works — Rahway,    New   Jersey 

Manufactured  in   Cattada  by 

Dominion  Wheel  &  Foundry  Co., 


■51^!^:: 


.<^.-;-.'-;iU/.Jp*; 


Ltd.,  Toronto,  Oiit. 


^'■-•i-.. 


■•.•»A 


i>Mkt^4^^.,4^^Mi^mmmm^^ 


12 


Electric    Railway    Journal 


March  31,  1923 


The  Genuine! 

There  is  only  one  "Guaranteed 
Penetration  Process"  -  its  "th^ 
P  &  H".  It  guarantees-  in 
writing  -  a  full  one  half  inch  uni- 
form penetration  throughout  the 
ground  line  area. 

A  written  guarantee  goes  with 
every  shipment  of  "P  &  H  Guar- 
anteed Penetration  Process"  poles 
agreeing  to  refund  the  butt-treat- 
ing price  on  any  pole  that  does  not 
have  the  full  specified  half-inch  pen- 


etration. 


♦> 


qfieP&H 

Guaranteed 
TenetmtionPmcess 

gives  you  absolutely  certain  results 
no  guesswork.  For  the  most  re- 
liable pole  service  -  for  the  longest 
pole  life  -  insist  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. 

Our  interesting  folder  on  the  Butt- 
Treatment  of  cedar  poles  will  tell  you 
the  why  and  wherefor  of  the  "P  &  H 
Guaranteed  Penetration  Process."  Write 
for  a  copy. 

Copyright.    l922byP&HCo. 


"P  &  H"  Guaranteed  Penmlration 
Process  Pttlmm  in  lines  of  Chicago, 
North  Shore  and  Milwauhee  R.  R. 


PAGE  Af^^  Hllylv  CO. 

iviiJsrjsr:i^>3s.F>OL^iS  ,  iviiNiisr. 


h4«wYock,  N.  Y.  50  Chuick  St. 
CkicMO.  III..  19  So.  LaS^kSt. 


Grand  Rapids,  Mich.,  Powera  BUf. 
Kanaas  City,  Mo.  717  Bryant  BIdx.  Houston,  Texas,  1 1 1 1   Carter  BIdg. 

Omaha.  Neb..  SI3  Electric  BIdg.       '       Dallas.Texas,  31 1  Sumpter  BIdg. 


BuKalo,  N.  Y.  950  Ellicott  Sq.  BIdg 
Louisville,  Ky.  1416  Stark.  BIdg. 


Rg^^&^^^V!-^g^^^v^^-g■^-g<^J^^g'^^g^<vs^^^J-'<>'^^J*^^ 


March  31,  1923 


Electric    Railway    Joubnal 


18 


Specialized  Grinders  for  best  results 

Maximum  economy  in  maintaining  track  is  secured  only  by  using 
the  type  of  grinder  best  suited  to  the  particular  kind  of  work.  Almost 
every  road  has  work  enough  to  justify  investment  in  several  track- 
grinding  machines,  and  they  should  be  chosen  with  discrimination. 
It's  part  of  our  service  to  help  you  plan  your  equipment  correctly. 
Get  in  touch  with  our  nearest  agent  for  a  consultation. 

"UNIVERSAL" 
Rotary  Track  Grinder 

This  is  a  machine  containing  the  very  latest  improve- 
ments for  fast  high  grade  grinding  in  connection  with 
special  work  such  as  frogs,  switch  points  and  mates,  in 
grooves;  and  for  truing  gauge  lines:  Its  tilting  grinding 
wheel  is  able  to  reach  any  part  of  the  work. 


"ATLAS" 
Rail  Grinder 

A  fast,  light,  low  cost  machine  suited  to  following  up 
welding  operations,  grinding  off  surplus  metal  and  runoffs 
at  welded  spots.    Easily  derailed  to  permit  passing  traffic. 


"RECIPROCATING" 
Track  Grinder 

Especially  designed  for  the  removal  of  corrugations. 
The  long  straight  grinding  blocks  operate  on  a  5}^-inch 
stroke  and  the  machine  is  moved  as  the  work  progresses. 


RAILWAY  TRACK-WORK  CO.,  3132-38  E.  Thompson St.,Philadelphia,Pa. 


Chas.  M.  Wood  Co.,  Boston 


30  Church  St.,  New  York,  N.  Y. 

AGENTS : 

Electrical  Engineering  &  Mfg.  Co.,  Pittsburgh  Atlas  Railway  Supply  Co.,  Chicago 

Equipment  &  Engineering  Co.,  London 


P.  W.  Wood,  New  Orleua 


14 


Electric    Railway    Journal 


March  31,  1923 


W 


March  31,  1923 


Electric    Railway    Journal 


15 


.y 


Following  Our  Announcement  of 


The  New  Alliance  of 
Bermico  Fibre  Conduit  and 
Western  Electric  Distribution 

Bermico  Fibre  Conduit  is  made  "good." 

Definite  high  standards  have  been  deter- 
mined for  the   raw  materials,   for  the 
■'  product  itself  after  each  step  in  manu- 

facture and  for  the  finished  product. 

Frequent  and  thorough  inspections  by 
expert  chemists  and  engineers  keep 
Bermico  Fibre  Conduit  through  all  the 
stages  of  manufacture,  up  to  the  high 
standards  fixed. 

Straight  lengths  up  to  seven  feet  and  a 
variety  of  shapes  and  bends  are  avail- 
able at  our  nearest  House. 


'esterti  Ehctric 
Company 

OFFICES   IN   AL.I_    PRINCIPAL    CITIES 


\. 


} 


16 


Electric    Railway    Journal 


March  31,  1923 


The    Valley    Railways    of   Pennsylvania    are 

using   Rolled   Steel    Wheels,   made    by   the 

Standard     Steel     Works     Company 

who  also    manufacture    Steel    Tires, 

Axles,   Steel    Springs,   Steel    Forg- 

ings.     Steel     and     Malleable     Iron 

Castings  and  Steel  Pipe  Flanges. 

"Not  only  to  maize  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 


iSi 


PHILADELPHIA,  PA. 

BRANCH    OFFICES 

RICHMOND.  VA. 
SAN  FRANCISCO 
NEW  YORK 

VORKS:  BURNHAM,  R 


PITTSBURG.  PA. 
MEXICO  CITY.  MEX. 


March  31,  1923 


Electric    Railway    Journal 


17 


!lA.recil 


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  (Ml  Gbmpanyi 


New'tork  Franklin,  Pa.  Chicago 

and  offices  in  principal  cities  ^ 


18 


Electric    Railway    Journal 


March  31,  1923 


The  End^on  Contact  Brush 


Type    CK-3 

Vp  to  6000  amps. 

6S0  volls 


Brush  Closed.  Showing  Extent  of  Wiping 


Type  CK 
Vp  to  6000  amps.,  2S0  volls 


Type  CG 
Vp  to  300  amps.,  550  voUt 


G-E  Air  Circuit  Breakers 

These  brushes  are  so  constructed 
and  mounted  that  they  possess  an 
inherent  tendency  to  retain  exactly 
the  curvature  required.  The  lami- 
nations will  not  spring  out  of  shape 
when  the  breaker  is  closed. 

"When  the  breaker  is  closed,  each 
lamination  makes  end-on  contact 
under  heavy  pressure  uniformly 
distributed  over  the  entire  end 
surface. 

These  features  are  largely  respon- 
sible for  the  high  electrical  efficiency 
shown  by  G-E  air  circuit  breakers. 


Type  CP-3 
Vp  to  1200  amps., 

iSO  t  oUs 


Type  CK-2 
Vp  to  10,000  amps.,  650  volts 


Type  CP 
Vp  to  1200  amps.,  650  volts 


General^Electric 


General  Office 
Schenectady,  NY 


Company 


Sales  Offices  in 
all  large  cities 


(  Electric  Railway  Journal  j 

Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Company.  Inc. 

Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


^'ol;:me  61 


New  York,  Saturday,  March  31,  1923 


Number  13 


Snow  Stimulates  Traffic 

by  Putting  Autos  in  Storage 

1AST  winter  was  a  record  breaker  for  snow  in  New 
^  England  and  Central  New  York  and  most  of  the 
electric  railway  properties  in  that  district  show  a 
greatly  increased  expense  for  snow  removal.  But  for 
every  drawback  there  is  nearly  always  some  compen- 
sating advantage,  and  in  this  case  it  lies  in  the  fact 
that  the  snow  interfered  with  the  operation  of  private 
automobiles  to  a  greater  extent  even  than  with  the 
trolley  cars.  The  result  was  that  whenever  an  automo- 
bile was  put  up  for  the  winter,  the  former  users  of  it 
had  to  use  the  trolley  system  of  transportation,  and  this 
meant  an  increase  in  revenue. 

To  quote  the  figures  for  one  property,  on  the  Eastern 
Massachusetts  Street  Railway  the  railway  revenue  for 
January  and  February,  1923,  was  74  per  cent  higher 
than  during  the  corresponding  months  in  1922.  How 
much  of  this  increase  was  due  to  the  temporary  dis- 
continuance of  private  automobiles  because  of  the 
unusually  severe  winter  and  how  much  to  other  causes 
it  is,  of  course,  difficult  to  say,  but  the  condition  sug- 
gests a  query  as  to  whether,  at  least  for  some  of  the 
roads  in  the  snow  belt,  the  peak  of  the  business  in  the 
future  may  come  in  the  winter  when  the  autos  are 
largely  in  storage  rather  than  in  summer  when  they 
are  active. 

If  such  a  condition  is  brought  about  it  will  mean  a 
number  of  changes  in  operating  conditions.  One  of 
these  is  that  if  there  is  also  less  of  a  lighting  or  power 
load  on  the  central  power  station  in  summer  than  in 
winter  the  two  cannot  supplement  each  other  as  the 
peak  of  both  will  come  in  the  winter.  This,  for  some 
power  installations,  may  mean  extra  equipment.  Effects 
of  equal  import  may  occur  in  other  departments. 


"Human  Talent  Is  the  Most 

Precious  Thing  in  the  World" 

RICHARD  T.  ELY  has  written  an  article  for  the 
.  February  issue  of  Administration  on  "Competition 
in  the  New  Era."  Like  all  other  economic  subjects  about 
which  Mr.  Ely  has  written,  he  has  touched  this  one  with 
a  shaft  of  lightness  that  is  most  alluring.  He  says  that 
the  business  man  should  seek  to  confer  favors  rather 
than  secure  them.  Further,  he  says  that  the  business 
man  should  turn  away  from  the  allurements  of  special 
privilege,  for  they  are  more  likely  to  land  him  in  the 
ditch  than  to  bring  him  fortune.  Railway  men  particu- 
larly will  agree  with  him  in  this,  having  formerly 
operated  under  monopoly  conditions. 

On  the  other  hand,  in  an  open  field  with  keen  competi- 
tion there  are  the  outstanding  records  of  such  men  as 
Wanamaker,  Marshall  Field,  Woolworth  and  others. 
However  much  one  may  disagree  with  the  ideas  of  Mr. 


Ford,  there  is  no  question  but  that  in  his  case  and  in  the 
case  of  others  competition  has  brought  close  together 
merit  and  reward. 

But  the  question  will  be  asked,  what  has  all  this  to  do 
with  the  railway  operator?  A  great  deal.  There  are 
many  cases  of  unfair  competition  between  bus  and  rail- 
way, but  there  have  also  been  some  cases  of  unwarranted 
complaining.  Now  complaining  won't  get  anybody  very 
far.  In  the  face  of  competitive  conditions.  Ford,  Field, 
Woolworth  and  others  didn't  holler.  It  would  have  done 
them  no  good.  Neither  did  Garrett  Seely  out  in  Youngs- 
town,  when  he  found  that  the  need  existed  for  motor 
bus  service  connecting  the  towns  served  by  the  railway 
of  which  he  is  the  head.  He  may  or  may  not  have  been 
conscious  of  the  new  era  of  competition  about  which 
Mr.  Ely  writes,  but  he  did  recognize  a  public  demand 
and  set  about  to  satisfy  it.  What  was  the  result?  Just 
this.  He  has  all  the  business  on  the  electric  railway 
that  he  had  before  and,  in  addition,  as  told  in  Electric 
Railway  Journal  for  Jan.  27,  1923,  page  169,  he  has 
created  an  entirely  new  business  by  supplying  a  public 
demand.  Other  railway  managers  would  do  well  to  take 
a  leaf  out  of  Mr.  Seely's  book.  His  case  proves,  as  Mr. 
Ely  has  pointed  out,  that  after  all  "human  talent  is  the 
most  precious  thing  in  the  world." 


Why  College  Men  Do  Not  Stay 

in  the  Transportation  Department 

COMMENT  has  been  made  on  this  page  concerning 
the  opportunity  for  college  men  in  the  transporta- 
tion department  of  electric  railways  and  the  difficulty 
of  interesting  them  in  that  phase  of  the  business.  An- 
other and  perhaps  greater  difficulty  is  to  keep  them 
satisfied  once  they  are  in  that  department.  There  are 
reasons  for  this  which  will  bear  consideration. 

Under  the  usual  conditions,  a  transportation  man  is 
expected  to  be  on  call  twenty-four  hours  a  day  and  365 
days  a  year.  He  has  no  time  for  family  or  play.  His 
whereabouts  at  all  times  must  be  known  at  the  office, 
and  any  personal  engagement  he  may  make  is  subject 
to  the  proviso  "if  business  permits."  He  can  call  no 
part  of  his  time  really  his  own.  Such  a  life  does  not 
appeal  to  the  college  graduate.  His  education  has  given 
him  a  wide  mental  horizon  and  a  variety  of  interests. 
He  appreciates  the  value  of  music,  art  and  literature, 
as  well  as  science  and  economics.  He  knows  that  some 
mental  relaxation  and  physical  exercise  are  essential 
to  good  work. 

When  the  young  engineer  enters  the  transportation 
department  he  is  required  to  give  up  all  outside  in- 
terests. If  he  revolts  against  such  conditions,  the  old 
timers  in  the  railway  business  mistakenly  think  he  is 
lazy  and  contemptuously  recall  how  hard  they  used  to 
work  when  they  were  his  age.  It  is  not  because  he  is 
less  willing  than  they  to  work  hard  that  the  college 


548 


Electric    Railway    Journal 


Vol.  61,  No.  13 


graduate  objects  to  this  routine,  but  because  he  has 
a  different  point  of  view.  He  knows  that  "perpetual 
devotion  to  what  a  man  calls  his  business  is  only  to 
be  sustained  by  perpetual  neglect  of  many  other 
things,"  and  he  is  disinclined  to  give  up  everything  else. 
All  this  reference  to  unremitting  responsibility  applies 
as  well  to  other  men  now  occupying  positions  in  the 
transportation  department.  It  is  as  unfair  to  them  as 
to  the  young  man  entering  the  work,  but  they  are  less 
free  to  break  away  from  the  job. 

A  rearrangement  of  duties  is  needed  so  that  continu- 
ous responsibility  shall  not  have  to  be  borne  by  any 
one  man.  P"or  example,  on  a  large  railway  an  operat- 
ing division  might  perhaps  be  handled  by  two  assistant 
superintendents,  one  being  responsible  during  the  day 
and  the  other  during  the  night,  vdth  the  change  in 
shifts  occurring  so  as  to  have  a  heavy  day  responsibility 
and  a  light  night  force,  or  so  as  to  have  one  of  the 
rush  periods  in  each  shift.  Both  assistants  would  re- 
port to  the  superintendent,  but  either  would  handle  any 
situation,  except  a  very  great  emergency,  without  call- 
ing on  the  other.  In  other  words,  each  assistant  super- 
intendent and  his  staff  would  be  subject  to  call  twelve 
hours  a  day  and  only  twelve. 

On  a  smaller  property  the  superintendent  might  take 
one  shift  himself,  with  his  one  assistant  superintendent 
handling  the  other.  Such  an  arrangement  would  give 
the  supervisory  transportation  men  some  time  they 
could  really  call  their  own.  If  that  were  done  the 
railways  would  not  only  get  better  men  in  the  trans- 
portation departments,  but  also  better  work  from  every- 
body, for  there  would  be  time  to  think  beyond  the  im- 
mediate job  of  keeping  the  cars  moving. 


Combustion  Engineering  Is  Making 
Rapid  Advances  These  Days 

THE  sudden  increase  in  the  price  of  coal  during  the 
last  few  years  is  one  of  the  compelling  reasons  for 
the  present  renaissance  of  boiler-plant  development. 
Possibly  another  reason  for  this  was  the  realization 
on  the  part  of  power  engineers  that  the  turbine  room 
was  outdistancing  the  boiler  room  in  the  race  for 
efficiency. 

Most  remarkable  is  the  way  in  which  some  respon- 
sible designing  engineers  have  seized  upon  pulverized 
fuel  burning  as  a  remedy  for  some  of  their  difficulties. 
It  is  true  that  as  yet  there  are  few  utility  power  plants 
operating  with  powdered  coal,  but  many  of  the  plants 
now  in  contemplation  or  under  construction  will  be 
so  equipped.  The  reputed  success  of  the  Lakeside  plant 
of  the  Milwaukee  Electric  Railway  &  Light  Company, 
a  description  of  which  was  covered  in  the  is.sue  of  this 
paper  for  April  15,  1922,  page  633,  has  brought  coun- 
trywide attention  to  the  subject. 

One  of  the  utilities  which  has  been  convinced  is  the 
United  Electric  Railways  of  Providence,  R.  I.  This 
company  has  ripped  out  approximately  30  per  cent  of 
its  present  boiler  capacity  and  is  now  putting  in  new, 
larger,  higher  pressure  boilers  with  pulverized  coal 
furnaces. 

One  factor  which  has  been  influential  in  this  develop- 
ment is,  of  course,  the  possibility  of  using  coal  of  poor 
grades  in  pulverized  form.  However,  it  appears  that 
good  coal  can  be  advantageously  burned  in  this  form  also. 
In  Providence  provision  is  being  made,  through  arrange- 
ment of  design  and  selection  of  types  of  equipment,  to 
obtain  a  completed  plant  which  will  lend  itself  to  in- 


vestigation, on  a  broad  scale,  of  different  kinds  of  coals 
under   regular  operating  conditions. 

All  of  this  does  not  signify  that  the  day  of  the  stoker 
is  past.  Far  from  it.  Improvements  in  the  stoker  are 
constantly  being  made,  and  competition  with  this  new 
rival  will  stimulate  further  improvements.  In  the 
meantime  oil  burning  is  on  the  increase,  also.  Boiler 
design  is  making  rapid  strides.  Devices  for  the  more 
intelligent  operation  of  the  boiler  plant  are  constantly 
being  developed.  All  of  this  points  to  the  fact  that 
combustion  engineering  is  a  vigorous  art,  and  science 
as  well.  If  the  boiler  room  efficiencies  which  are  now 
promised  materialize  in  regular  practice,  the  boiler  will 
soon  rank  with  the  turbine,  the  electric  generator  and 
the  electric  transformer  as  an  energy  transforming 
device,  if  in  fact  it  does  not  do  so  already. 


Relations  with  Employees  Should  Be  Based 
on  a  Spirit  of  Mutual  Helpfulness 

IT  IS  common  to  attribute  to  the  present  large  size  of 
many  industrial  organizations  much  of  the  lack  of 
understanding  which  is  often  observed  between  employer 
and  employee.  In  the  day  of  the  small  undertaking,  it  is 
said,  the  proprietor  knew  every  employee  by  name,  and 
each  of  them  had  a  greater  interest  and  pride  in  the 
product  than  now,  when  he  is  engaged  in  a  small 
repetitive  part  only  in  either  production  or  merchandis- 
ing. This  argument  against  lack  of  co-operation  loses 
its  force,  however,  when  one  studies  the  work  of  some 
of  the  largest  companies  in  the  country  which  have  made 
an  effort  to  foster  the  right  kind  of  relationship  between 
men  and  management. 

One  of  these  companies  is  the  American  Bell  telephone 
system,  which,  under  the  leadership  of  the  late  Theo- 
dore N.  Vail,  did  pioneer  work  in  the  department  of 
public  relations.  For  many  years  its  practice  in  this 
respect  was  far  in  advance  of  most  of  the  other  utilities 
of  that  time.  Now  it  is  doing  equally  important  work  in 
the  department  of  management.  In  a  recent  statement, 
Vice-President  Hall  attributed  much  of  the  trouble 
with  the  laboring  man  at  present  to  the  theory  that 
industry  has  become  so  big  he  has  no  recognized  place 
in  it  except  as  one  in  a  division  or  group,  and  that  con- 
dition hurts  his  pride.  Continuing,  Mr.  Hall  said,  in 
effect,  that  his  company  believes  in  making  every  man 
feel  that  he  is  an  important  member  of  the  family,  and 
that  it  should  help  each  employee  to  get  interested  in 
his  job,  know  what  the  policies  of  the  company  are,  why 
they  are  adopted,  and  appreciate  the  part  that  he  plays 
in  the  whole  organization.  To  say  that  the  president's 
door  is  always  open  for  an  employee  is  not  sufficient. 
Means  must  be  provided  by  which  he  can  get  there  and 
back  easily.  This  connection  can  well  be  supplied  through 
some  form  of  employees'  organization,  provided  that 
organization  is  one  based  on  the  principle  of  co-operation 
and  mutual  confidence  rather  than  on  antagonism  and 
mutual  distrust. 

The  telephone  company,  of  course,  is  not  the  only  one 
to  have  progressed  in  this  direction.  The  United  States 
Steel  Company  has  done  considerable  along  this  line,  and 
there  are  of  course  certain  railways  which  have  accom- 
plished much.  An  able  plea  for  further  progress  by  elec- 
tric railway  companies  was  made  at  the  last  meeting  of 
the  New  England  Street  Railway  Club  by  George  E. 
Pellissier.  Altogether  the  subject  is  one  which  could 
properly  be  considered  as  ranking,  in  importance,  with 
public  relations. 


March  31,  1923 


Electric    Railway    Journal 


549 


This  Train  Yard   Has  a  Concrete   Floor,  so  That  the  Paesengers  Chii  Board  the  Cars  Easily  at  Any  Point  in  the  Yard 


New  Terminal  in  Baltimore 

The  Washington,  Baltimore  &  Annapolis  Electric 

Railroad  Installs  a  Model  Interurban  Terminal 

for  Freight  and  Passenger  Service 

ABOUT   a  year  ago  the   Washington,   Baltimore   &  The  passenger  terminal  tracks  consist  of  four  stub 

IJk    Annapolis   Electric  Railroad  completed  its   ter-  tracks  and  one  loop.    The  trains  to  Washington  or  those 

■A.  JL  minal    station    in    Baltimore    at    the    corner   of  on  the  main  line  of  the  company  are  dispatched  from 

Howard  and  Lombard  Streets.     The  station  is  in  the  the  stub  tracks,  while  the  trains  to  Annapolis  are  sent 

heart  of  the  downtown  district  of  the  city.  from  the  loop.    The  four  stub  tracks  are  fitted  with  pits 

The  new  station  for  both  passenger  and  freight  was  for  temporary  repairs  to  cars.    Altogether,  the  passenger 

planned  several  years  ago,  and  the  real  estate  has  been  tracks  in  the  yard  have  a  capacity  for  forty-eight  cars, 

owned  for  some  time,  but,  owing  to  conditions  brought  This  is  independent  of  the  freight  car  track,  which  is 

about  by  the  war,  construction  was  delayed  until  the  on  a  slight  incline,  to  conform  with  the  grade  on  Eutaw 

summer  of  1921.     Ground  was  broken  on  April  1,  and  Street. 

the  building  was  occupied  for  the  first  time  on  Nov.  1  During   normal   times,    the   company    handles    a^out 

of  that  year.    The  trackwork  was  started  about  June  1,  8.000  passengers  per  day  from  the  terminal.    This  means 

1921.     Altogether,   the  yards  and  buildings   occupy   a  from  fifty  to  sixty  cars  per  hour  during  the  rush  period, 

total  area  of  78,094.40  sq.ft.  divided  as  follows :  The  normal  week  day  service  to  Washington  is  about 

~ T —  every  half  hour  from  6  a.m.  to  12  o'clock  midnight,  with 

Freight  house  9,006.23  additional  local  trains  starting  at  5  a.m.  and  running 

Parking*^ .'.'.'.'.'.'.'.'.'.][  I'.'.'.W.'.'.'.'.'.]'.'.'.'.]'.'.]'.'.'.'.]'.'.'.]'.'.  ^'lll'.oo  about  every  two  hours,  except  between  5    and  8.30  p.m., 

Frei|htySXtracki-,ine  ::;;::  •;:::::::::::::  ;:::;:^  Ifolil  when  they  are   run   more  frequently.     The   Annapolis 

Terminal  yard  51,389.15  trains  Operate  over  the  South  Shore  division  on  an  hourly 

Baggage  room   1,196.4:.  ujix             ,?oc                 i-ooc                    mi.          xi. 

Termmai  station  7,234.30  Schedule  from  6.35  a.m.  to  3.35  p.m.     Then  they  run 

Total    78,094.40  "lore  frequently  until  7.35  p.m.,  when  they  go  to  a  longer 

■                                                                     " — schedule.     On   the   North   Shore   division,  half-hourly 

Terminal  Yard  service  is  maintained  from  5.50  a.m.  to  7  p.m.,  then 

A  feature  of  the  terminal  yard  is  that  it  is  concreted  hourly   service   until   midnight,    making  approximately 

throughout,    as    shown    in    the    general    view    above,  100  trains  leaving  the  Baltimore  terminal   daily.     On 

making  a  very  clean  job  and  one  that  can  be  flushed  Sundays  and  holidays  the  train  service  is  increased  to 

easily.     The  concrete  flooring  also  enables  passengers  some  considerable  extent.     The  company  does  no  local 

to  board  the  cars  easily  at  any  point  in  the  yard.  city  business,  and  its  minimum  fare  is  10  cents. 


550 


Electric    Railway    journal 


Vol.  61,  No.  13 


Abovt — TliU  View  of  the  Train  Tard  I» 
Taken  from  a  Fourth  rioor  Window  of  the 
Office  Buildinir. 

\t  Right — The  Terminal  of  the  W.,  B.  »!  A. 
Eleetrio  Railroad  In  Baltimore  Is  in  the 
Downtown  Bntiiness  Section. 


Below — Plan  of  the  Terminal  Yard  and  Baxe- 
ment  of  the  Office  BuUdlnK. 


March  31,  1923 


Electric    Railway    Journal 


551 


The  overhead  construction  in  the  yard  is  Ohio  Brass 
equipment  with  steel  poles  and  was  all  installed  by  the 
railroad  company.  The  tracks  in  the  yard  are  for  the 
most  part  T-rail,  7  in.  high  and  98  lb.  per  yard,  with 
some  Lorain  steel  141-465  9-in.  girder. 

Main  Terminal  and  Freight  House 

The  terminal  building,  the  main  building  in  the  group, 
is  of  reinforced  concrete  with  Indiana  limestone  finish, 
with  terrazzo  or  ground  marble  and  cement  floors  in  the 


The  team  way  for  the  freight  house  is  on  Eutaw 
Street  and  the  floor  follows  the  grade  of  this  street, 
which  has  an  incline  of  2i  per  cent.  The  freight  track 
in  the  terminal  yard  also  follows  this  grade.  About 
twenty  cars  a  day  each  way  represent  the  average 
freight  and  express  business  done  at  present.  The 
Southeastern  Express  Company  operates  over  this  line 
and  handles  all  express  business. 

The  architects  for  the  terminal  building,  train  shed 
and  freight   house  were   Dreher,   Churchman,   Paul   & 


The  Waiting  Room  Is  Open  and  Attractive 


waiting  room  and  basement,  and  Toncan  metal  roofing. 
It  has  four  floors  besides  a  basement. 

The  basement,  which  is  shown  in  plan  in  the  drawing 
of  the  track  yard,  contains  five  banks  of  six  toilets  each, 
four  banks  being  pay  toilets  and  two  free.  There  is 
also  a  barber  shop  in  the  basement. 

The  ground  floor  contains  the  waiting  room,  lunch 
room,  novelty  store,  telephone  and  telegraph  booths, 
ticket  oflSce,  baggage  and  parcel  checking  room  and  the 
entrance  to  the  train  sheds.  The  two  stores  opening  into 
the  waiting  room  are  leased.  The  telegraph  service  is 
somewhat  unique  in  so  far  as  it  allows  a  patron  to  get 
in  direct  communication  by  telephone  with  the  central 
telegraph  oflSce  and  give  his  message  over  the  wire.  He 
pays  for  it  in  a  coin  box. 

The  second  floor  contains  the  president's  office,  general 
manager's  oflSce,  conference  room,  purchasing  agent's 
oflice  and  office  of  the  passenger  agent  and  assistant  to 
the  president.  On  the  third  floor  are  the  freight  de- 
partment for  checking  way  bills,  the  general  freight 
office,  claim  agent's  office  and  also  the  treasurer's  office. 
The  fourth  floor  contains  the  general  auditing  office. 
Each  floor  has  its  own  vault  for  files,  records  and 
supplies. 


Ford,  Philadelphia.  The  building  contractors  were  the 
George  A.  Fuller  Company,  New  York.  The  special 
trackwork  was  supplied  by  the  Lorain  Steel  Company 
and  was  installed  under  the  direction  of  E.  W.  Wein- 
land,  engineer  maintenance-of-way  of  the  company. 
J.  J.  Doyle  is  vice-president  and  general  manager. 


City  Pays  Half  of  Deficit 

THE  British  Columbia  Electric  Railway  started  its 
first  bus  route  on  March  19.  It  is  in  the  city  of 
Vancouver  over  a  route  about  2  miles  in  length,  from 
the  terminal  of  one  of  the  car  lines.  One  bus  gives 
the  service  and  there  is  a  spare  one. 

One  of  the  features  of  the  new  service  is  the  arrange- 
ment with  the  city  of  Vancouver  whereby  the  city  pays 
one-half  of  any  deficit.  The  company  pays  the  other 
half  only  up  to  a  maximum  of  $5,000  a  year.  This 
agreement  was  made  last  November,  when  the  com- 
pany obtained  a  continuance  of  its  6-cent  fares  and  gave 
a  reduction  in  its  lighting  rates.  If  successful,  it  will 
be  the  basis  of  other  bus  routes.  The  first  week's 
traffic  filled  the  bus  to  capacity  in  the  rush  hours.  The 
city  is  owner  of  considerable  property  along  the  route. 


552 


Electric    Railway    Journal 


Vol.  61,  No.  13 


Duluth  Street  Railway  Valued 

Valuation  Estimates  Presented  by  Consulting  Engi- 
neers Before  State  Commission — Cost  of  Power 
and  Bridge  Contracts  Included  as 
Items  of  Value 

ON  FEB.  6  Mr.  Drum  of  A.  L.  Drum  &  Company, 
Chicago,  completed  his  testimony  in  the  rate  case 
of  the  Superior  division  of  the  Duluth  Street  Railway 
before  the  Railroad  Commission  of  Wisconsin  at 
Madison,  Wis.  An  inventory  of  the  property  was  made 
as  of  Oct.  1,  1922,  and  valuations  of  the  property  were 
prepared  and  submitted  on  four  bases,  namely,  pre-war 
costs,  ten-year  average  cost,  post-war  cost  as  of  June, 
1921,  and  estimated  original  cost  at  prices  current  as 
of  date  of  installation.  A  table  showing  the  summary 
of  the  physical  property  on  these  four  bases  is  printed 
herewith,  showing  the  percentage  relationship  of  the 
latter  three  bases  to  the  pre-war  cost. 

It  is  interesting  to  note  that  the  valuation  based  on 
estimated  original  cost  compares  very  closely  with  pre- 
war cost,  being  only  3.72  per  cent  higher  than  the  pre- 
war cost,  while  the  ten-year  average  cost  shows  an  in- 
crease of  36.20  per  cent,  and  June,  1921,  prices  show 
an  increase  of  76.96  per  cent  over  pre-war  costs. 

In  addition  to  the  valuation  of  the  physical  property 
Mr.  Drum  submitted  valuations  showing  the  develop- 
mental cost  of  the  property,  value  of  a  bridge  contract, 
which  permits  of  operation  over  the  bridge  connecting 
Superior,  Wis.,  with  Duluth,  Minn.,  without  additional 
bridge  toll  to  the  passengers  of  the  street  railway  sys- 
tem, and  value  of  the  power  contract.  The  value  of 
the  power  contract  was  based  on  the  cost  to  the  com- 
pany in  obtaining  this  contract  and  perfecting  a  satis- 
factory source  of  power  supply  from  the  hydro-electric 
plant  of  the   Great   Northern    Power   Company.      The 


power  company  paid  the  cost  of  maintaining  the  com- 
pany's steam  plant  in  operating  condition  from  1908 
to  1914,  while  the  power  company  was  demonstrating 
its  ability  to  furnish  all  power  required,  but  the  railway 
company  was  required  to  pay  the  insurance,  taxes  and 
interest  on  the  plant  from  1908  to  1915,  when  the  steam 
plant  was  finally  abandoned,  and  also  suffer  the  loss 
of  the  investment  in  the  plant  equipment  (less  salvage), 
and  these  items  were  properly  submitted  as  the  actual 
cost  to  the  street  railway  company  in  obtaining  the 
power  contract.     These  costs  summarize  as  follows: 

Cost  of  power  station,  land,  building  and  equipment  less  salvage. .  . .  $47,702.  79 
Interest  on  amount  of  salvage  Jan.   I,    1908,  to  Dec.  31,   1915,  at 

6  per  cent 5,015.76 

Taxes  paid  on  power  station  Jan.  1,  1908,  to  Dec.  31,  1915 5.551.34 

Insurance  paicfon  power  station  Jan.  1,  1908,  to  Dec.  31,  1915 2.783.59 

Total  cost  of  power  contract $61,053.48 

To  show  that  this  cost  in  securing  and  perfecting 
the  power  supply  was  a  proper  expenditure  on  the  part 
of  the  company  estimates  were  made  of  the  resulting 
saving  in  cost  of  power,  as  given  in  the  table  below. 

Investment   Investment 

on  Basis  of   on  Ba-sis  of 

Present-Day    Pre-War 

Prices  Prices 

Total  investment  required  for  I,500-kw.  steam  station 

and  1.500-kw.  substation $273,500        $183,600 

Cost  of  manufacture  of  power,  present-day  prices: 

Coal 21.350  21.350 

Labor 12.900  12.900 

Maintenance,  supplies  and  general 7,500  7.500 

Total  operating  expense 41,750  41.750 

Fixed  charges,  interest,  depreciation,  taxes  and  insur- 
ance     34.200  22.950 

Total  cost  of  power $75,950  $64,700 

Cost  of  power  per  kw.-hr.,  4,000,000  kw.-hr.,a.c $0  0190  $0.0162 

Cost  of  power  per  kw.-hr.,  3,720,000  kw.-hr.,  do 0  0204  0  0174 

Cost  of  power  purcha-sed  under  contract 0.0100  0.0100 

Saving  per  kw.-hr $0  0104         $0  0074 

.Saving  per  year  (3, 720.000  kw.-hr.) $38,688  $27,528 

Present  value  of  future  saving  from  Oct.  1,  1922,  to 
Nov.  17,  1931.  each  annual  saving  being  discounted  at 
8  per  cent  from  the  end  of  its  year  to  Oct.  1,  1922 $244,972        $174,307 


COMPARATIVE  SUMMARY  OF  COST  OF  REPRODrCING  AND  DEVELOPING  THE   PROPERTY  OF    THE    SUPERIOR    DIVISION,   DULUTH 
STREET  RAILWAY,  AS  OF  OCT.  I,  1922,  SHOWING  PER  CENT  RELATIONSHIP  OF  BASES  2,  3  AND  4  TO  THE  PRE-W.\R  COST,  BASIS  NO.I. 


Physical  property 

Land 

Track '..'.'.'.'.[['.'.'.'.'.'.'.'.'.'. 

Paving ['.'.'.'...'.['. 

Electrical  distribution  system '.'..'.'.'.'.'.'.'.'.'. 

Rolling  stock 

Shop  machinery  and  tools  and  miscellaneous  equipment . 

Buildings 

Furniture  and  fixtures 

Materials  and  supplies 


Basis  No.   1 

Basis   No.    2 

Basis  No.  3 

Basis  No  4 

Pre- War  Cost 

Ten-Year  Average  Cost 

Post-War     Cost 

Estimated    Original    Cost 

Current  Prices 

Average    Piices 

Prices    Current 

Prices   Current 

1915 

1912-1921 

June,     1921 

Date  of  Installation 

Per  Cent 

Per  Cent 

Per  Cent 

Amount 

Amount           of  1915 

Amount          of  1915 

Amount           of    1915 

$23,200 

$23,200          100.00 

$23,200          100.00 

$23,200          100.00 

560.483 

783.423          139  79 

1,057,475          188  69 

612,425          109   27 

69,472 

76,470          110.07 

84,468          121    58 

71,398         102  77 

68.137 

89,441          131    27 

105.578          154  95 

68,137          100  CO 

235,125 

361.364          153.69 

485,207         206   36 

235,842         100  31 

35.339 

46.216          130  78 

56,235          159    13 

35,339          100  CO 

61.329 

81.823          133.41 

101,627          165.71 

49,853           81.29 

7.346 

11.602          157  92 

16,530         225  00 

6,245           85  02 

38,113 

38.113          100.00 

38,113          100.00 

38,113          100. CO 

Total  inventoried  property 

Expenditures  not  apparent  in  inventory. 

Total . 

Engineering  and  superintendence 


$1,098,544 
204 

$1,098,748 
54,937 


Total 

General  and  miscellaneous  costs 
Administration,  organization  and  legal  expense 

Taxes  during  construction 

Interest  during  construction 

Working  capital 

Total  general  and  miscellaneous  costs 

Cost  of  financing 


Total  cost  to  reproduce  the  physical  property  as  of  Oct.  I,  1922 

Power  and  bridge  contracts 

Cost  of  power  contract r 

Value  of  bridge  contract 


$57,684 
16,842 
73,693 
31,074 

$179,293 
66,649 


Total  power  and  bridge  contracts 

Developmental  costs 
Expenditures  for  obsolete  equipment  and  construction . 

Cost  to  unify  system    

Loss  of  interest  during  operation 


Total  developmental  costs   . 

Total  cost  of  reproducing  and  developing  the  property,  including 
value  of  power  and  bridge  contracts 


$61,053 
78,125 

$139,178 

$376,656 
22.905 
111.970 

$511,531 


$1,511,652 
204 


$1,511,856 
75,593 


137.60 
100  00 


137  60 
137.60 


$1,968,433 
204 

$1,968,637 
98.432 


179. 19 
100  00 


179.19 
179. 19 


$1,140,552 
204 


$1,140,756 
57.038 


$79,372 
16,532 

101,001 
31,074 

$227,979 
90.772 


137  60 

98  16 

137  06 

100  00 

127    15 
136.19 


$103,353 
25,630 
131,763 
31,074 

$291,820 
117.944 


179.17 
152.18 
178.80 
100.00 


$59,890 
16.842 
76,472 
31,074 


$1,399,627         $1,906,200 


$61,053 
78,125 

$139,178 

$376,656 
22,905 
152,496 

$552,057 


136.20    $2,476,833 

$61,053 

78,125 


$139,178 

$376,656 
22,905 
198,147 

$597,708 


162  76 
176  97 

$184,278 
69.103 

176.96 

$1,451,175 

$61,053 
78.125 

$139,178 

$376,656 
22,905 
116,094 

$515,655 

$2,050,336        $2,597,435 


$3,213,719 


$2,106,008 


103.82 
100.00 


103  82 
103.82 


$1,153,685         $1,587,449  137  60         $2,067,069  179.19         $1,197,794  103.82 


103.83 
100  00 
103.77 
100  00 


103  72 


March  31,  1923 


Electric    Railway    Journal 


553 


The  discussion  at  the  hearing  indicated  that  both 
the  commission  and  the  company  were  confronted  with 
a  difficult  problem  in  determining  a  reasonable  rate 
of  fare  on  account  of  the  company  having  been  unable 
to  reach  an  agreement  with  the  city  of  Superior  with 
respect  to  the  regulation  of  the  jitney  traffic  and  the 
introduction  of  one-man  cars.  The  general  opinion  was 
that  a  joint  conference  between  the  Wisconsin  commis- 
sion, the  city  and  the  company  should  be  had  at  which 


reasonable  requirements  as  to  the  regulation  of  the 
jitney  traffic  and  the  use  of  one-man  cars  could  be 
agreed  upon,  based  on  which  the  commission  could  de- 
termine a  new  rate  of  fare.  During  the  hearing  the 
Supreme  Court  of  Wisconsin  rendered  a  decision  in  the 
so-called  Superior  jitney  case,  removing  the  control  of 
jitneys  from  the  jurisdiction  of  the  cities  of  Wisconsin 
and  placing  the  regulation  of  jitneys  under  the  Wis- 
consin Railroad  Commission. 


Visualizing  Schedules 

By  Means  of  a  Large  Board,  with  Grooves  to  Hold  Sticks  Representing  Various  Runs, 

a  Picture  Is  Obtained  of  the  Equipment  in  Operation  and  the  Possibilities 

for  Expansion  or  Contraction  of  the  Service 


PROBABLY  the  most  common  method  used  for 
showing  at  a  glance  the  service  furnished  on  a  par- 
ticular line  is  by  a  graphic  layout  of  the  timetable. 
In  perfecting  the  timetable,  however,  frequent  changes 
are  necessary,  and  with  the  graphic  method  each  change 
usually  requires  the  replotting  of  the  graphs.  A  method 
of  visualizing  the  timetable  that  is  very  flexible  and 
which  shows  at  a  glance  the  cars  in  service,  the  headway, 
the  layovers,  the  setbacks,  the  time  at  division  points, 
the  number  of  crews  required  and  the  time  that  they 
are  on  duty,  together  with  the  possibilities  of  expansion 
and  contraction  of  service,  to  meet  various  traffic  re- 
quirements, is  illustrated  herewith.  The  idea  originated 
with  C.  E.  Chalmers,  receiver  for  the  Second  Avenue 
Railroad,  New  York,  N.  Y.,  and  was  worked  out  by  his 
engineering  and  timetable  departments. 

The  apparatus  used  includes  a  large  board  and 
numerous  trip  sticks  to  designate  the  various  runs.  The 
board  is  34  in.  wide  and  18  ft.  long.  Two  boards  are 
used  to  give  the  total  width  and  by  having  offsets  at 
either  end  the  total  length  is  increased  and  the  space 
at  the  offset  would  never  be  used  in  the  various  layouts. 
The  board  is  ruled  with  lines  crosswise  to  indicate  time 
intervals,  different  colored  inks  being  used  for  con- 
venience. On  the  Second  Avenue  Railroad's  board  time 
intervals  are  laid  off  horizontally,  the  scale  being  J  in. 
for  each  minute  or  7i  in.  to  the  hour.  Longitudinal 
grooves  run  the  full  length  of  the  board.  These  are 
made  to  fit  the  trip  sticks,  which  are  A  in.  in  diameter. 


are  for  round  trips.  These  time  points  are  marked  with 
different  coloi'ed  inks.  The  same  color  is  used  to 
indicate  a  particular  time  point  on  all  trip  sticks. 

Since  the  times  of  layovers  at  the  end  of  runs  vary 
somewhat,  these  are  not  included  in  the  length  of  the 


WEEK  DAV                PROPERTY  OF  and  to  be  RETURNED  to 

SECOND  AVE.  R.  R.  CO.,  Charles  E.  Chalmers,  Reeower. 

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Trip    Card    Used    for    Schedules    of   the   Second   Avenue   Railroad 

trip  sticks,  but  in  laying  out  the  schedule  spaces  are  left 
between  the  different  trip  sticks  which  indicate  the  lay- 
overs. This  method  eliminates  a  large  number  of  dif- 
ferent lengths  of  trip  sticks,  which  of  course  simplifies 
the  laying  out  of  the  timetable. 

Laying  Out  of  the  Timetable 

With  the  board  and  trip  sticks  constructed  the  time- 
table may  be  laid  out  to  visualize  several  different  fac- 
tors as  desired.     First,  it  may  be  laid  out  by  crews. 


Test    Board   Used   for    Checking    Timetables  of   the    Second   .Avenue    Railroad 


There  is  a  total  of  eighty-six  grooves  in  the  width  of 
the  board. 

The  trip  sticks  are  of  wood  and  their  length  repre- 
sents a  round  trip,  the  scale  for  time  intervals  of  course 
being  the  same  as  that  for  the  board,  J  in.  to  the 
minute.  The  trip  sticks  are  marked  to  indicate  division 
points.  On  the  Second  Avenue  routes  there  are  seven 
intermediate  time  points  in  addition  to  the  ends,  which 
of  course  represent  the  same  point  since  the  trip  sticks 


This  shows  both  the  regular  and  extra  runs  and  shows 
how  the  swing  runs  must  be  laid  out  to  take  care  of 
the  extra  service  during  peak  hours  and  to  provide  for 
lunch  periods  for  the  various  crews.  In  the  accompany- 
ing illustration  of  the  board  the  bottom  part  is  laid  out 
by  this  method.  The  regular  runs  are  at  the  bottom 
and  the  swing  runs  just  above  these.  By  referring  to 
this  illustration,  it  will  be  seen  that  starting  with  the 
regular  runs  in  the  morning  four  round  trips  are  made 


554 


Electric    Railway    Journal 


Vol.  61,  No.  13 


and  then  the  regular  crews  are  allowed  time  off  for 
lunch.  The  first  swing  runs  which  occur  are  those  for 
the  morning  rush  hour.  After  this  the  swing  runs  fit  in 
as  the  various  crews  leave  for  their  lunch  period.  By 
this  method  each  groove  is  taken  up  by  a  single  crew. 
This  of  course  shows  the  layovers,  setbacks  and  head- 
way at  the  various  time  points.  The  headway  can  be 
scaled  directly  by  measuring  the  distance  between  the 
same  colored  line  on  the  trip  stick  in  adjacent  grooves. 
This  method  of  laying  out  a  timetable  is  of  particular 
advantage  for  showing  the  slack  in  the  schedules  and 
how  this  can  be  taken  out  by  careful  rearrangement. 
When  this  board  was  first  used  by  the  Second  Avenue 
Railroad  for  checking  its  schedules  it  was  able  to  take 
out  15  per  cent  of  the  slack,  which  of  course  reduced 
operating  expenses  considerably. 

A  second  method  of  laying  out  the  timetable  is  by 
cars  in  service.  Public  service  commissions  and  the 
patrons  of  the  railway  are  most  interested  in  the  service 
furnished,  and  this  method  of  laying  out  the  timetable 
indicates  at  a  glance  the  number  of  cars  that  are  in 
service,  the  headway,  etc.  With  this  method  operation 
of  the  same  car  is  laid  out  in  the  same  horizontal  groove. 
Layovers  are  indicated  by  the  time  between  trip  sticks, 
but  of  course  the  service  is  continuous  as  long  as  the 
car  is  operated  regardless  of  what  crew  has  it.  On  the 
board  shown  in  the  accompanying  illustration  the  top 
of  the  board  is  laid  out  to  show  the  cars  in  service  on 
the  Second  Avenue  line  after  11  a.m.  For  convenience 
in  checking  the  various  information  desired,  a  T-square 
is  used  which  fits  to  the  board,  and  by  following  along 
the  edge  of  the  square  the  number  of  cars  in  service, 
the  number  of  crews  and  like  information  is  shown  at 
any  time  desired. 

A  third  method  of  laying  out  the  timetable  is  by 
intervals.  When  this  method  is  used,  the  cars  follow 
in  their  regular  order  regardless  of  whether  they  are 
on  swing  runs  or  regular  runs. 

After  the  final  timetable  had  been  adopted  by  the 
Second  Avenue  Railroad  run  cards  were  made  out  to 
show  the  time  at  the  various  division  points.  A  sample 
of  one  of  these  cards  is  shown  herewith.  Runs  on  the 
Second  Avenue  line  start  at  Ninety-sixth  Street  and  go 
north  to  129th  Street;  they  then  return  south  to  Tenth 
Street,  where  again  they  turn  north  to  Ninety-sixth 
Street,  making  the  round  trip.  The  time  for  the  vari- 
ous points  is  entered  in  black  and  red.  Black  figures 
show  time  for  runs  in  a  northerly  direction  and  red 
indicates  time  for  southbound  trips.  When  a  crew  takes 
out  a  car  it  is  supplied  with  a  run  card  for  the  par- 
ticular run  which  it  is  to  operate,  and  in  checking  opera- 
tions inspectors  check  at  the  various  time  points  and 
the  crews  are  expected  to  maintain  the  schedule  unless 
unavoidable  delays  occur.  For  convenience  in  checking 
the  operation  each  car  carries  a  run  number  in  the 
right-hand  front  vestibule  window.  Inspectors  are  sup- 
plied with  books  containing  all  the  various  runs,  so  that 
they  can  turn  immediately  to  the  time  when  a  car  should 
be  at  a  certain  time  point  and  thus  check  its  operation. 
This  arrangement  is  also  of  particular  use  to  other 
officials  in  getting  in  touch  with  crews  or  locating  cars. 
Thus,  if  it  is  desired  to  get  in  touch  with  a  particular 
crew,  all  that  is  necessary  is  to  call  up  the  dispatcher 
and  find  out  the  run  that  this  crew  has.  Then  by  refer- 
ring to  the  book  it  can  be  seen  at  a  glance  just  where 
this  crew  is  at  a  particular  time.  The  same  of  course 
applies  to  cars.  The  location  of  a  car  at  any  particular 
time  can  be  checked  from  the  timetable  card. 


"Wired  Wireless"  Tried 

New  Duplex  Current  Used  for  Two-Way  Conversation 

— Experiments  Indicate  Practicability  of  Using 

High-Frequency  Current  Communication 

ON  MARCH  26  the  Third  Avenue  Railway,  New 
York,  in  conjunction  with  the  General  Electric 
Company,  demonstrated  to  a  party  of  men  the  prac- 
ticability of  using  "wired  wireless"  for  establishing 
communication  between  any  two  points  on  the  system. 
A  laboratory  set-up  of  a  radio  transmitting  and  radio 
receiving  set  was  installed  on  a  street  car,  with  cor- 
responding apparatus  in  the  substation  which  supplied 
energy  to  the  line  over  which  this  car  was  operated. 
Perfectly  audible  communication  was  conducted  between 
the  car  and  the  substation  from  various  points  on  the 
line,  with  the  car  either  standing  or  moving. 

The  particular  feature  of  this  demonstration  was  the 
use  of  a  duplex  current  whereby  conversation  could  be 
carried  on  in  either  direction,  just  as  it  is  done  over  the 
telephone.  This  was  accomplished  by  utilizing  two 
different  frequencies.  The  transmitting  set  at  one  end 
and  the  receiving  set  at  the  opposite  end  were  tuned 
for  a  frequency  of  73,000,  while  the  other  pair  of  sets 
were  tuned  for  49,000  cycles.  Currents  of  the  two 
frequencies  were  thus  conducted  over  the  same  wires, 
the  trolley  and  feeder,  without  interference.  By 
putting  on  the  head  phones  of  the  receiving  set  and 
talking  into  a  transmitter  connected  with  the  transmit- 
ting set,  it  was  possible  to  receive  and  transmit  with- 
out the  use  of  any  changeover  switch. 

The  set-up  in  the  street  car  consisted  of  an  ordinary 
simple  radio  receiving  set  with  one  three-electrode 
vacuum  tube,  connected  as  a  detector  and  another  as 
an  amplifier.  The  transmitting  set  made  use  of  three 
type  UV203  tubes  of  50  watts  capacity.  These  three 
tubes  were  used  as  an  audio  frequency  amplifier,  an 
oscillator  and  a  modulator.  The  power  for  the  sending 
set  was  supplied  by  a  1,000-volt  motor-generator  set 
with  the  energy  to  operate  it  supplied  by  twelve  cells 
of  storage  battery  supplying  approximately  24  volts. 
A  similar  set-up  was  used  in  the  substation,  except  that 
in  the  receiving  set  only  a  single  tube  was  used  as 
detector  and  amplifier.  In  the  substation,  and  in  the 
car,  the  sets  were  connected  to  the  trolley  circuit  through 
a  condenser  of  low  voltage  drop. 

The  General  Electric  Company  has  been  engaged  in 
experimental  work  on  the  Third  Avenue  Railway  for 
several  weeks,  to  detennine  the  constants  of  such  a 
system,  looking  toward  the  development  of  suitable 
apparatus  for  utilizing  high  frequency  carrier  current 
for  communication  work.  While  it  is  possible  to  estab- 
lish communication  between  any  point  on  the  system 
and  any  car  suitably  equipped  with  apparatus,  the  idea 
will  be  primarily  to  devise  plans  for  communication  be- 
tween some  central  emergency  office  and  line  and 
trouble  crews,  construction  and  repair  gangs,  and  per- 
haps such  transportation  men  as  starters  and  inspec- 
tors out  on  the  system.  The  principal  advantage  of 
the  wired  wireless  as  compared  to  radio  communication 
is  that  it  requires  much  less  input  of  power,  and  that 
while  the  current  probably  spreads  over  the  entire 
overhead  and  feeder  system,  the  radiation  into  the 
ether  is  very  small  so  that  it  introduces  practically  no 
interference  with  any  radio  communication.  The  test 
was  in  charge  of  W.  J.  Quinn,  electrical  engineer  of  the 
railway  company,  and  Edward  Austin  of  the  G.  E.  Co. 


March  31,  1923 


Electric    Railway    Journal 


555 


Tests  of  Welded  Joints 
by  the  Boston  Elevated  Railway 

Results  of  Compression  and  Bending  Obser- 
vations at  Massachusetts  Institute  of  Technol- 
ogy— Different  Applications  of  Seam  Welding 


WIDESPREAD  interest  among  electric  rail- 
ways and  manufacturing  companies  is  develop- 
ing throughout  the  country  in  regard  to  the 
properties  of  welded  joints.  References  have  been  made 
in  this  journal  at  various  times  during  the  past  year 
to  the  organized  investigation  of  this  subject,  which 
is  being  conducted  under  the  auspices  of  the  American 
Electric  Railway  Association,  the  American  Electric 
Railway  Engineering  Association  and  the  American 
Bureau  of  Welding  in  co-operation  with  the  National 
Research    Council   and    the    United    States    Bureau    of 


Standards.  This  investigation  is  proceeding  along  com- 
prehensive lines,  and  in  connection  with  it  studies  are 
being  made  of  all  available  local  data  and  information. 
At  the  request  of  the  Electric  Railway  Journal  H.  M. 
Steward,  superintendent  of  maintenance,  Boston  (Mass.) 
Elevated  Railway,  has  consented  to  allow  this  paper  to 
make  public  as  information  on  this  subject  the  results 
of  a  series  of  tests  made  by  that  company  on  arc-welded 
joints  during  the  past  year. 

As  a  member  of  the  executive  committee  of  the  joint 
committee  on  welded  joints  of  the  American  Electric 


Spec.  No.  1.  100-lb.  ti-iii. 
Tee,  Std.  Sheared  PI. 


>|?K 


=^ 


K 


No.  of  seams 4 

Length  of  seams.  .10  in. 
Ultimate    compression 
load 464.200    lb. 


Spec.  N'o.  6,  lOO-lb.  6-iii. 
Tee.  Std.  Sheared  PI. 


/2 


ZL 


Bevel. 


No.  of  seams 4 

Length  of  seams.  .10  in. 
Ultimate    compression 
load 233,200  lb. 


Spec.  No.  11,  100-lb.  6-in. 
Tee,  Std.  Sheared  PI. 


o  L,  o 

10      •> 


No.  of  seams 2   top 

Length  of  seams.  .10  in. 
Ultimate    compression 
load 220.000    lb. 


Spec.  Xo.  2,  100-lb.  6-in. 
Tee.  Std.  Sheared  Pi. 


>j2K 


K 


No.  of  seams 4 

Length  of  seams.  .10  in. 
Ultimate    compression 
load    490,600  lb. 


Spec.  So.  7j  100-lb.  6-in. 
Tee,  Std.  Sheared  PI. 


H?(< 


a- 


..  Bevel. 


No.  of  seams '   4 

Length  of  seams.  .10  in. 
Ultimate    compression 
load     283,800  lb. 


Spec.  No.  11,   100-lb,  6-in. 
Tee.  .Std.  Sheared  PI. 

,  „         -Bevel: 

>J?K       .•■ 


12' 


No.  of  seams 2  top 

Length  of  seams.  .10  in. 
Ultimate    compression 
load 138,000  lb. 


Spec.  No.  3,  100-lb.  6-in. 
Tee.  Std.  Sheared  PI. 


>\2\< 


-  12"    „ 
°  ,0"  °> 


a 


No.  of  seams 4 

Length  of  seams.  .10  in. 
Ultimate    compression 
load    301,400   lb. 


Spec.  No.  8,  100-lb.  6-in. 
Tee.  Std.  Sheared  PI. 


>\2H 


No.  of  seams 4 

Length  of  seams.  .10  in. 
Ultimate    compression 
load     378,400  lb. 


Spec.  No.  13,   100-lb.  6-ln. 
Tee.  Std.  Sheared  PI. 


■>|?K 


No.  of  seams 2  top 

Length  of  seams.  .10  in. 
Ultimate    compression 
load    169,400  lb. 


Spec.  No.  4,  100-lb.  6-in. 
Tee,  Std.  Sheared  PI. 


>j?K 


12 


1. 


No.  of  seams 4 

Length  of  seams.  .10  in. 
Ultimate    compression 
load     336,600  lb. 


Spec.  No.  9.  100-lb.  6-in. 
Tee,  Std.  Sheared  PI. 


< 

12    -      >|? 

K 

1 

-1 

>-:.o^ 

«;■ 

L 
U 

0.  of  seam 
ength  of  s< 
Itimate    co 

s 4 

jams.  .10  in. 
mpression 

41  1   400    Ih 

Spec.  No.  14,  100-lb.  6-in. 
Tee,  Std.  Sheared  PI. 


12'        < 


No.  of  seams.  .  .  2  bottom 
Length  of  seams.  .10  in. 
Ultimate    compression 
load 242,000  lb. 


Spec.  No.  5,  100-lb.  6-in. 
Tee,  Std.  Sheared  PI. 


>\2\^ 


.Sevel 


V. jp      rn 

<       10      >  I 


No.  of  seams 4 

Length  of  seams.  .10  in. 
Ultimate    compression 
load 375.100   lb. 


Spec.  No.  10,  100-lb.  6-in. 
Tee,  Std.  Slieared  PI. 

■Bevel: 


>j?K 


/o" 


=i- 


No.  of  seams 4 

Length  of  seams.  .10  in. 
Ultimate    compression 
load 242,000  lb. 


Spec.  No.  15,  lej-lb,  7-ln, 
Girder,  1-in.  Flat  Fl. 


-/?-- 


o      „  o 
10 


^ 


_i 


No.  of  seams 4 

Length  of  seams  ..10  in. 
Ultimate    compression 
load 4  64,000  lb. 


Spec.  No.   16,   122-lb.   7-in. 
Girder.  Std.  Plate 


i«— -/Z- 


No.  of  seams 4 

Length  of  seams 10.  in. 

Ultimate  compression  toad 
369.000  lb. 


Spec.    No.    17,    122-lb,    7-in. 
Girder,  Std.  Plate 


No.  of  seams 4 

Length  of  seams 10.  in. 

Ultimate  compression  toad 
424.000    lb. 


Spec.    No.   18,    134-lb.   9-in. 
Girder.  11-ln.  Flat  PI. 


-12- 


-X. 


Xo.  of  seams 4 

Length  of  seams 10.  in. 

Ultimate  compression  toad 
270,600    lb. 


Spec.   No.  IB,   lS4-lb.  9-ln. 
Oirder,  Std.  Plate 


o     „  o 
I 


No.  of  seams 4 

Length  of  seams 10.  in. 

Ultimate  compression  load 
400,400     lb. 


Fig.  1— StrenEth  of  Weld  with  Three  DiJFerent  Rail  Sections 


656 


Electric    Railway    Journal 


Vol.  61,  No.  13 


Railway  Association  and  the  American  Bureau  of  Weld- 
ing Mr.  Steward  has  submitted  data  from  these  tests 
for  critical  study  to  other  members  of  the  committee 
and  the  comments  of  interested  readers  of  this  paper 
will  be  welcomed. 

About  5,000  arc-welded  joints  are  now  being  installed 
annually  in  new  track  construction  by  the  Boston  com- 
pany. In  order  to  obtain  information  as  to  the  strength 
of  such  joints,  arrangements  were  made  to  utilize  a 
one  million-pound  testing  machine  of  the  Massachusetts 
Institute  of  Technology  in  the  department  of  materials 
of  engineering  of  that  school  at  Cambridge.  As  the 
strength  of  the  seam  weld  joint  in  tension  was  un- 
known and  as  no  previous  data  on  the  subject  were 
available,  it  was  decided  to  use  short  sections  of  rail 
and  joint  plates  rather  than  full-sized  joints  in  order 
that  the  resistance  to  shear  of  the  specimens  would  be 
well  within  the  capacity  of  the  testing  machine.  For 
this  reason  a  seam  lengrth  of  10  in.  was  selected.  Tests 
were  in  compression,  the  rail  section  being  pushed 
through  the  joint  to  shear. 

The  first  set  of  tests,  Table  I,  were  made  with  three 
different  sections  of  rail  in  order  to  obtain  data  on  the 
strength  of  Ihe  weld.     The  standard  Rail  Welding  & 


Bonding  Company  process  of  welding  was  used  on  all 
but  three  specimens,  which  were  welded  by  the  metallic 
process. 

This  group  of  tests  was  made  with  and  without 
bevels  and  with  seams  at  top  and  base  of  rail,  and  with 
seams  at  the  top  only  and  at  the  base  only.  Fig.  1 
shows  the  cross-sectional  appearance  of  each  joint  as 
arranged  for  testing.  The  average  ultimate  load 
sustained  by  seven  specimens  welded  with  carbon  arc 
was  357,186  lb.,  the  area  of  four  seams  being  10  sq.in.. 
and  giving  an  unit  stress  in  sheaf  on  the  seam  metal  of 
35,718  lb.  per  square  inch. 

Strengthening  the  Top  Seam 

Fig.  2  shows  the  arrangement  of  specimens  and  data 
secured  from  the  second  group  of  tests,  which  was  made 
to  determine  if  possible  a  method  of  welding  that  would 
strengthen  the  top  seam  of  the  rail  joint.  Five  dif- 
ferent types  of  plate  bevel  were  tried.  It  will  be  noted 
in  the  above  group  of  tests  that  in  one  case  the  bevel 
was  applied  to  the  rail  as  well  as  to  the  joint  plate. 
These  tests  were  all  made  with  100-lb.,  6-in.  tee  rail, 
A.  R.  A.  type  A,  two  top  seams  being  used  in  each  case. 
Since  the  beginning  of  the  use  of  arc  welding  by  the 


100-lb.    <i-in.    Tee    Rail- 

Std.  Sheared  Plate 

.4.R.A.  Type  A 

Bevel  "A" 


No.  of  seams 2  top 

Length  of  seams 10  in. 

Specimen 20 

Process   

33  -in.  rod  welded  in  place 

3"j  -in.  rod  puddled  in 

Ultimate  compression   load 

215.600   lb. 

Specimen 21 

Process   

i-in.  rod  puddled  in 

Ultimate  compression   load 

240.900   lb. 

Specimc-n 22 

Process   

A-in.    rod    in    place 

A  -in.  rod  puddled  in 

Ultimate  compression  load 

„  ■■■ 221,100    lb. 

Specimen 23 

Process.  .  2  A  -in.  rods  in  place 
^  welded     in     one    operation 
Ultimate  compression   load 

239,300   lb. 


100-lb.    6-iii.    Tee    Kail- 

Std.  Sheared  Plate 

.^.K.A.  T.vpe  .V 

Bevel  "B" 


No.  of  seams 2  top 

Length  of  seams 10  in. 

Specimen 24 

Process   

.  .8-in.  rod  welded  in  place 
Ultimate  compression   load 

228,800   lb. 

Specimen 25 

Process 

A-in.    rod    in    place 

A  -in.  rod  puddled  in 

Ultimate  compression   load 

31.900   lb. 


100-lb.     6-ln.     Tee     Rail — 

Ntd.    Sheared    Plate 

A.R..\.   T.vpe   A 

Bevel  "E" 

.Vo.  of  .seams 2  top 

Length  of  seams 10  in. 

Specimen 30 

Process.  .  .  .  A -in.  rod  puddled  in 
Ultimate  compression  load.  .  .  . 

242,000   lb. 

Specimen 3 1 

Process.  .^-\n.  rod  and  |-in.  rod 
in  place  welded  in  one  operation 
Ultimate  compression  load.  .  .  . 

111,100   lb. 


lOO-Ib.    6-in.    Tee    Rail — 

Std.  Sheared  Plate 

A.R.A.  Tj-pe  A 

Bevel  "C" 


N'o.  of  seams 2  top 

Length  of  seams 10  in. 

Specimen 26 

Process   

A-in.    rod    in    place 

A -in.   rod   puddled  in 

Ultimate  compression   load 

297,000   lb. 

Specimen 27 

Process   

A -in.   rod   puddled  in 

XJltimate  com|)ression   load 

303,600    lb. 


100-lb.    0-in.    Tee    Rail — 

Std.  Sheared  Plate 

A.R..A.  Tjpe  A 

Bi'vel   "D" 


mv/A.„;.v/.--'-/,y,y,..^       ..  ^  ...v///^ 


Xo.  of  seams 2  top 

Length  of  seams 10  in. 

Specimen 28 

Process 

i-in.  rod  puddled  in 

Ultimate  compression   load 

119,900   lb. 

Specimen 29 

Process   

A-in.   rod   in  place 

A  -in.   rod   puddled  in 

Ultimate  compression   load 

26,400  lb. 


y< 

--J^--- 

>l 

1 

1                                                                                                                   1 
1                                                                                                                   1 

1            1 

< 

-//7" 

1 

o 

o| 

■ , — i 

I 

1 

H- — - - IZ"- 

SIDE   ELETVATION — Scale: 


-  ->1 

\   Full   Size 


Fig.  2— Variations  in  Plate  Bevel  to  Strengthen  Top  Seam 


Marrh  31,  1923 


Electric    Railway    Journal 


557 


Boston  company,  all  welding  has  been  done  by  the  stand- 
ard R.  W.  &  B.  process. 

For  making  comparative  tests  it  was  decided  to  use 
the  so-called  hand-feed  process  in  welding.  In  this,  the 
operator  holds  a  welding  rod  in  one  hand  and  in  the 
other  a  carbon  electrode.  After  striking  the  arc  on  the 
seam  to  be  welded,  the  end  of  the  welding  rod  is  fed 
into  the  arc.  By  this  method  it  is  possible  to  make  a 
weld  of  any  cross-section  within  certain  limits  by  vary- 


ing the  quantity  of  weld  metal  fed  into  the  arc.  It  was 
also  decided  to  test  a  bevel  head  type  of  joint  plate  in 
order  to  compare  the  results  with  those  from  the  flush 
head  type  of  joint  plate  used  on  the  previous  tests. 

An  examination  of  the  specimens  after  the  tests  were 
made  showed  that  in  some  cases  where  the  hand-feed 
process  had  been  varied  by  laying  a  welded  rod  in  place 
and  feeding  in  extra  metal  from  a  second  rod,  the  arc 
would  not  penetrate  entirely  through  the  rod  in  place. 


lOO-lb.    6-in.    Tee    Kail — 

A.B.A.  Type  "A" 

Standard    Joint  Plates 

Top  of  Plates  Beveled 

as  shown 


Si)ecinien  No.  40 
Xo.  of  seams,   4. 
Length  of  seams.  10  in. 
Hand   feed  or  puddled   welds 

— li-in.    welding    rod    per 

lin.    incli    of    weld. 
5', -in.  R.  W.  &  B.  welding  rod. 
Volts,   27.      Amp.,    160. 
Ultimate     compression     load, 

509,300  lb. 

Specimen  No.  41 
No.  of  se-ams,  2  top. 
Length  of  seams.  10  in. 
Hand   teed  or  puddled  welds 

— 15-in.     welding    rod    per 

lin.    inch    of    weld. 
3".,  -in.  R.  \V.  &  B.  welding  rod. 
Volts,    27.      Amp.,    160. 
Ultimate    compression     load, 

231,000  lb. 

Specimen  No.  42 
No.  of  seams,  4. 
Length  of  seams.  10  in. 
Hand   feed  or  puddled  welds 

— 15-in.    welding    rod     per 

lin.    inch    of    weld. 
3*2  -in.  R.  W.  &  B.  welding  rod. 
Volts,    27.     .\mp..    160. 
Ultimate     compression     load. 

431,200  lb. 

Specimen  No.  43 
No.  of  se-ams,  4. 
Length  of  seams.  10  in. 
Hand   feed  or  puddled  welds 

— 15-in.    welding    rod    per 

lin.    inch    of    weld. 
A -in.  R.  W.  &  B.  welding  rod. 
Volts,   27.     Amp.,    160. 
Ultimate     compression     load. 

422,400  lb. 


100-lb.    6-in.    Tee    Rail — 

A.R.A.   Tj'pe   "X" 

Standard    .Joint    Plates 


Specimen  No.  51 
.Vo.  of  seams,  2  top. 
Length  of  seams.  10  in. 
Standard  process  Carbon  .\rc 

weld. 
,%  -in.  R  W.  &  B.  welding  rod. 
Volts.  35.     Amp.,  200. 
Ultimate    compression     load, 

191,400  lb. 


lOO-lli.    fl-in.   Tee    Kail — 

.4.K.A.  Type  "A" 

Standard    Joint  Plates 


Specimen  No.  44 
No.  of  seams,  2  base. 
Length  of  seams,  10  in. 
Hand   feed  or  puddled  welds 

— 15-in.    welding    rod    per 

lin.    inch    of    weld. 
3°.,  -in.  R.  W.  &  B.  welding  rod. 
Volts.   27.     Amp.,    160. 
Ultimate     compression     load, 

257,000  lb. 

Specimen  No.  45 
No.  of  seams.  2  base. 
Length  of  seams,  10  in. 
Hand   feed  or  puddled  welds 

— IJ-in.     welding    rod    per 

lin.    inch    of    weld. 
3', -in.  R.  W.  &  B.  welding  rod. 
Volts,    27.     Amp.,    160. 
Ultimate     compression     load, 

228,800  lb. 


100-ib.    6-in.    Tee    Kail — 

A.R.A.  Type  "A" 

Standard    Joint  Plates 

Plates  Bottom  Side  Vp 


Specimen  No.  46 
No.  of  seams,   2  top. 
Length  of  seams,  10  in. 
Standard  process  Carbon  Arc 

weld — 2  welds,  second  over 

the  first. 
A  -in.  R.  W.  &  B.  welding  rod. 
Volts,  35.     Amp.,  200. 
Ultimate    compression     load. 

247.500  lb. 

Specimen  No.  47 
No.  of  seams,   2  top. 
Length  of  seams.  10  in. 
Standard  process  Carbon  Arc 

weld. 
^,  -in.  R.  W.  &  B.  welding  rod. 
Volts,  35.     Amp.,  200. 
Ultimate     compression     load. 

226,600  lb. 


100-lb.    6-in.    Tee    Kail — 

A.K.A.  Type  "A" 

Standard   Joint  Plates 

Top  of  Plates  Beveled 

as  shown 


Specimen  No.  48 
No.  of  seams.  2  top. 
Length  of  seams,  10  in. 
Hand   feed  or  puddled  welds 

— 15-in.     welding    rod    per 

lin.    inch    of    weld. 
s»3-in.  R.  W.  &  B.  welding  rod. 
Volts,  25,     Amp.,  160. 
Ultima.te     compression     load, 

264,000  lb. 

Specimen  No.  49 
No,  of  seams,   2  top. 
Length  of  seams,  10  in. 
Hand   feed  or  puddled  welds 

— 15-in.     welding    rod     per 

lin.    inch    of    weld. 
3»,  -in.  R.  W.  &  B.  welding  rod. 
Volts,  25.     Amp.,  160. 
Ultimate     compression     load, 

236,500   lb. 

Specimen  No.  50 
No.  of  seams,   2   top. 
Length  of  seams.  10  in. 
Hand   feed  or  puddled  welds 

— •15-in.     welding    rod    per 

lin.    inch    of    weld. 
,".. -in.  R.  W.  &  B.  welding  rod. 
Volts,  27,  Amp..  150. 
Ultimate    compression     load, 

242,000  lb. 


<-- 

ff' 

-H 

A 

1 

1         1 

<•  - 

.>; 

0 

0 

!           1 

1. 

< 

- -/e'^ 

->] 

SIDE    ELEVATION    OF    SPECIMEN 


IO»-lb.    'i-in.    Tee    Kail — 

.V.K.A.   T.vpe    "A" 

Standard    Joint   Plates 

Plates  Bottom  Side  I'p 


Specimen  No.  52 
No.  of  scams,  2  top. 
Length  of  seam.s.  10  in. 
Hand   feed  or  puddled  welds 

— 11-ln.    welding    rod    per 

lin.    inch    of    weld. 
A  -in.  R.  W.  &  B.  welding  rod. 
Volts.   27.     Amp.,    160. 
Ultimate    compression     load, 

260,700  lb. 


Fig.  3 — Comparison  of  Groove  and  "V"-Bevels 


658 


Electric    Railway    Journal 


Vol.  61.  No.  13 


This  occurred  with  specimens  20,  22,  25  and  29.  In  the 
case  of  specimen  31  it  was  found  that  the  ends  of  the 
joint  plates  were  uneven  so  that  the  strain  was  applied 
to  one  plate  only. 

As  bevels  "A"  and  "C"  appeared  more  promising  for 
further  tests,  eight  specimens  were  prepared  and 
sheared,  with  the  ultimate  load  data  given  in  Table  II. 

From  this  series  of  tests  it  appeared  that  as  good 
results  are  obtainable  with  bevel  "C"  as  with  bevel  or 
groove  "A,"  the  latter  being  too  large  a  cavity  to  fill 
with  welding  metal  with  no  corresponding  appreciable 
gain  in  the  strength  of  the  weld.  Some  question  exists 
as  to  the  accuracy  of  the  high  strength  figure  secured 


by  the  carbon  arc  process  followed  by  the  metallic  proc- 
ess (specimen  39,  see  table  II),  because  an  examination 
of  the  specimen  after  testing  showed  one  of  the  joint 
plates  had  bent  slightly  inward  and  bound  against  the 
end  of  the  rail,  increasing  loading  to  a  certain  e.xtent. 

Groove  vs.  "V"-Bevel 

The  next  set  of  tests,  Fig.  3,  was  made  for  the  pur- 
pose of  comparing  a  groove  applied  to  the  top  of  the 
joint  plate  as  shown  in  specimens  40,  41,  42  and  43  with 
a  "V'-bevel  as  shown  in  specimens  48,  49  and  50.  With 
one  exception  these  tests  were  made  with  the  hand-feed 
process.    The  exception  was  made  with  flush-head  plates 


Case  I 

6-in.  Tee  Rail,  100-lb.  A.R.A.  Type  "A." 
Std.  Joint  Plates  24  in.  Ions,  seam  welded 
full  length.     Bevel   "A." 

A 

Y 


^ 


■^ 


Rail  supported  at  "B"  and  "C" 


Load  applied  at  "A" 
5,000  lb. 
25,000  lb. 
50,000  lb. 
60,000  lb. 
65.000  lb. 


Deflection  in  inches 
.00 
.06 
.16 
.26 
See  below 


One  joint  plate  broke  at 
test  was  discontinued. 


65.000  lb.   and 


Case  IV 

6-in.  Tee  Rail,  100-lb.  A.R.A.  T.vpe  ".\." 
Std.  Joint  Plates  24  in.  long,  seam  welded 
full  length.  Base  plate  seam  welded 
lor  length  of  joint  plate.  Bevel  "C." 
^ 


Rail  supported  at  "B"  and  "C" 


I..oad  applied  at  "A" 

5,000  lb 

25,000  lb. 

50,000  lb. 

64.250  lb. 


Deflection  in  inches 

.00 

.02 

.07 

See  below 


At  64,250  lb.  rail  broke  1  in.  inside  of 
joint  plate  base  plate  and  test  was  dis- 
continued. Base  plate  slightly  deflected 
at  point  rail  fracture.  No  fracture  in 
seam   welds. 


6-in 
Std. 
full 


Case    VII 

.  Tee  Rail.  100-lb.  A.R.A.  Type  "A." 
Joint  plates  24  in.  long  seam  weld 
length  with  base  plate.     Bevel  "C." 

A 


i 


± 


— y-c- 


A 


Rail  supported  at  "B"  and  "C" 


Load  applied  at  "A" 
5.000  lb. 
25,000  lb. 
50,000  lb. 
67.200  lb. 
discontinued 


Test 
broke 


Deflection  in  inches 

.00 

.04 

.07 

See   below 

at     67,200    lb.     Rail 


1   in.  inside  of  Joint  plate. 


Case  II 

6-in.  Tee  Rail,  100-lb.  A.R.A.  Type  "A.- 
Std.  Joint  Plates  24  in.  long,  seam  welded 
full  length!.  Base  plate  seam  welded 
for  lengtli  of  joint  plate.     Bevel  "A." 


Rail  supported  at  "B"  and  "C" 


Deflection  in  inches 
.00 
.03 
.07 
.13 
.19 
.25 
.34 
See  below 
rail    broke    at    end     of 
test    was    discontinued. 
All  welds  in  perfect   shape.      Base  plate 
slightly   deflected   at  point   of  rail  frac- 
ture. 


Load  applied  at ' 
5.000  lb. 
25.000  lb. 
50.000  lb. 
75.000  lb. 
100.000  1b. 
120,000  lb. 
140.000  lb. 
144.250  lb. 
At     144,250    lb. 
joint    plate    and 


Case  V 

6-in.  Tee  Rail,  100-lb.  A.R.A.  Type  "A." 
2  pes.  std.  joint  plate  4  in.  long  with 
base  plate.  Seam  weld  full  length. 
Bevel   "A." 

A 
, 2 


Rail  supported  at  "B"  and  "C" 


L/oad  applied  at  "A" 

5,000  lb. 

25.000  lb. 

50,000  lb. 

75,000  lb. 

105.000  1b. 

125,000  1b. 

135,000  lb. 

Complete     failure     at 

broke   3   in.   inside  of 


Deflection  in  inches 
.00 
.03 
.07 
.13 
.19 
.38 
See  below, 

135.000     lb.     rail 
nd   of   base  plate 


welds.      Base  plate  slightly   deflected  at 
point  of  rail  fracture 


6  in. 


Vnbroken  Bail 

Tee  Rail  100-lb.  A.R.A.   Type  "A.' 


.A 


r 


Rail  supported  at  'B"  and  "C" 

Load  applied  at  "A"      Deflection  in  inches 

5,000  lb.  00 

25,000  lb.  03 

50,000  lb.  .07 

76,000  lb.  .11 

100,000  1b.  16 

125,000  1b.  22 

150,000  lb.  .40 

160,000  1b.  .61 

Test  discontinued  at  160.000  lb. 


Case    III 

6-in.  Tee  Rail.  100-lb.  A.R.A.  Type  "A," 
Std.  Joint  Plates  24  in.  long,  seam  welded 
full   length.      Bevel    "C." 


^r 


3^ ^ 

Rail  supported  at  "B"  and  "C" 


Load  applied  at ' 
5,000  lb 
25,000  lb. 
50,0001b. 
60.000  lb. 
65.000  1b. 
99.700  1b. 


'A"  Deflection  in  inches 
.00 
.04 
.11 
.22 
.28 
See   Below 


One  joint  plate  broke  at  99,700  lb.  and 
test  was  discontinued.  Slight  distortion 
in  welds  at  point  of  joint  plate  fracture. 


Ca»e  VI 

6-in.  Tee  Rail.  100-lb.  A.R.A.  Type  ■■.A.." 
Std.  Joint  plates  24  in.  long.  Seam 
weld  8  in.  top  seam  at  joint  S  in.  base 
seams  beginning  at  ends  of  joint  plate 
with  base  plate.  Bevel  "C." 
A 


B  yj 

Rail  supported  at 


•B"  and  "C" 


A" 


Load  applied  at 

5,000  lb. 

25,000  lb. 

50,000  lb. 

75.000  lb. 

105,000  lb. 

125,000  lb. 

135,000  lb. 

140,000.1b. 

Test    discontinued 


Deflection  in  inches 
.00 
.03 
.07 
.11 
.It 
.26 
.35 
Sec  below 
at    140,000    lb.       Rail 


broke  1  in.  inside  end  of  joint  plate  at 
end  of  base  weld.  Base  plate  slightly 
deflected  at   point  of  rail  fracture. 


6   in.  Tee  Rail   100-lb.  A, 

.-Bme/'A'-., 


R.A.   Type   "A.' 

.-*«?/ ir.... 


Fig.  4— Bending  Tests  to  Failure  of  Arc-Welded  Joints 


March 

31,  1923 

Electric 

Railway    Journal 

TABLE  I— STRENGTH  OF  WELDED  JOINTS  2  AND  4  SEAMS 

Number 

Length 

Ultimate 

RaU 

Joint 

of 

of 

Weld 

Comp. 

Spec. 

Sec. 

Plate 

Bevel 

Seams 

Seams 

Steel 

Process 

Load 

1 

6  in.  tee 

Std. 

No 

10  in. 

9,32iu.  Gr.  10 

Carbon 

464,200  lb. 

2 

6  in.  tee 

Std. 

No 

10  in. 

9/32  in.  Gr.  10 

Carbon 

490,600  lb. 

3 

6  in.  tee 

Std. 

No 

10  in. 

5/32  in. 

Metallic 

301,400  lb. 

4 

6  in.  tee 

Std. 

No 

10  in. 

5/32  in. 

Metallic 

336,600  lb. 

5 

6  in.  tee 

Std. 

Ye» 

10  in. 

3/8  in.  top      1 
9/32  in.  base  f 

Carbon 

375,100  lb. 

6 

6  in.  tee 

Std. 

Ye» 

10  in. 

3/8  in. 

Carbon 

233,200  lb. 

7 

6  in.  tee 

Std. 

Yes 

10  in. 

3/8  in. 

Carbon 

283,800  lb. 

8 

6  in.  tee 

Std. 

No 

10  in. 

5/32  in. 

Metallic 

378,400  lb. 

9 

6  in.  tee 

Std. 

No 

10  in. 

9/32  in.  Gr.  10 

Carbon 

411,400  lb. 

10 

6  in.  tee 

Std. 

Yes 

10  in. 

3/8  in. 

Carbon 

242,000  lb. 

II 

6  in.  tee 

Std. 

No 

2  top 

10  in. 

3/8  in. 

Carbon 

220,000  lb 

12 

6  in.  tee 

Std. 

Yes 

2  top 

lOin. 

3/8  in. 

Carbon 

138,000  lb. 

13 

6  in.  tee 

Std. 

No 

2  top 

10  in. 

5/32  in. 

Metallic 

169,400  lb 

14 

6  in.  tee 

Std. 

No 

2  base 

10  in. 

9/32  in.  Gr.  10 

Carbon 

242,000  lb 

15 

7  in.  Gir. 

Flat  plate  1  in. 

No. 

10  in. 

9/32  in.  Gr.  10 

Carbon 

464,000  lb 

16 

7  in.  Gir. 

Std. 

No. 

10  in. 

9/32  in.  Gr.  10 

Carbon 

369,000  lb 

17 

7  in.  Gir. 

Std. 

No 

10  in. 

9/32  in.  Gr.  10 

Carbon 

424,000  lb 

18 

9  in.  Gir. 

Flat  1  in.  plate 

No 

10  in. 

9/32  in.  Gr.  10 

Carbon 

270,600  lb 

19 

9  in.  Gir. 

Std. 

No 

10  in. 

9/32  in.  Gr.  10 

Carbon 

400,400  lb 

Average  ultimate  load  sustained  by  specimens  Noa.  1 

2,5,6,7.9.  10  (Carbon  are) 

.357,186  lb 

No8.  3, 

4,  8  (Metallic)... 

.338,800  lb 

Area  of  4 

seams  (carbon  arc)  =  4x.25  3q.in.  x 

lOin.  = 

lOsq.in. 

357,1861b. 

Unit  stress  (shear)  on  seam  metal  

=     35.7181b.  persq. in. 

559 


TABLE  II— ULTIMATE  LOAD  DATA  FOR  TWO  BEVELS 


Number 

Length 

Rail 

Joint 

of 

of 

Weld 

Spec. 

Sec. 

Plate 

Bevel 

Seams 

Seams 

Steel 

32 

6 

m. 

tee 

Std. 

A 

2  top 

10  in. 

9 

32 

in 

(ir. 

10 

33 

6 

in. 

tee 

Std. 

A 

2  top 

10  in. 

9, 

32 

in. 

Ur. 

10 

34 

6 

in. 

tee 

Std. 

A 

2  top 

10  in. 

9 

32 

in 

Or. 

10 

35 

8 

m. 

tee 

Std. 

A 

2  top 

10  in. 

9/32 

in 

Gr. 

10 

36 

6 

in 

tee 

Std. 

C 

2  top 

10  in. 

9 

32 

in 

Gr. 

10 

37 

6 

in 

tee 

Std. 

C 

2  top 

10  in. 

Ur. 

10 

38 


39 


6  in.  tee 


6  in,  tee 


Std. 


Std. 


2  top 


10  in. 


2  top        10  in. 


Process 
9/  32  in.  rod  hand  fed  in 
9/32  in.  rod  laid  in  place  \ 
9/32  in.  rod  puddled  in      / 
9/32  in.  rod  and  5/32  in.  rod 
5/32  in,  rod  laid  in  place    1 
9/32  in.  rod  puddled  in       / 
9/32  in.  rod  puddled  in 
5/32  in.  rod  laid  in  place    1 
9/32  in.  rod  puddled  in       / 
■  Gr.  10  5/32  in.  rod  welded  by  carbon  arc 

process  followed  by  5/32  in.  rod 

metallic  process 

9/32  in.  rod  welded  by  carbon  arc 

process  followed  by  5/32  in.  rod 

metallic  process 


Gr.  10 


Ultimate 
Comp. 
Load 
314,600  lb. 

209,000  lb. 

268.400  lb. 

231.000  lb. 

301,400  lb. 

158.400  lb. 


231.000  lb. 


382.800  lb. 


ItltOOO 

/ 

/ 

■.'■'^y 

Y 

u 

r 

ivrnt 

/ 

M. 

IZOOOO 

/' 

J  100000 

1 

■g  94000 

-1 

// 

"2  SCflOQ 

i 

"^  TQDOO 

yy 

•-  MOOO 

/ 

60000 

1 

k 

4CKni 

I'i^ 

30MO 

'if 

0 

0     ai     a:    oii    04    05    oi 

Deflection  at  Jwnt  in  Inches 

Fig.     ^  —  Loud  -  Deflection 

I'urveK  (or  Arc-Welded  Joints 

and  Vnbroken  Rail 


an(i  welded  by  standard  process  to  check  a  previous  test. 
Specimens  46,  47  and  52  were  made  with  top  seams 
only,  the  plates  having  a  special  bevel  or  ledge  or  com- 
bination of  the  two;  also  bevel  "A"  was  modified  "in 
specimens  40,  41,  42  and  43  by  making  the  groove 
smaller  and  so  requiring  less  metal  to  fill  the  weld. 

Specimens  46,  47  and  52  were  made  and  tested  at  the 
request  of  the  Rail  Welding  &  Bonding  Company,  which 
furnished  the  details  of  the  top  bevel  of  the  joint  plate. 
To  comply  with  this  request  it  was  necessary  to  use  the 
standard  joint  plates  bottom-side  up  in  order  to  provide 
sufficient  metal  to  form  a  groove  or  ledge  as  shown. 
The  Rail  Welding  &  Bonding  Company  desired  these 
three  tests  to  compare  the  merits  of  the  hand-feed  or 
puddled   method   to   the   standard    process   carbon   arc 


TABLE  III— COMPARISON  OF  HAND-FEED  AND  STANDARD 
PROCESS  METHOD  OF  ARC  WELDING 

Hand-Feed  Process  Welds  Pounds 

Two  top  seams,  "V"  bevel,  average  load  six  specimens 264,916 

Two  top  seams,  groove,  average  load  three  specimens 262, 1 66 

Two  base  seams,  average  load  two  specimens 242,500 

Four  seams  (two  top  and  two  base)  average  load  three  specimens.  .....  454,300 

Standard  Process  Carbon  Arc  Welds 

Two  top  seams,  no  bevel,  average  load  three  specimens 193,600 

Two  base  seams,  average  load,  one  specimen. 242,000 

Fourseams  (two  top  and  two  base)  averageloadsixspecimens 397,100 


weld.    In  each  case  the  data  as  regards  the  energy  con- 
sumption and  welding  rod  used  are  given. 

The  testing  of  specimens  46,  47  and  -52  as  varied 
somewhat  from  the  Rail  Welding  &  Bonding  Company's 
instructions.  These  were  to  the  effect  that  with  the 
bevel  shown  in  specimens  46  and  47  one  weld  should  be 
made  with  the  hand-feed  process  and  one  weld  with  the 
standard  R.  W.  &  B.  process  double  weld,  the  standard 
R.  W.  &  B.  process  being  used  with  plates  as  shown 


with  specimen  52,  but  in  order  to  compare  the  single 
and  double  methods  of  welding,  standard  process,  it  was 
decided  to  apply  this  test  to  plates  having  the  same 
bevel  in  order  to  get  comparative  values  and  the  hand- 
feed  process  was  used  with  specimen  52. 

Summary  of  Compkession  Shear  Tests 

In  analyzing  and  reclassifying  the  results  of  the  en- 
tire series  of  compression  shear  tests  to  date,  a  com- 
parison of  the  hand-feed  and  standard  process  method 
of  arc  welding  gives  the  results  shown  in  Table  III. 

Taking  the  average  load  of  the  four-seam  specimen 
with  V-bevel  top  seams,  hand-feed  process,  and  adding 
a  value  for  the  addition  of  a  rail-joint  base  plate  equal 
to  the  load  sustained  by  the  two  seams,  and  using  the 
result  obtained  as  a  basis  of  computation,  a  full-length 
joint  of  the  same  rail  section  as  the  test  specimen,  with 
standard  joint  plates,  top  of  plates  "V"  bevel,  with  rail- 
joint  base  plate  and  all  weld  seams  22  in.  long,  should 
stand  a  tension  strain  of  approximately  760,000  pounds. 

Cross-Bending  Tests 

Crosa-bending  tests  on  full-size  joint  specimens  were 
made  to  determine  the  value  of  a  base-plate  added  to  a 
seam-weld  joint.  The  data  on  these  tests  are  shown  in 
Fig.  4,  the  joints  being  deflected  to  the  breaking  point 
in  each  case.  For  comparison,  a  deflection  test  was 
also  made  on  an  unbroken  rail  as  shown,  until  a  maxi- 
mum deflection  of  0.51  in.  was  reached,  the  load  then 
being  160,000  lb.  All  these  rail  sections  were  uniform, 
a  100-lb.,  6-in.  tee  being  used  with  various  bevels  at 
the  joints  as  indicated. 
The  details  of  the  joint  make-up  were  as  follows: 
Welds  were  made  by  the  hand-feed  process.  The 
weld  metal  was  R.  W.  &  B.  /2-in.  rod,  grade  10,  and 


560 


Electric    Railway    Journal 


Vol.  61,  No.  13 


approximately  li  in.  of  rod  was  used  per  linear  inch 
of  weld.  The  power  requirement  was  125  amp.  at  25 
volts.  All  seam  welds  24  in.  long  were  equal  to  the 
length  of  the  joint  plates. 

An  examination  of  the  joints  after  testing  showed 
that  the  only  fracture  of  the  seam  welds  was  at  the 
point  of  rail  failure  and  in  no  case  was  any  distortion 
shown  between  rails  and  joint  plates  or  between  rail 
and  base  plates.  Also,  the  deflection  in  the  base  plates 
occurred  only  at  the  point  of  rail  fracture. 

The  relation  between  deflection  and  loads  is  shown 
in  Fig.  5,  and  Fig.  6  shows  the  appearance  of  the  joints 
in  Cases  I  to  VII,  in  Fig.  4,  after  being  broken,  to  show 
where  failure  occurred. 


Fig.  6 — Appearance  of  Arr-Welde<l  Joiiitn  of  Tits.  *  .\ffer  Fallore. 

The  Number  of  the  Specimen  Is  Shown   in  Chalk  Marks 

on  the  Kali  Section 


Employees'  Funds  Total 
Nearly  $2,000,000 

Philadelphia  Rapid  Transit  Company  Employees  Have 

Four  Funds  from  Which  Their  Various 

Activities  Can  Be  Financed 

THE  employees  of  the  Philadelphia  Rapid  Transit 
Company  have  a  co-operative  savings  fund,  a  co- 
operative benefit  fund,  a  co-operative  wage  dividend  and 
a  co-operative  helping  hand  fund.  Each  of  these  is 
for  a  different  purpose,  and  the  securities  in  each  are 
kept  entirely  separate. 

Co-operative  Savings  Fund 

The  purpose  of  this  fund  is,  as  its  name  implies,  to 
provide  an  agency  for  the  investment  of  savings.  This 
fund  was  established  in  1919.  There  are  7,572  de- 
positors, having  an  average  deposit  after  three  years 
of  $235.  Much  of  this  saving  has  come  through  the 
practice  of  the  employees  signing  an  order  on  the 
treasurer  of  the  company  to  make  a  specified  payroll 
deduction- and  deposit  the  amount  in  the  savings  fund. 
Deposits  may  be  withdrawn  upon  two  weeks  notice,  or 
in  a  shorter  time  when  actual  emergency  is  shown.  The 
interest  period  is  5  per  cent,  made  possible  by  the 
purchase  of  large  blocks  of  securities  during  the  post- 
war period.  The  interest  paid  on  depositors'  accounts 
during  1922  was  $77,473.  The  investments  composing 
this  fund  are  as  follows: 

Co6t  or 

Par  Value  Book  Value 

$218,650     U.S.GovemmentandFederalLandBanlisecurities...  $214,204.47 

50,000     Real  estate  mortgages 50,000.00 

465,000    .Steam  railroad  bonds 454.350.00 

422.000     Equipment  trust  certificates 417,439  98 

661,000     Public  utility  bonds 656,642.50 

$1,816,650    Total  investments $1,792,636.95 

Cash  on  hand 3,667.37 

Total  securities  and  cash $1,796,304.  32 

Co-operative  Benefit  Fund 

The  co-operative  Welfare  Association  has  a  member- 
ship of  9,784,  or  99.89  per  cent  of  all  P.  R.  T.  em- 
ployees. Its  affairs  are  administered  by  the  Co-opera- 
tive Council,  which  also  passes  upon  the  validity  and 
merit  of  all  applications  for  pensions.  This  association 
is  the  medium  through  which  sick  benefits,  pensions  and 
life  insurance  policies  are  paid.  The  dues  are  $1  a 
month  for  a  member,  and  the  company  contributes  $1 
for  each  dollar  paid  by  the  men,  with  a  minimum  of 
$10,000  a  month. 

Sick  benefits  are  provided  at  the  rate  of  $1.50  Der 


March  31,  1923 


jEJlectbic    Railway    Journal 


561 


day,  for  a  period  not  to  exceed  100  days  in  any  consecu- 
tive twelve  months.  Pensions  of  $40  a  month  are  pay- 
able to  incapacitated  employees  who  have  reached 
sixty-five  years  of  age  and  have  been  continuously  in 
the  service  for  twenty-five  years.  Life  insurance  is 
covered  by  a  group  contract  made  with  the  Metropoli- 
tan Life  Insurance  Company,  and  each  member  has  a 
separate  insurance  policy  for  $1,000. 

It  was  from  the  surplus  funds  of  this  association 
that  the  employees  purchased  early  in  1922  10,000 
shares  of  P.  R.  T.  stock.  The  report  of  receipts  and 
expenditures  for  1922  are  as  follows: 


Cash  balance — Jan.  1,  1922 

$9,775.59 

Receipts 

P.R.T.  contribution  ($10,000  per  month* 

Membership  dues 

Interest  and  advances 

Seciuities  sold 

$120,000  00 

117,887  00 

56,182  60 

223.229  on 

517,298.60 

$127,373.22 
70,038.70 
59,241   75 

Expenditures 

$527,074.19 

Pensions 

Wages  and  other  expenses 

Purchase  of  10,000  shares  P.  R. 

Cash  balance— Dec.  31,  1922 

f.'stock.'.'.'.!  '. 

25,498  40 
238,330  95 

520,483.02 
$6,591, 17 

Co-operative  Wage  Dividend  Fund 

This  fund  is  the  result  of  an  agreement  by  which  the 
management  of  the  company  agreed  to  pay  the  em- 
ployees at  the  end  of  1922  a  bonus  or  "co-operative 
wage  dividend,"  equal  to  10  per  cent  of  the  annual  wage 
earned  by  each,  provided  the  company  earned  the  sum 
required  for  such  payment  in  addition  to  the  amount 
required  to  pay  the  annual  6  per  cent  dividend  on  the 
$30,000,000  of  P.  R.  T.paid  in  capital.  Exclusive  of 
this  dividend,  the  basic  hourly  wage  of  the  men  is  62J 
cents  an  hour. 

The  trustees  of  this  fund  are  selected  by  the  men 
from  among  their  number,  and  99.9  per  cent  of  the 
employees  signed  orders  instructing  these  trustees  to 
use  this  fund  for  the  purchase  of  P.  R.  T.  stock.  In 
1922  ten  thousand  shares  were  first  bought  by  the  trus- 
tees, then  55,000  shares  of  stock  were  purchased  and 
paid  for  out  of  the  1922  co-operative  wage  fund,  making 
a  total  of  65,000  shares  owned.  Later  35,000  shares  were 
purchased  with  money  borrowed  from  the  banks  by  the 
trustees  of  the  co-operative  wage  dividend  fund. 

Certificates  of  participation  in  the  stock  owned  are 
issued  to  individual  employees.  Such  a  certificate,  at  the 
time  that  65,000  shares  were  owned,  reads  as  follows : 

65.000  shares  Cost  $1,650,000 

Certificate  of  participation  in  65,000  shares,  Philadelphia 
Rapid  Transit  Company  stock,  held  by  the  trustees,  co-oper- 
ative wage  dividend  fund. 

This  certificate  is  issued  to  and  entitles 

while  an  employee  of  the  company  to  2J  per  cent  quarterly 
dividends,  payable  Jan.  31,  April  30,  July  31  and  Oct.  31, 
upon  the  shares  represented  by  this  certificate,  as  long  as 
the  6  per  cent  Philadelphia  Rapid  Transit  dividend  is  paid. 

Upon  leaving  the  service  of  the  company  the  owner  of 
this  certificate,  or,  in  case  of  death,  the  owner's  beneficiary, 
will  receive  at  the  option  of  trustees  the  shares  represented 
by  this  certificate  or  cash  to  the  amount  of  $30  per  share 
for  each  share  or  fraction  of  a  share  thereof.  By  authority 
contained  in  resolution  of  Co-operative  Committee,  ratified 
by  convention  of  all  employers  and  employees'  committee- 
men, the  voting  power  of  this  stock  is  lodged  in  the  trustees. 

Dec.  30,  1922.  This  certificate  is  not  transferable. 

It  will  be  seen  that  the  employees  own  100,000  shares 
out  of  600,000  or  one-sixth  of  the  total  capital  stock  of 


the  company.     The  stock  has  a  par  value  per  share  of 
$50,  but  is  selling  in  the  market  for  about  $30  a  share. 

Co-operative  Helping  Hand  Fund 

This  fund  was  organized  in  September,  1922,  and  is 
known  as  the  Co-operative  Helping  Hand  Fund.  It  was 
started  to  cover  extreme  and  unusual  cases  of  mis- 
fortune, where  immediate  financial  assistance  is  neces- 
sary, as  where  a  number  of  members  of  a  man's  family 
become  seriously  sick  at  one  time.  Here  a  loan  scarcely 
answers,  since  the  amount  required  would  appear  in  the 
future  to  the  employee  an  almost  impossible  barrier  to 
a  return  to  healthy  financial  condition.  This  fund  has 
been  made  up  by  the  payment  into  it  of  the  profits  of 
the  annual  picnic,  $12,286,  with  $5,000  from  the  sale 
of  the  Philadelphia  trolley  route  map,  $6,000  from  a 
benefit  entertainment  conducted  by  the  men,  and  $1,000 
from  a  helping  hand  tax  of  5  cents  per  pound  on  the 
15  tons  of  Christmas  candy  purchased  by  the  men. 


Pacific  Electric  Operates  New  Cars 

FIFTY  all-steel  suburban  type  cars  have  just  been 
shipped  by  the  St.  Louis  Car  Company  to  the  Pacific 
Electric  Company  for  use  between  Los  Angeles  and  Hol- 
lywood. In  the  construction  of  the  cars  special  attention 
was  paid  to  their  operation  in  trains,  and  they  were  pro- 
vided with  center  sills  capable  of  taking  the  pulling  and 
bufling  stresses  incident  to  train  operation.  The  center 
sills  have  an  area  of  8  sq.in.  and  the  area  of  all  longi- 
tudinal sills  is  13  sq.in. 

The  floor  system  is  supported  on  drawn  steel  members 
and  consists  of  a  light  gage  corrugated  steel  false  floor 
riveted  to  the  longitudinal  members.  Between  the  false 
floor  and  the  main  floor  flaxlinum  insulation  is  placed. 


Wide   Aisle  and  .Seats  and   Center  Entrance   Are    Features 

The  main  floor  is  constructed  of  No.  22  gage  Chanarch 
with  Flexolith  to  a  total  depth  of  1  inch. 

The  side  frame  is  of  the  girder  type  with  rolled  tees 
for  posts  and  patent  leveled  steel  sheathing.  The  arch 
roof  is  No.  16  sheet  steel  with  three-ply  salamander  insu- 
lation attached  to  the  underside.  The  joint  between  roof 
sheets  is  made  by  flanging  and  gas  welding  the  sheet  be- 


562 


Electric    Railway    Journal 


Vol.  61,  No.  13 


Ihmi  brake    Doormgineu-^rsmt 
-Air brakt  ralve o  o 

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H-Z'-3''-^-Z<-3'-^/(/f'-Z'-6'X.t'-6"-H 
St'-2"  onr  bumpers ' 

Floor  Flan  of  Fa«lflo  £leotrio  Cars 


tween  the  angle  carlines.  The  ceiling  is  of  i-in.  Agasote. 
The  trucks  are  the  St.  Louis  Commonwealth  cast-steel 
equalized  type.  The  adoption  of  the  cast-steel  frame  is 
expected  to  reduce  maintenance  costs,  as  the  side  frame 
and  transom  are  a  one-piece  steel  casting.  All  joints 
between  longitudinal  and  cross-members  are  fastened, 
which  obviates  the  possibility  of  the  truck  getting  out  of 
square.  The  cars  weigh  completely  equipped  but  27,000  lb. 
The  cars  have  two  doors  at  the  center  for  entrance  and 
exit  and  end  doors  at  diagonally  opposite  corners  for 
exit.  The  railing  construction  at  the  center  is  such  that  it 
can  be  swung  to  different  positions  so  as  to  provide  for 
great  flexibility  in  connection  with  fare  collection  and 
the  handling  of  crowds  at  terminals.  The  plan  of  oper- 
ation is  somewhat  unique  in  that  the  forward  portion  of 
the  car  can  be  used  as  a  pay-as-you-pass  or  as  a  prepay- 
ment section.  The  rear  portion  of  the  car  is  always  used 
as  a  prepayment  section.  The  pipe  barrier  at  the  center, 
which  extends  crosswise  of  the  car  from  between  the 
doors,  is  movable.  Additional  pipe  barriers  at  each  edge 
of  the  center  portion  can  be  swung  180  deg.  and  can  be 
stopped  and  locked  at  either  the  right  or  left-hand  side 
of  the  car  or  on  the  center  line  of  the  car.  At  terminals 
the  platform  barriers  are  swung  parallel  with  the  center 
line  of  the  car  and  both  center  doors  are  used  as  exits. 


With  the  barriers  swung  to  the  left  of  the  car,  passengers 
are  permitted  to  enter  the  forward  portion  without  pay- 
ing fare.  This  can  be  collected  afterward,  either  from 
the  ijassengers  as  they  are  seated  or  as  they  leave  the 
car.  This  method  is  used  only  where  large  crowds  are 
gathered.  When  operated  in  trains  the  end  door  of  the 
first  car  is  operated  by  the  motorman  for  exit  only. 

The  cars  are  equipped  with  four  50-hp.  motors  and 
provision  is  made  for  operating  singly  or  in  two  and 
thi'ee-car  trains. 


High  Efficiency  of  Boiler  Fed  with 
Pulverized  Coal 

THE  United  States  Bureau  of  Mines  has  issued  a 
preliminary  statement  covering  tests  of  one  of  the 
boilers  in  the  Lakeside  station  of  the  Milwaukee  Elec- 
tric Railway  &  Light  Company.  This  is  one  of  eight 
boilers  equipped  with  the  Lopulco  pulverized  coal 
system,  supplying  steam  to  two  20,000-kw.  steam 
turbines.  The  complete  installation  in  the  Lakeside  sta- 
tion was  covered  in  an  article  in  the  issue  of  the  ELEC- 
TRIC Railway  Journal  for  April  15,  1922,  page  633. 

These  tests  were  carried  out  by  the  fuel  section  of 
the  Bureau  of  Mines,  in  co-operation  with  the  research 


New  Pa<-iar  Elertric  Car*  Are  ArranKPiI  for  Truiii   Operation 


March  31,  1923 


Electric    Railway    Journal 


563 


department  of  the  Combustion  Engineering  Corpora- 
tion. The  object  of  the  tests  was  to  determine  the 
thermal  efficiency,  ease  of  operation  and  other  particu- 
lars of  a  boiler  with  especially  designed  furnace  and 
burners  for  burning  pulverized  coal.  The  boiler  tested 
has  13,380  sq.ft.  of  heating  surface. 

Twenty-six  tests  were  run  at  rates  of  heat  trans- 
ference varying  from  4,000  to  8,000  B.t.u.  per  square 
foot  of  boiler  heating  surface  per  hour.  The  mean 
thermal  efficiency  attained  was  about  84  per  cent,  based 
on  the  gross  calorific  value  of  the  fuel  as  fired.  The 
efficiency  varied  little  with  the  rate  of  steaming,  and 
its  high  value  is  accounted  for  by  the  small  loss  from 
incomplete  combustion  and  the  small  amounts  of  excess 
air,  which  varied  from  5  to  36  per  cent. 

The  coal  burned  had  a  gross  calorific  value  of  about 
11,500  to  12,800  B.t.u.  per  pound  and  contained  2  to  5 
per  cent  moisture,  33  to  36  per  cent  volatile  matter 
and  9  to  13  per  cent  ash.  It  was  so  ground  that  85  to 
95  per  cent  would  pass  through  a  100-mesh  sieve.  The 
ash  had  a  softening  point  of  2,150  to  2,450  deg.  F.,  but 
did  not  fuse  together  at  the  bottom  of  the  furnace, 
because  it  was  partly  protected  from  the  flame  radia- 
tion by  means  of  a  series  of  water  tubes  connected  to 
the  boilers,  which  were  placed  between  the  furnace  bot- 
tom and  the  flames. 


c 


The  Readers*  Forum 


Saving  Energy  by  Training  Motormen 
to  Handle  Light  Cars 

Economy  Electric  Devices  Company 

Chicago,  March  26,  1923. 
To  the  Editors: 

On  page  515  of  the  Electric  Railway  Journal  for 
March  24,  in  presenting  my  comments  at  the  Illinois 
Electric  Railway  Association  meeting  when  discussing 
the  very  interesting  paper  presented  by  C.  E.  Thomp- 
son of  the  North  Shore  on  more  comfortable  rolling 
stock,  your  report  might  convey  an  impi'ession  con- 
trary to  my  intent. 

Comparing  the  energy  consumption  of  a  heavy  inter- 
urban  with  the  new  light-weight  type,  I  pointed  out 
that  the  saving  in  car  energy  by  the  introduction  of 
lighter  interurban  cars  should  be  regarded  from  the 
same  viewpoint  as  exists  when  older  and  heavier  street 
cars  are  replaced  by  light-weight  safety  cars. 

The  safety  car  for  city  service  ordinarily  is  designed 
for  higher  rates  of  acceleration  and  braking  than  were 
thought  attainable  when  the  old  heavy  street  cars  were 
built,  and  therefore,  unless  the  motormen  are  in- 
structed, and  their  methods  of  handling  the  controller 
and  brakes  are  checked  up,  it  is  ordinarily  found  that 
full  advantage  of  energy  reduction  through  the  use  of 
the  safety  car  is  not  realized.  Of  course  there  will 
come  the  characteristically  lower  consumption  due  to 
less  weight,  but  there  is  also  a  worth-while  saving  to 
be  made  additionally  if  the  motormen  are  properly 
trained  to  take  full  advantage  of  the  higher  rates  of 
acceleration  and  braking  that  can  be  maintained  with 
the  safety  car. 

I  desired  also  to  leave  the  impression  that  with  the 
newer  forms  of  motors,  control  and  brakes,  a  heavy 
type  of  interurban  car  could  be  operated  with  less 
energy  consumption  than  the  older  type  cars  of  the 


same  weight,  and  likewise  there  was  always  available 
a  further  reduction  for  those  roads  which  instructed 
and  checked  their  men  with  a  view  to  energy  saving. 
I  concluded  my  discussion  of  the  Thompson  paper  with 
the  statement  that  it  was  refreshing  to  have  advanced 
ideas  set  forth  at  a  convention  by  the  representatives 
of  a  property  which  not  only  had  thought  out  new 
things  but  had  put  them  into  successful  practice. 

L.  E.  Gould,  President. 


The  College  Man  in  the  Transportation 
Department 

Worcester,  Mass.,  March  17,  1923. 
To  the  Editors: 

Your  editorial  in  the  issue  of  March  10  on  "A  Place 
for  College  Men  in  the  Transportation  Department" 
brings  forcibly  to  my  mind  the  fable  of  the  mouse  that 
proposed  to  bell  the  cat;  i.e.,  how  do  you  expect  the 
engineer  to  connect  in  the  first  place? 

I  grant  your  statement  that  this  is  almost  a  virgin 
field,  but  disagree  with  you  entirely  on  the  willingness 
of  the  young  engineer  to  enter  this  department.  With  a 
few  conspicuous  exceptions,  the  engineer  is  not  wanted 
there.  Moreover,  most  railroad  executives,  having  come 
up  from  the  ranks,  and  being  accustomed  to  dealing 
with  organized  labor,  apply  the  seniority  system  too 
extensively.  The  young  engineer,  finding  many  inferior 
men  ahead  of  him,  and  continually  beset  with  ignorance, 
prejudice  and  custom,  naturally  gravitates  toward  less 
onerous  conditions  and  greater  opportunity. 

Would  it  not  be  fairer  to  the  young  men  about  to 
graduate  to  point  out  to  them  the  greater  opportunities 
with  the  equipment  and  specialty  manufacturers?  Rail- 
roading in  any  department  is  fascinating  work,  but 
most  of  the  railway  engineering  is  done  by  the  manufac- 
turers, and  most  roads  want  "practical,"  that  is,  plat- 
form men  only,  as  operating  officials. 

Robert  G.  Trumbih^l. 


Question  is  made  of  how  the  engineer  can  be  expected 
to  fit  in  the  transportation  department.  The  Journal 
stakes  its  faith  in  the  young  engineer  rather  than  in 
the  young  college  man  with  an  A.B.  degree,  because 
the  engineering  training  will  enable  the  young  man  to 
understand  how  the  tools  used  by  his  department  to  pro- 
duce the  thing  he  sells  are  subject  to  and  must  be  ad- 
justed with  the  requirements  of  the  mechanical,  track, 
power  and  line  departments — all  engineering  in  nature. 
Furthermore,  the  matter  of  graphing  schedules  and 
fitting  service  to  traflSc  is  one  that  will  be  readily 
understood  by  the  engineer,  but  might  be  quite  a  prob- 
lem for  the  unscientific  mind. 

Referring  to  the  second  paragraph  of  Mr.  Trumbull's 
letter,  this  is  all  granted  as  a  fact,  but  this  is  all  the 
more  reason  that  the  subject  should  be  discussed  in 
order  that  railway  men  may  give  consideration  to  the 
fallacy  of  this  situation  and  encourage  new  blood  to 
enter  the  transportation  department,  and  then  to  give 
it  opportunity.  One  young  college  man  lost  heart  in 
the  transportation  department  because  he  was  curtly 
informed  that  changes  were  not  wanted;  that  the  kind 
of  men  who  were  desired  were  those  who  were  willing 
to  carry  on  things  as  they  are,  not  change  them. 

As  to  whether  it  would  be  fairer  to  the  young  men 
to  direct  their  attention  to  opportunities  with  the  equip- 
ment and  specialty  manufacturers  is  a  question.    It  is 


564 


Electric    Railway    Journal 


Vol.  61,  No.  13 


believed  that  the  opportunity  is  distinctly  great  in 
the  transportation  department,  provided  that  manage- 
ments would  give  the  same  consideration  in  building  up 
the  personnel  in  this  department  that  they  have  in 
others.  If  we  were  to  admit  that  present  conditions 
could  not  be  remedied,  then  the  Journal  would  agree 
with  Mr.  Trumbull  about  the  opportunity  with  the 
manufacturers,  but  the  unsatisfactoriness  of  present 
transportation  department  methods  and  thinking  is  the 
very  reason  for  calling  attention  to  (1)  the  need  for 
the  railways  to  better  the  transportation  personnel  and 
(2)  the  opportunity  for  college  men  in  that  department. 

— Editors. 

About  the  Detroit  Bulletins 

Mount  Vernon,  N.  Y.,  March  27,  1923. 
To  the  Editors: 

Socrates,  as  the  wisest  of  mankind,  realized  how  hope- 
less it  was  to  exchange  gibes  with  the  playwright 
Aristophanes.  One  who  enters  the  lists  with  an  editor 
is  in  much  the  same  position  because  the  editor  has  the 
first  page  and  the  last  word.     Still,  I'll  take  the  chance. 

Your  editorial  of  March  3  found  fault  with  me  for 
quoting  the  opinions  of  the  engineers  of  the  Department 
of  Street  Railways  instead  of  my  own  with  regard  to 
the  condition  of  the  property  when  taken  over.  I  let 
this  absurdity  pass  because  the  thoughtful  reader  knows 
that  a  person  engaged  seven  months  after  the  event 
cannot  turn  back  the  hands  of  Time  even  to  please  an 
editor. 

Your  editorial  of  March  24  finds  fault  with  me  for 
having  opinions  which  do  not  coincide  with  yours.  This 
is  far  more  painful  to  me,  so  I  will  crave  your  indul- 
gence to  answer  each  of  the  points  raised : 

1.  Loss  of  Car-Miles  Due  to  Trolley  Wire  Breaks. — 
When  I  was  on  the  editorial  staff.  I  wrote  editorials  on 
the  relation  between  equipment  defects  and  lost  car- 
miles.  They  were  not  questioned  then.  Of  course,  a  car 
may  complete  its  run  within  schedule  time  even  if  there 
has  been  a  wire  break  along  the  line,  but  it  will  com- 
plete that  run  with  fewer  nickels.  Have  the  editors 
forgotten  that  there  is  a  pretty  lively  motor  bus  com- 
pany in  Detroit  and  quite  a  number  of  jitneys?"  Just 
watch  those  one-every-minute  trains  pile  up  on  Wood- 
ward Avenue  for  nothing  more  than  an  ordinary  traf- 
fic control  stop  and  then  tell  me  that  a  break  in  the 
trolley  wire  is  a  bagatelle.  Are  you  finding  fault  with 
a  recommendation  that  only  the  best  be  used? 

2.  Percentage  of  Straight,  Tivo-Piece  and  Three- 
Piece  Runs.— You  are  aware  that  the  runs  in  Detroit 
have  the  consent  of  the  platform  men.  If  you  do  not 
agree  with  me  that  the  runs  in  Detroit  show  skill  as 
well  as  a  decent  regard  for  the  men,  I  will  refer  you  to 
your  issue  for  Oct.  2,  1920,  carrying  an  article  by  Ed- 
ward Dana,  general  manager  Boston  Elevated  Railway, 
on  "The  Scientific  Arrangement  of  Schedules."  On 
page  651  Mr.  Dana  says:  "In  Boston,  60  per  cent  of 
the  runs  are  completed  within  eleven  consecutive  hours 
and  40  per  cent  between  eleven  and  fourteen  outside 
hours."  Furthermore,  Mr.  Dana  in  a  communication  in 
your  issue  of  March  17  shows  that  Boston's  efficiency 
in  man-power  is  practically  the  same  as  Philadelphia's. 
Detroit  is  in  good  company. 

^^  3.  The  Single-End  or  One-Armed  Car.— You  say: 
"His  severe  condemnation  of  the  single-end  car  would 
indicate  that  many  operators  of  large  properties  are 


wholly  incompetent."  You  might  as  well  have  said  this 
about  any  other  bad  feature  which  the  present  genera- 
tion of  electric  railway  managers  has  inherited,  not 
originated.  In  your  abstract  you  have  me  suggesting 
the  early  general  rebuilding  of  all  cars  and  track  lay- 
outs to  double-end  operation.  I  suggest  that  you  reread 
the  bulletin,  realizing  at  the  same  time  that  the  exigen- 
cies of  abstracting  in  haste  and  for  limited  space  did 
the  original  report  unintentional  injustices.  There  is 
similar  evidence  of  haste  in  the  reference  to  lowered 
morale  under  the  Detroit  United  management.  This 
referred  only  to  the  peak  of  the  bickering  period  and 
not  to  the  days  of  relative  peace. 

4.  The  True  Fare  Is  What  the  Passenger  Pays. — I 
was  content  to  say  that  the  true  average  fare  in  Detroit 
was  5.33  cents,  but  you  will  not  have  it  so.  You  claim 
4.03  cents  for  January,  1923,  and  thus  fall  into  the 
very  same  error  which  I  was  satirizing  in  my  series 
of  "supposes"  that  led  to  the  mythical  fare  of  3.86 
cents.  In  your  haste  you  overlooked  my  main  point, 
viz.,  that  when  a  person  pays  5  cents  for  his  ride  on 
the  originating  car  and  1  cent  on  the  destination  car 
his  fare  for  the  trip  is  6  cents  and  not  3  cents.  You 
believe  in  the  dilution  of  the  originating  fare  by  the 
transfer ;  I  don't.  Just  try  to  convince  the  Detroit  pas- 
senger that  his  fare  is  4.03  cents!  Who's  the  publicity 
expert  for  Detroit  now?  Walter  Jackson. 


The  author  of  the  above  letter  has  read  into  the 
Journal  editorial  in  question  some  things  that  were 
not  there.  Issue  might  be  taken  with  each  point 
in  his  letter  referring  to  the  editorial,  but  this  seems 
unnecessary.  Referring  to  his  criticism  of  "one-armed 
cars,"  however,  it  is  perhaps  pertinent  to  note  that 
the  last  200  cars  bought  by  the  Detroit  Municipal 
system  were  of  the  single-end  Peter  Witt  type. 

The  abstract  was  not  prepared  in  haste  and  it  is 
believed  to  be  a  fair  epitome  of  the  original  report.  We 
are  glad  to  have  Mr.  Jackson  set  forth  his  views  in 
greater  detail  as  above,  however,  if  he  thinks  an  in- 
justice was  done  in  the  abstract. — Editors. 


Proposed  Automatic  Substation  in  Cleveland 
Will  Be  Economical  in  Cost 

The  Cleveland  Railway  Company 

Cleveland,  Ohio,  March  21,  1923. 
To  the  Editors: 

Please  note  an  error  in  the  heading  of  the  third  in- 
stallment of  my  article  on  "Automatic  Substation  Ex- 
perience in  Cleveland"  on  page  447  of  the  March  17 
issue  of  the  Joitrnal.  It  is  pointed  out  in  the  heading, 
among  other  things,  that  the  cost  of  the  proposed 
station  is  to  be  40  per  cent  less  than  the  present  struc- 
tures. This  should  read  60  per  cent,  because  you  will 
note  in  the  first  paragraph  on  page  480  that  I  stated 
that  the  buildings  may  be  erected  for  less  than  40  per 
cent  of  the  cost  of  the  present  substations. 

L.  D.  Bale, 
Superintendent  of  Substations. 


The  substantial  reduction  in  fares  which  came  into 
force  last  autumn  on  the  Liverpool  (England)  Tram- 
ways has  resulted  in  a  considerable  increase  in  the 
number  of  passengers,  but  despite  this  there  has  been 
a  reduction  in  receipts  of  about  £2,000  a  week. 


March  31,  1923 


Electric    Railway    Journal 


565 


r    Association  News  &  Discussions    1 


Wisconsin  Utilities  Convene  in  Milwaukee* 

Gas,  Electric,  Accounting,  Sales  and  Railway  Sections  Meet  in  First 

Annual  Convention  of  Consolidated  Associations — Education,  Track 

Problems,  Selling  Transportation  and  Automobile  Accidents 

Hold  Interest  of  Electric  Railway  Men 


MARKED  by  enthusiastic  joint 
meetings,  and  by  enlightening: 
separate  sessions,  the  first  annual  con- 
vention of  the  Wisconsin  Utilities 
Association,  the  consolidation  of  the 
gas,  electric  and  electric  railway  associ- 
ations, was  held  in  Milwaukee,  Wis., 
on  March  22  and  23.  Over  400  mem- 
bers and  visitors  registered  for  the 
two-day  session,  while  the  banquet 
reservation  of  375  was  exceeded  on 
Friday  night,  the  second  day  of  the 
session.  The  mornings  of  each  day 
were  devoted  to  joint  sessions,  while 
the  afternoons  were  devoted  to  meet- 
ings of  the  separate  sections.  All  of 
the  speakers  expressed  enthusiasm  ir. 
regard  to  the  prosperity  they  have  ex- 
perienced in  the  past  year  and  the 
outlook  for  the  continuation  of  this 
prosperity,  which  the  people  of  Wiscon- 
sin and  its  industries  are  now  ex- 
periencing. Every  paper  read  in  the 
separate  sessions  of  the  convention  was 
thoroughly  discussed  by  operating  men 
in  a  whole-hearted,  generous  manner 
indicative  of  the  interest. 

J.  P.  PuUiam,  vice-president  Wis- 
consin Public  Service  Corporation, 
Milwaukee,  and  president  of  the 
association,  in  his  opening  address  on 
Thursday  morning,  declared  that  the 
prosperity  of  public  utilities  reflects  the 
prosperity  of  the  communities  in  which 
they  serve.  Continuing,  Mr.  Pulliam 
said  that  there  was  more  gas  manufac- 
tured and  more  electricity  generated 
last  year  than  a  year  ago,  despite  the 
handicap  of  the  coal  strike  and  the 
continuous  high  cost  of  materials  and 
labor.  The  public  utilities  of  Wiscon- 
♦sin  will  spend  between  $25,000,000 
and  $30,000,000  in  additions  and  im- 
provements to  their  plants  during  1923, 
in  order  to  enable  them  to  keep  abreast 
of  the  ever-increasing  demand  for 
utility  service. 

Referring  to  the  street  railway  situa- 
tion, Mr.  Pulliam  said  in  part: 

There  is  a  much  more  hopeful  at- 
mosphere with  our  street  and  inter- 
urban  properties.  While  unfair  bus 
competition  is  still  in  evidence,  there 
is  the  realization  that  the  public  can 
only  get  dependable  transportation 
through  the  electric  field.  New  equip- 
ment is  being  purchased,  trackage  ex- 
tended and  rebuilt,  to  the  end  that  our 
business  can  be  properly  served.  We 
should  not  lose  sight  of  the  need  of 
the  feeder  lines  in  the  sparsely  settled 
districts  which  can  be  properly  served 
ior  the  present  by  bus,  and  after  de- 


velopment of  the  territory  trackage 
can  be  provided.  We  have  not  always 
looked  upon  our  transportation  field 
and  our  obligations  as  clearly  as  per- 
haps we  should,  with  the  realization 
that  we  occupy  the  field  and  should 
serve  it,  and  we  should  use  the  buses 
to  take  care  of  that  territory  which  is 
in  the  building.  Bus  transportation 
has  grown  tremendously  in  the  state 
during  the  past  year  and  to  and  from 
those  communities  which  are  not  ade- 
quately served  by  electric  and  steam 
transportation  there  no  doubt  will  con- 
tinue to  be  a  demand  for  bus  transpor- 
tation. In  territories  where  buses  are 
operating  in  opposition  to  well  estab- 
lished electric  and  steam  transportation, 
and  where  the  buses  are  favored  by  the 
lack  of  comparative  taxation,  injuries 
are  being  done  to  the  established  com- 
panies. The  question  of  taxation, 
however,  is  being  considered  and  in  due 
time  when  the  bus  companies  so  oper- 
ating are  subject  to  the  same  taxation 
program  that  is  now.  placed  upon  the 
established  lines  their  existence  will 
not  be  for  long. 

Mr.  Pulliam  urged  the  utility  repre- 
sentatives present  to  use  every  means 
to  make  the  public  acquainted  with 
the  facts  concerning  their  problems.  A 
record  of  the  amount  of  newspaper 
advertising  used  by  utilities  in  Wiscon- 
sin shows  a  substantial  improvement 
over  last  year.  This  advertising,  in 
his  estimation,  is  of  direct  benefit  to 
the  companies,  and  utilities  can  make 
no  better  investment  than  to  tell  their 
story  to  the  public  fairly  and  honestly. 

A  paper  by  F.  E.  Schomstein,  dis- 
trict manager  Wisconsin-Minnesota 
Light  &  Power  Company,  Eau  Claire, 
which  was  read  by  another,  because  of 
the  author's  illness,  urged  all  public 
utility  officials  to  join  every  community 
movement  that  had  for  its  object  any 
civic  movement  for  the  welfare  of  the 
people. 

Following  the  reports  of  the  various 
officials  of  the  association  and  two- 
minute  reports  on  the  activities,  aims 
and  problems  of  various  committees, 
an  election  of  officers  for  the  ensuing 
year  was  held.  Harold  L.  Geisse,  sec- 
retary and  general  manager  Wisconsin 
Valley  Electric  Company,  Wausau, 
was  elected  president;  Bruno  Rahn, 
vice-president,  and  G.  C.  Neff,  treas- 
urer. 

At  the  general  session  the  second 
morning  James  P.  Barnes,  president 
Louisville      Railway,      addressed      the 


gathering  on  the  three  great  words  of 
the  public  utility  business,  namely.  Co- 
operation, Publicity  and  Service.  This 
appears  in  abstract  elsewhere  in  this 
issue.  Following  Mr.  Barnes  Ion  the 
program  of  the  morning,  John  B. 
Maling  of  New  Haven,  Ind.,  in  a  speech 
resounding  with  patriotism,  loyalty  and 
Americanism,  outlined  the  origin  and 
effect  of  class  and  freak  legislation. 

He  exhorted  business  men  to  take  the 
lead  in  combating  the  influence  of  the 
agitators,  parlor  socialists  and  bol- 
sheviks. 

Electric  Railway  Session 

B.  W.  Arnold,  manager  Eastern  Wis- 
consin Electric  Company,  Oshkoeh, 
presided  at  the  separate  session  of  the 
electric  railway  section  on  both  after- 
noons. In  his  opening  address  Mr. 
Arnold  spoke  of  the  advantages  of  hav- 
ing joint  meetingfs  with  the  gas  and 
electric  men  and  belonging  to  such  an 
association  as  the  Wisconsin  Utility 
Association.  While  the  Green  Bay 
meeting,  held  last  August,  may  have 
had  more  railway  men  in  attendance 
than  the  present  meeting,  he  felt  that 
the  advantages  of  the  joint  meeting 
were  grreater  than  those  of  the  sepa- 
rate meeting.  O.  A.  Broten,  National 
Pneumatic  Company,  Chicago,  pre- 
sented a  paper  on  the  pneumatic  oper- 
ation of  car  doors  and  steps,  which  is 
abstracted  elsewhere.  Nels  C.  Ras- 
mussen,  in  discussing  Mr.  Broten's 
paper,  brought  out  the  fact  that  while 
his  original  equipment  had  the  door 
engine  underneath  the  floor  of  the  car, 
this  has  been  changed  to  the  inside  to 
prevent  freezing  of  the  engine.  An 
alcohol  anti-freeze  font  and  wick  has 
also  been  placed  between  the  intake 
and  the  reservoir,  eliminating  freezing 
almost  entirely.  Referring  to  Mr. 
Broten's  figures  on  time  saving  with 
pneumatic  doors,  J.  P.  Barnes  thought 
there  should  not  be  too  much  optimism 
about  this.  He  pointed  out  that  the 
only  saving  in  time  that  counts  is  when 
it  amounts  to  enough  to  make  it  pos- 
sible to  take  a  car  off  and  still  keep 
the  desired  headway.  He  felt  that 
door  engines  should  be  considered  more 
as  a  convenience  than  as  an  economy. 

Training  of  Employees 

Edward  J.  Blair,  Chicago  Elevated 
Railways,  made  a  short  talk  on  the  sub- 
ject of  education  of  employees  as  con- 
ducted on  the  elevated  properties.  From 
his  own  early  experience  on  the 
Elevated,  Mr.  Blair  felt  that  a  general 
education  of  the  personnel  was  nec- 
essary. Being  a  representative  of  the 
educational  committee  of  the  American 
Electric  Railway  Association,  he  ex- 
plained in  some  detail  the  report  of  this 
committee  and  encouraged  the  men  to 
read   it.     The   problem   which   is   con- 


566 


Electric    Railway    Journal 


Vol.  61,  No.  13 


fronting  the  Elevated  is  to  provide 
executives  of  the  future.  Mr.  Blair 
asked  the  delegates  if  they  could  tell 
who  on  their  properties  would  make  a 
good  general  manager  ten  to  fifteen 
years  hence.  Oftentimes  it  has  been 
necessary  for  companies  to  go  outside 
to  provide  themselves  with  the  proper 
executives.  However,  this  is  not  the 
attitute  taken  by  the  educational  com- 
mittee of  the  A.E.R.A.  nor  the  Chicago 
Elevated,  for  it  is  felt  that  effort  should 
be  made  first  to  get  men  from  inside 
the  company.  It  is  the  desire  of  the 
Elevated  to  start  what  will  be  known 
as  an  "executive  school,"  taking  men 
from  the  ranks,  not  college  men,  and 
giving  them  a  liberal  education  of  from 
three  to  four  years  and  then  putting 
them  into  minor  executive  positions. 
Although  it  seemed  at  first  easy  to  pick 
the  men,  it  was  later  found  to  be  very 
difficult,  for  after  six  months  of  in- 
viting groups  into  the  general  man- 
ager's office,  only  three  men  were 
selected. 

At  these  meetings  in  the  general 
manager's  office  the  young  men  are  in- 
vited to  give  suggestions  and  talk 
freely  about  their  work  or  about  ideas 
they  may  have  in  regard  to  the  elevated 
system  as  a  whole.  After  the  selections 
have  been  made  and  three  or  four 
years. of  schooling  has  been  undertaken 
by  the  men,  during  which  time  they  will 
spend  from  three  to  four  months  in  the 
various  departments,  the  company  will 
then  have  on  one  hand  the  college  man 
and  on  the  other  hand  the  practical 
man.  This,  Mr.  Blair  feels,  will  lead  to 
a  friendly  rivalry  or  competition  be- 
tween the  two  groups  of  men  and  the 
company  will  have  jobs  for  all  men  who 
wish  to  stay  and  rise  up  in  the  organi- 
zation of  the  company.  During  this 
schooling  of  the  practical  men  they 
will  receive  their  regular  salary.  It 
has  been  estimated  that  this  course  of 
education  will  cost  the  company  $45,- 
000,  part  of  which,  of  course,  will  be 
collected  in  actual  work  performed  by 
the  men  during  this  time.  Co-operation 
with  trade  schools  in  the  matter  of 
apprentices  is  familiar  to  all,  but  the 
speaker  thought  this  work  should  be 
carried  on  with  men  from  colleges  and 
a  closer  co-operation  established  be- 
tween railway  men  and  the  state 
universities.  He  stated  that  it  was 
hardest  to  handle  the  education  within 
the  company's  own  organization, 
although  this  could  be  accomplished 
to  some  extent  by  company  section 
meetings,  meetings  on  accounting  and 
economics,  and  lectures  by  some  out- 
side speaker.  In  closing  Mr.  Blair 
called  upon  the  men  to  make  a  careful 
study  of  the  personnel  of  their  com- 
panies for  the  jobs,  not  of  tomorrow, 
but  of  ten  years  from  today. 

Mr.  Blair's  talk  was  discussed  by 
.1.  P.  Barnes,  who  said  that  many  prob- 
lems on  the  Elevated  of  which  Mr. 
Blair  had  spoken  did  not  apply  to  his 
road.  Most  all  of  his  labor  was  Ameri- 
can, as  it  was  mostly  colored.  How- 
ever, a  special  training  had  to  be 
carried  on  for  the  white  boss.  With 
the  colored  laborer  only  three  genera- 


tions out  of  slavery,  a  grave  responsi- 
bility fell  upon  the  white  boss. 
Education,  to  Mr.  Barnes,  was  com- 
parable to  a  crop,  it  being  necessary  tjo 
make  a  thorough  analysis  of  the  soil 
in  order  to  get  the  best  results. 

Every  job,  in  his  estimation,  should 
be  understudied  and  the  best  way  to  do 
this  is.  to  give  each  man  a  trial.  He 
spoke  of  a  concern  in  which  every  job, 
from  the  general  manager  down  to  the 
office  boy,  was  understudied  by  the 
man  next  lower  in  position.  Whenever 
a  man  was  absent  due  to  sickness  pr 
out  of  town,  all  that  it  was  necessary 
to  do  was  to  hire  an  office  boy.  If 
one  of  the  officials  should  die  or  leave 
the  company  all  the  hiring  that  would 
be  necessary  would  be  another  office 
boy.  This  has  been  successfully  carried 
on  for  a  great  number  of  years. 

Mr.  Barnes  felt  that  the  trouble  lies 
to  a  great  extent  with  the  executives, 
as  they  fail  to  understand  the  person- 
nel of  the  company  and  the  people  they 
serve.  Oftentimes  the  executive  pays 
too  much  attention  to  the  men  who  ride 
in  automobiles  and  not  enough  to  those 
who  are  the  habitual  car  riders.  A 
plan  has  been  carried  out  by  the  Louis- 
ville Railway  to  have  at  least  two  or 
three  men  in  every  association  in  the 
city,  the  company  paying  the  dues. 
This  has  been  very  worth  while.  It 
has  also  served  for  the  company,  as  a 
means  of  selection,  as  it  has  been  very 
easy  to  find  out  who  the  men  were  that 
had  initiative  enough  to  get  up  and  get 
into  the  discussions  carried  on  at  these 
association  meetings.  Plans  are  now 
under  way  whereby  meetings  will  be 
held  at  the  universities  in  Kentucky 
and  talks  will  be  made  by  officials  to 
the  political  economy  classes  on 
utility  work.  Professors  at  these 
universities  are  very  eager  to  have  the 
executives  speak  to  their  classes. 

Mr.  Fox  of  the  Griffin  Wheel  Com- 
pany made  a  few  remarks  in  line  with 
Mr.  Blair's  paper.  He  suggested  that 
the  young  and  new  men  be  used  in  cases 
of  emergency,  possibly  not  to  do  the 
work  themselves,  but  at  least  to  sit  in 
and  see  what  the  man  in  charge  did. 
Practice  on  Requiring  Deposits 

A  general  discusion  was  then  held 
on  the  question  of  fare  collection  on 
the  one-man  cars,  especially  interurban 
cars,  particular  stress  being  laid  upon 
the  question  of  deposits  by  employees. 
Mr.  Blair  remarked  that  a  deposit  was 
required  from  all  employees  on  his  prop- 
erty for  badges,  etc.,  and  this  amount 
was  carried  on  the  liability  side  of  the 
books.  Mr.  Burke  of  the  North  Shore 
Line  stated  that  no  deposit  was  re- 
quired at  the  time  of  issuing  materials 
to  the  men,  this  being  taken  care  pf  by 
the  accounting  department  in  the  pay 
roll,  as  each  man  receives  his  pay  five 
days  after  the  period  for  which  he  is 
paid.  In  this  manner  the  company 
would  always  owe  the  man  enough  to 
cover  any  loss  of  company  property, 
-^tr.  Arnold  remarked  that  his  company 
gave  the  men  $13  worth  of  tickets  and 
$7.50  in  change,  and  required  no 
deposit. 


A  round-table  discussion  was  then 
held  on  how  to  handle  transportation 
for  employees.  Mr.  Barnes  said  that 
his  company  gave  a  sixty-ride  book 
to  all  employees  who  make  use  of  the 
city  lines.  They  do  not  carry  employees 
on  their  badge.  J.  A.  Phelan,  Rock- 
ford,  111.,  remarked  that  his  line 
carries  the  employees  on  their  badges. 
However,  the  families  of  the  employees 
are  not  carried  free.  After  five  years 
of  service  an  annual  pass,  which  can  be 
used  on  the  city  and  the  interurban 
lines,  is  given  to  all  employees.  A  spe- 
cial pass  is  given  to  city  shop  men, 
office  employees  have  a  fifty-ride  trans- 
portation book.  He  also  stated  that 
they  do  not  carry  firemen  nor  police- 
men. 

Mr.  Arnold,  the  chairman,  then  asked 
the  meeting  to  discuss  the  question  of 
handling  fares  and  issuing  transfers 
on  the  one-man  cars.  Mr.  Phelan  of 
Rockford  remarked  that  fares  are  col- 
lected as  the  passengers  enter  the  car 
and  transfers  are  issued  as  they  leave 
the  car  at  transfer  points. 

Mr.  Barnes  said  that  he  had  tried 
all  methfods,  but  found  that  the  most 
feasible  plan  is  to  issue  the  transfer 
at  a  transfer  point  when  the  passenger 
leaves  the  car.  The  motorman  is  in- 
structed to  make  change  only  when  the 
car  is  stopped.  A  railing  has  been 
provided  to  keep  passengers  away  from 
the  operator,  as  a  very  serious  accident 
occurred  due  to  a  passenger  interfering 
with  the  operator  while  the  car  was  in 
motion. 

At  the  second  session  of  the  electric 
railway  section  Alfred  A.  Oldfield  pre- 
sented a  paper  on  track  maintenance 
problems  of  interurban  railways.  This 
appears  elsewhere  in  this  issue.  De- 
tails in  regard  to  laying  Hedley  grade 
crossings,  and  cautions  about  crossings 
in  general  were  taken  up  in  discussion 
on  Mr.  Oldfield's  paper  by  J.  S.  Hyatt, 
Chicago,  North  Shore  &  Milwaukee 
Railroad.  He  remarked  that  a  very 
satisfactory,  inexpensive  grade  crossing 
can  be  made  up  of  4-in.  x  6-in.  planks 
and  the  use  of  this  Hedley  oil  and  sand. 
It  has  also  been  highly  satisfactory  to 
use  this  same  oil  in  sealing  of  macadam 
crossings  in  order  to  keep  the  rain 
from  seeping  in  under  the  macadam  and 
freezing. 

Mr.  Hyatt  diverged  a  bit  from  the 
subject  of  road  material  and  spoke 
briefly  on  the  extermination  of  weeds 
along  the  interurban  roadway.  His 
road  had  found  it  highly  profitable  to 
maintain  a  car  especially  devised  for 
the  exterminati(On  of  weeds  by  use  of 
a  caustic  arsenic  solution.  This  seems  to 
be  the  most  satisfactory  and  should  be 
applied  directly  after  a  rain,  about  four 
times  a  year,  the  idea  being  to  keep  the 
weeds  from  going  to  seed. 

F.  W.  Shappert  presented  a  paper 
on  soliciting  traffic  which  appears  in 
this  issue.  Br.  Barnes,  indicating  the 
manner  in  which  his  property  sold 
transportation,  stated  that  he  wrote  a 
personal  letter  to  every  family  on  a  par- 
ticular line  at  some  time  or  other  durin? 
the  year  and  this  was  followed  by  a 
personal    call    of    some    official.      This 


March  31,  1923 


Electric    Railway    Journal 


567 


tended  to  foster  a  spirit  of  friendship 
and  co-operation  between  tlie  party 
served  and  the  operating  company. 
C.  E.  Thompson,  Highwood,  111.,  stated 
that  selling  transportation  is  largely 
a    question    of   public    relations. 

Automobiles  and  Accidents 

R.  M.  Howard  urged  the  railway  men 
to  seek  the  co-operation  of  automobile 
owners  in  an  effort  to  promote  the 
safety  of  the  public.  An  abstract  of 
Mr.  Howard's  paper  is  presented  else- 
where in  this  issue.  According  to  Mr. 
Burke,  North  Shore  Line,  the  proper 
education  of  operators  and  drivers,  by 
telling  them  what  can  be  done  to  pre- 
vent accidents,  is  the  only  thing  that 
will  lower  the  accident  hazard.  Mr. 
Simmons,  North  Shore  Line,  in  charge 
of  the  city  line  in  Milwaukee,  stated 
that  his  company  had  made  it  a  point 
to  compliment  good  drivers.  This  sug- 
gestion was  made  by  the  employees' 
safety  committee.  A  check  is  being 
made  by  this  company  on  drivers  who 
do  or  do  not  look  as  they  cross  the 
right-of-way.  It  is  felt  that  the  claim 
department  will  profit  greatly  by  such 
statristical  records. 

C.  Allen,  Green  Bay,  stated  that  all 
employees  in  his  corporation  are  on  a 
safety  bonus.  Every  accident  prevented 
gives  the  man  credit,  while  every  acci- 
dent   is    to    his    discredit.      Drivers    of 


trucks  and  pleasure  vehicles  in  Green 
Bay  are  on  the  same  basis  as  the  oper- 
ators of  the  street  cars. 

In  Louisville  the  question  of  auto- 
mobile accident  prevention  has  been 
gone  into  on  a  large  scale  by  President 
Barnes.  Accidents  are  classified  in 
three  classes:  Those  in  which  the  re- 
sponsibility lies  with  the  motorman, 
those  in  which  there  is  a  question,  and 
those  in  which  the  driver  is  wholly 
responsible.  These  are  plotted  on  a 
map  showing  the  location  of  the  acci- 
dent and  who  was  responsible.  A 
safety  man  is  sent  around  to  the  vari- 
ous carhouses  for  the  purpose  of  giving 
short  talks  on  safety  and  explaining 
the  accident  chart  to  the  operators. 
When  this  campaign  was  inaugurated, 
the  motormen  were  responsible  for  50 
per  cent  of  the  accidents,  but  this  has 
been  reduced  to  such  an  extent  that  in 
the  last  month  the  motormen  were 
responsible  for  only  30  per  cent  of  all 
automobile  accidents.  By  paying  the 
expenses  of  an  extra  clerk  at  the  State 
House  during  the  registration  for  state 
auto  licenses,  a  pamphlet  was  inserted 
with  each  license  to  every  auto  driver 
cautioning  him  about  street  car  acci- 
dents and  giving  him  the  first  rules  of 
safety.  After  each  accident  Mr.  Barnes 
sends  a  personal  letter  to  every  witness 
thanking  him  for  the  time  and  interest 
given  to  the  case. 


Interurban  Track  Maintenance  Notes" 

By  Alfred  A.  Oldfield 

Engineer  of  Maintenance  of  Way  and  Overhead  Construction 
Eastern  Wisconsin  Electric  Company,  Sheboygan,  Wis. 


PROBABLY  one  of  the  most  fre- 
quent problems  of  the  average  in- 
terurban property  which  includes  city 
construction  and  open  trackwork  is 
to  reclaim  track  in  some  paved  street. 
I  frankly  admit  that  we  are  still  look- 
ing for  a  satisfactory  solution,  not 
only  from  the  point  of  view  of  re- 
rclamatiiOn  but  also  of  cost.  Invariably 
it  resolves  itself  into  the  old  problem 
of  joints. 

Good  drainage  is  the  first  essential. 
After  trying  many  methods  we  finally 
adopted  the  booster,  with  simple  joint 
plates.  We  then  built  up  the  cupped 
rail  and  so  far  the  results  have  been 
satisfactory.  This  work  costs  on  the 
average  about  $15  per  joint,  exclusive 
of  repaving  work. 

Special   Work 

Whenever  .possible  we  build  up  our 
special  work  with  an  oxyacetylene 
welder.  Soft  steel  is  put  on  in  thin 
layers  and  finished  with  a  hard  steel 
layer.  We  use  a  steel  brush  for  clean- 
ing before  welding. 

As  the  properties  on  which  I  am  en- 
gaged are  going  to  lighter  equipment  on 
city  tracks  we  are  generally  specify- 
ing hard-center  iron-bound  construction 
for  frogs,  switches  and  mates,  but  in 
some  cases  have  bought  solid  man- 
ganese. On  railroad  crossings  our 
specifications  call  for  bolted  construc- 


•Abstract  of  paper  presented  before  the 
Milwaukee  convention  of  the  Wisconsin 
Utilities   Association,    March    22-23,    1923. 


tion,  open-hearth  steel,  and  heat- 
treated  bolts.  On  open  track  special 
work,  our  specifications  generally  fol- 
low the  manufacturers'  but  also  in- 
corporate   some    of    our    own    details. 

On  open  track,  curves  from  6  deg. 
up  are  guarded.  The  flangeway  is  13 
in.  At  10  deg.  the  gage  is  widened 
I  in.  and  the  flangeway  ^  in.  This 
proportionate  increase  of  flangeway  is 
carried  out  to  a  maximum  of  21  in. 
Maximum  widening  of  gage  is  i  in. 
On  all  city  lines,  curves  are  guarded, 
usually  with  a  girder  guard  rail. 

On  the  Oshkosh  property  we  have 
kept  our  switches  well  drained  and 
sparsely  salted,  and  have  not  had  any 
case  of  freezing.  On  our  Sheboygan 
property  the  boxes  were  packed  with 
grease,  and  oil  was  added  periodically. 
Grease  and  oil  collect  too  much  sand 
and  dirt.  In  future  the  former  sys- 
tem will  be  followed.  In  this  territory, 
where  extreme  cold  weather  is  experi- 
enced, I  consider  that  complete  drain- 
age of  switches  is  a  most  necessary 
expense. 

Paving 

We  are  doing  considerable  concrete 
paving.  Some  of  our  past  experience 
in  Plymouth  and  Sheboygan  has  been 
disastrous,  but  I  believe  most  of  this 
failure  was  due  to  faulty  track  con- 
struction. We  have  recently  installed 
on  one  of  the  approaches  to  the  Eighth 
Street  bridge  at  Sheboygan  Dayton 
mechanical    tie    construction    with    a 


straight  bar  spot-welded  to  the  web 
and  base  of  the  rail,  and  concrete  pave- 
ment. On  the  opposite  approach  we  in- 
stalled wooden  tie  construction  with 
bonded  joints  and  standard  angle  bars, 
and  also  concrete  pavement.  We  in- 
tend to  build  one-half  mile  of  straight 
track  this  year  in  Oshkosh  using  Day- 
ton ties  and  simplex  joint  plates  with 
concrete  pavement,  and  at  the  same 
time  build  one-half  mile  with  cedar 
ties  embedded  in  concrete  with  a  con- 
crete pavement. 

Asphalt  paving  in  contact  with  the 
rail  has  proved  very  unsatisfactory. 
The  city  engineer,  the  city  superin- 
tendent of  streets  and  my  department 
are  experimenting  with  various  tarvia 
and  other  macadam  fillers. 

Track   Maintenance    Methods 

On  open  trackwork  where  we  are 
using  all  cedar  ties,  we  have  adopted  a 
tie  renewal  program  extending  over  six 
years.  As  the  ties  are  put  in  each 
year  a  general  resurfacing  of  the  track 
is  made.  New  ballast  is  used  only 
where  absolutely  necessary.  Last  fall 
I  experimented  by  taking  a  2-in.  raise 
on  a  mile  of  track,  raising  it  on  old 
ties  and  using  no  new  ballast.  So  far 
it  has  held  up,  and  today  is  much  bet- 
ter than  any  other  part  of  our  track, 
including  those  sections  where  new  ties 
were  put  in.  At  the  time  this  track 
was  raised  no  new  ties  were  installed, 
although  they  were  in  very  bad  condi- 
tion, but  every  spike  was  either  re- 
placed or  reset.  The  track  was  entirely 
cleared  of  weed,  good  drainage  given 
to  the  roadbed  and  the  track  was  very 
carefully  gaged.  Considering  the  re- 
sult obtained,  we  have  decided  to  extend 
this  experiment  a  little  further  and 
then  add,  say,  600  ties  to  the  mile  and 
gradually  build  up  the  ballast  section. 
In  five  years'  time  our  track  again  will 
be  standardized,  and  during  the  process 
of  rehabilitation  it  will  be  in  good  op- 
erating condition. 

The  main  line  turn-outs  are  to  be 
entirely  rebuilt.  We  have  adopted  a 
section  7040  split-switch  turn-out  with 
No.  9,  15  ft.  frogs;  15-ft.  switches  vdth 
two  adjustable  rods;  open  side  sockets 
vdth  each  point  reinforced  on  one  side 
with  one  stop;  fourteen  ix6  in.  slide 
plates  with  i-in.  pressed  steel  rail 
braces;  two  gage  plates;  six  Morden 
adjustable  rail  braces;  two  gray  iron 
heel  blocks.  Standard  turn-out  tim- 
bers are  to  be  used. 

Our  switch  lamps  are  electrically 
lighted  from  the  trolley,  the  same  con- 
tact being  used  for  lighting  telephone 
booths  at  each  turn-out. 

Until  a  few  years  ago  I  was  very 
much  opposed  t/)  the  expense  incurred 
in  using  chemicals  for  the  destruction 
of  weeds,  but  after  making  some  very 
careful  comparisons,  I  am  fully  con- 
vinced that  it  is  cheaper  to  destroy 
the  majority  of  weeds  chemically. 
Where  Qonsiderable  rehabilitation  of 
track  is  contemplated  the  weed  killer 
is  unnecessary,  but  for  ordinary  main- 
tainance  one  and  possibly  two  applica- 
tions of  weed  killer  during  the  year  are 
very  profitable. 

The  practice  that  we  have  adopted 


568 


Electric    Railway    Journal 


Vol.  61,  No.  13 


for  the  construction  of  highway  cross- 
ings on  interurban  tracks  is  to  use 
4  in.  X  6  in.  planks,  with  a  3-in.  space 
between  the  planks  in  the  middle  of  the 
track,  this  3-in.  space  being  filled  up 
with  macadam;  a  12-in.  plank  is  put  on 
the  outside  of  each  rail.  I  find  this 
more  satisfactory  than  a  full  plank 
crossing,  although  the  macadam  filling 
requires  ^me  maintainance.  I  have 
recommended  replacing  old  timber 
structures  for  culverts  and  bridges 
with  reinforced  concrete  culverts  or 
I-beam  spans  on  concrete.  I  feel  this 
expense  is  justified  from  the  viewpoint 
of  safety  and  maintenance. 

On  all  our  interurban  tracks  which 
originally  were  built  with  continuous 
joints,   standard   angle  bars  are  being 


used,  and  concealed  bonds  are  replaced 
by  welded  bonds  wherever  necessary. 

The  roadbed  is  considerably  below 
standard,  but  it  is  gradually  being 
standardized  on  a  six-year  program. 
The  sub-grade  is  to  be  16  ft.,  and  par- 
ticular attention  is  being  paid  to  im- 
provements in  drainage,  which  un- 
doubtedly will  reduce  maintenance  cost. 

The  original  curves  are  being 
spiraled,  guard  rails  placed  on  all 
curves  of  6  deg.  or  more  and  elevation 
given  for  45   m.p.h. 

Our  standard  rail  section  for  all  re- 
newals is  to  be  70  lb.  A.S.C.E.  This 
has  been  decided  upon  with  the  advent 
of  lighter  equipment  which  is  being 
purchased  by  our  company.  The  new 
interurban  safety  cars  weigh  34,500  lb. 


Pneumatic  Operation  of  Doors  and  Steps" 

By  O.  A.  Broten 

Western  Representative  National  Pneumatic  Company.  Inc., 
Chicago 


THE  advantages  of  pneumatic  door 
control  in  street  railway,  elevated 
and  subway  transportation  are  indeed 
manifold,  as  every  department  is  di- 
rectly or  indirectly  benefited  by  them. 
This  may  sound  like  a  very  br^iad  state- 
ment but  I  am  sure  you  all  will  agree 
that  it  is  service  to  the  community  that 
brings  out  the  car  riders.  Pneumatic 
door  and  step  control  is  a  time-saving, 
labor-saving  and  passenger  control 
safety  apparatus,  the  use  of  which  re- 
sults in  service  to  both  the  car  rider 
and  the  railway  company.  For  instance, 
the  following  figures,  involving  only  the 
transportation  and  treasury  depart- 
ments, merely  show  what  a  few  sec- 
onds actually  mean  in  dollars  and 
cents  to  the  railway  company.  Pneu- 
matic d(Oor  control  will  actually  save 
from  one  to  five  seconds  per  car  stop, 
but  using  only  an  average  of  two  sec- 
onds saved  per  car  stop,  we  arrive  at 
the  following: 


8  car  stops  per  mile 

2  seconds  saved  per  car  stop 

16  seconds  saved  per  mile 
10  miles  per  hour 

160  seconds  saved  per  hour 
18  hour   car   day 

2880  seconds  saved  per  day  or 
46  minutes  saved  per  day  or 
7  J  miles  more  car  travel  per  day 
30  cents   average  net   revenue   per 
mile 


J2.25  additional  net  revenue  per  day 
365  days 


$821.25  additional  net  revenue  per  year 

This  would  pay  if>T  pneumatic  door 
•control  on  quite  a  number  of  cars. 

In  addition  to  the  advantages  shown 
ty  these  figures,  the  conductor  is  al- 
lowed more  time  for  fare  Qollection  and 
passenger  courtesies.  He  is  relieved  of 
considerable  fatigue  as  his  day  draws 
on,  helping  to  keep  him  fresh  and  alert 
for  his  contact  with  the  public. 

During  the  years  when  hand-operated 
d(Oor  and  step  control  was  at  its  height, 

•Abstract  of  paper  presented  before  the 
Milwaukee  convention  of  the  Wisconsin 
Utilities  Association,  March  22-23,  1923. 


the  hiring  of  platform  employees  was 
based  to  some  extent  on  brawn;  how- 
ever, pneumatic  control  has  eliminated 
this  particular  specification  of  man 
power,  in  that  railway  properties  are 
niow  in  position  to  employ  platform  men 
on  the  basis  of  cashiers  and  salesmen, 
with  brains,  common  sense  and  per- 
sonality more  important  than  brawn. 

Another  important  item  is  the  mat- 
ter of  maintenance,  which  generally 
grows  with  the  addition  of  apparatus. 
However,  with  pneumatic  door  control 
this  has  really  been  reversed.  Pneu- 
matic door  engines  operate  the  doors 
in  exactly  the  same  manner  with  each 
operation.  Hand-operated  doors  are 
controlled  entirely  by  the  will  of  the 
platform  employee  and  are  subjected 
to  considerable  abuse  throughout  the 
day,  which  of  course  means  that  the 
doors  and  steps  and  the  operating 
mechanism  are  made  to  suffer  through 
excessive  strain,  breakage  of  levers, 
getting  the  mechanism  out  of  adjust- 
ment, loosening  the  hinges,  breaking 
the  glass  and  various  other  such  items. 
With  pneumatic  door  control  these 
items  are  practically  eliminated. 

Door  engines  are  all  manufactured 
with  the  door  cushioning  feature  and 
adjustable  speed.  There  are  really 
three  types  of  pneumatic  control,  viz., 
straight-pneumatic,  mechanical-pneu- 
matic and  electro-pneumatic,  each  of 
which  has  its  specific  advantages  for 
different  types  of  operation.  For  re- 
mote control,  or  where  the  platform  em- 
ployee is  stationed  at  some  distance 
from  the  car  door,  electro-pneumatic 
control  is  the  ideal  operation.  Where 
the  operator  is  stationed  closer  to  the 
door,  either  mechanical-pneumatic  con- 
trol or  straight-pneumatic  control 
would  be  the  ideal  operation,  depend- 
ing entirely  on  the  exact  features  of 
door  operation  desired. 

The  matter  of  installation  of  pneu- 
matic door  engines  is  an  item  of  con- 
siderable importance,  as  this  affects  the 
operation  as  well  as  the  maintenance. 
With  sliding  doors  the  ideal  location 
of  door  engines  is  on  the  car  or  plat- 


form floor,  directly  behind  and  adjacent 
to  the  door  proper.  On  folding  doors 
it  is  advisable  to  install  the  door  en- 
gines in  a  header  pocket  above  the 
doors,  as  this  gives  a  direct  connection 
to  the  door  shaft,  with  the  door  engine 
and  connections  located  in  a  position 
where  dust  and  dirt  will  not  collect. 

Where  there  is  not  sufficient  head- 
room to  install  a  door  engine  above  the 
doors  the  alternative  is  on  the  plat- 
form floor,  using  connecting  rods  and 
levers  for  transmitting  motion  from  the 
engine  shaft  under  the  platform  floor 
to  the  door  and  step  shafts;  however, 
any  connections  under  a  car  are  sub- 
jected to  excessive  wear.  This  brings 
out  the  jjoint  of  installing  door  en- 
gines under  the  platform  floor,  which 
is  without  any  recommendations  what- 
soever, as  this  materially  reduces  the 
life  of  the  door  engine  because  of  the 
collection  of  sand  and  dust  from  the 
streets. 

With  reference  to  adjustment  of 
door  engines,  as  mentioned  above,  there 
was  a  time  when  all  adjustments  could 
be  made  from  the  outside  of  the  door 
engine  proper,  but  this  proved  so  dis- 
astrous to  the  operating  company  that 
the  adjustments  were  placed  in  such  a 
position  that  the  car  crews  could  not 
regulate  the  doors  themselves,  which 
insures  a  uniform  door  ioperation,  meet- 
ing with  the  approval  of  the  respon- 
sible department  and  not  of  each  in- 
dividual platform  employee. 

Door  engines  can  be  adjusted  to  oper- 
ate at  almost  any  desired  speed,  gov- 
erned by  a  safe  door  operation,  and 
regardless  of  the  size  or  the  type  of 
the  door,  with  or  without  steps. 

With  reference  to  care  of  door 
engines,  it  is  the  experience  of  users 
that  a  general  inspection  and  overhaul- 
ing should  be  given  the  door  engines  at 
the  same  time  that  the  periodical  over- 
hauling is  given  to  the  car  in  general, 
as  every  piece  of  apparatus  placed  on 
the  car  must  have  its  required  atten- 
tion and  overhauling. 

I  have  experienced  cases  where  door 
engines  have  been  condemned  because 
of  sluggish  operation,  when  upon  in- 
vestigation the  difficulties  have  centered 
in  the  lack  of  proper  lubrication,  and 
scale  and  foreign  substance  in  the  air 
ports.  It  is  simply  necessary  to  clean 
out  these  air  ports  with  the  aid  of 
crude  oil,  when  the  free  air  passage 
will  bring  new  life  to  the  door  engine. 

Pneumatic  door  and  step  control  is 
the  most  flexible  of  any  type  of  pas- 
senger control  apparatus,  in  that 
almost  any  safety  feature  or  any  type 
of  door  operation  can  be  secured  by 
piping  the  door  engine  accordingly.  For 
instance,  the  following  features  can 
be  readily  secured: 

1.  Doors  cannot  be  opened  until 
brakes  are  applied. 

2.  Release  of  brakes  will  auto- 
matically close  doors. 

3.  Brakes  cannot  be  released  until 
doors  are  fully  closed. 

4.  Doors  cannot  be  opened  until 
brakes  are  applied  but  can  be  closed 
at  any  time  desired. 

5.  Through  the  use  of  pneumatic  and 


March  31,  1923 


Electric    Railway    Journal 


569 


interlocking  safety  control  it  is  im- 
possible to  have  current  at  the  control- 
ler until  all  doors  are  closed. 

The  question  of  door  engine  weight 
has  often  been  discussed,  and  I  might 
advise  that  considerable  experimenting 


with  dozens  of  different  kinds  of  tests 
was  done  before  we  were  fully  satis- 
fied that  it  was  not  feasible  to  use  the 
aluminum  type  of  door  engine  due  to 
the  extreme  difficulty  in  securing  a 
metal  which  would  be  airtight. 


Some  Pointers  on  Soliciting  Traffic' 

By  F.  W.  Shappert 

TraflBc   Manager 
Chicago,  North  Shore  &  Milwaukee  Railroad, 

Chicago 


MY  CONCEPTION  of  a  traffic 
manager's  job  is  to  sell  trans- 
portation, to  create  a  market  for  his 
goods  where  there  is  none,  to  analyze 
carefully  local  conditions  and  ascertain 
exactly  what  you  have  to  sell,  and  then 
put  up  a  strong,  concise  and  convincing 
selling  argument  to  prospective  cus- 
tomers. To  illustrate  better,  I  will 
cite  some  specific  cases  of  North  Shore 
salesmanship. 

Since  the  present  management  has 
taken  hold  of  the  North  Shore  Line  we 
have  greatly  increased  the  number  of 
chartered  or  special  cars,  which  now 
amounts  to  several  hundred  special 
trains  annually.  Our  traffic  solicitors 
at  Chicago  and  Milwaukee  cultivate 
officials  of  various  fraternal  organi- 
zations, clubs,  societies,  etc.,  and  ar- 
range for  reciprocal  visits  between 
such  organizations  as  Kenosha,  Racine, 
Milwaukee,  Waukegan  and  Chicago. 
In  every  instance  a  representative  of 
this  office  has  accompanied  the  party  to 
insure  a  comfortable  trip.  He  actively 
mixes  with  the  guests  with  a  view  of 
getting  comments  regarding  the  trip 
and  is  also  keenly  alert  for  tips  regard- 
ing future  pilgrimages  and  excursions. 
These  tips  are  followed  with  extreme 
care  tx)  secure  additional  business. 

Several  years  ago,  when  the  writer 
first  joined  the  North  Shore  staff,  it 
was  customary  for  a  football  captain 
or  baseball  captain  to  call  up  the 
office  and  arrange  for  a  small  party  to 
some  town  along  the  line.  Our  solici- 
tors now  get  in  touch  with  the  students 
of  the  various  high  schools,  colleges  and 
universities  and  write  individual  letters 
calling  attention  to  the  proposed  game 
and  work  up  enthusiasm  that  in- 
variably produces  chartered  cars  or 
special  trains.  I  have  in  mind  one  of 
these  trips,  from  the  Lewis  Institute, 
Chicago,  to  the  Great  Lakes  Naval 
Training  Station,  which  was  increased 
in  this  manner  from  the  original  order 
of  twenty  round-trip  tickets  to  235 
round-trip  tickets. 

Several  years  ago  Jim  Vaughn,  a 
pitcher  on  the  Chicago  National  League 
baseball  team,  was  employed  by  the 
Nash  motor  works  during  the  winter 
months.  We  arranged  with  the  Chi- 
cago National  League  Baseball  Club  to 
have  Vaughn  pitch  on  a  certain  Satur- 
day afternoon  in  May,  and  by  securing 
the  co-operation  of  the  officials  of 
the  various  manufacturing  plants  at 
Kenosha  traffic  was  created  in  such 
volume  that  it  was  necessary  to  utilize 


•Abstract  of  paper  presented  before  the 
Milwaukee  convention  of  the  Wisconsin 
Utilities  Association,  March  23,  1923. 


fifteen    cars    to    convey    the    party    to 
Chicago  and  return. 

We  have  been  very  successful  in  pre- 
vailing upon  educators  to  make  trips 
to  various  points  on  the  line.  During 
the  past  six  years  we  have  handled 
several  thousand  school  teachers  in 
chartered  car  trains. 

The  writer  has  successfully  tried  the 
experiment  on  several  manufacturers 
of  inviting  students  of  engineering 
schools  to  make  inspection  tours  to  the 
large  industrial  plants  at  Kenosha  and 
Milwaukee.  The  original  trip  called  for 
a  two-day  schedule.  This  schedule  has 
now  been  extended  to  an  entire  week 
and  includes  inspection  of  large  plants 
at  Gary,  Ind.;  Buffington,  Indiana  Har- 
bor, Chicago  Railway  terminals,  and 
Kenosha  and  Milwaukee  plants.  These 
trips  are  being  taken  by  a  number  of 
the  large  universities  throughout  the 
central  West.  Last  fall,  through  cor- 
respondence, we  sold  the  idea  to 
universities  located  900  miles  away 
from  Chicago,  with  the  result  that 
various  institutions  and  universities 
sent  their  engineering  students  over 
the  North  Shiore  'Line  for  an  edu- 
cational trip.  We  handled  eleven  uni- 
versities last  fall  and  expect  to  increase 
this  order  to  fifteen  during  the  fall 
of  1923. 

Some  transportation  lines  merely 
cultivate  the  educators  shortly  before 
the  convention  or  excursion,  whereas 
this  department  cultivates  these  people 
twelve  months  in  the  year.  In  a  num- 
ber of  instances  this  department  has 
made  hotel  reservations,  secured  choice 
theater  seats  and  made  reservations 
for  Pullman  and  parlor  cars  over  steam 
rail  lines  for  the  party. 

Our  football  business  has  greatly  in- 
creased in  the  last  few  years  due  to 
the  fact  that  we  get  directly  in  touch 
with  the  alumni  and  students  of  various 
schools  and  with  the  fraternities,  giv- 
ing them  information  on  our  superior 
service,  dining  cars,  etc. 

This  department  has  arranged  with 
the  bar  associations  in  various  points 
in  Illinois  and  Wisconsin  and  chambers 
of  commerce  for  special  trips  and  out- 
ings. In  a  great  many  instances  our 
solicitors  suggest  to  club  officials  that 
they  invite  their  fellows  to  make  recip- 
rocal visits  and  our  transportation  de- 
partment co-operates  with  the  sales 
organization  in  making  a  pleasant  trip 
which  almost  invariably  results  in  new 
business. 

About  six  years  ago  this  department 
made  an  investigation  at  Winnetka  as 
to  why  the  school  children  didn't  pat- 
ronize the  North  Shore  Line.     One  hun- 


dred and  sixty  inquiries  by  telephone 
developed  the  finding  that  90  per  cent 
of  the  parents  refused  to  allow  their 
children  to  patronize  the  North  Shorb 
because  they  thought  it  was  n^t  safe. 
Today  we  are  getting  95  per  cent  of 
this  business.  This  was  accomplished 
largely  through  personal  telephone 
calls,  by  which  it  was  possible  to  con- 
vince parents  of  the  extreme  precau- 
tions to  secure  the  greatest  safety. 

To  sell  transportation  successfully  it 
is  absolutely  necessary  that  close  co- 
operation between  the  operating  de- 
partment and  the  traffic  department  be 
secured.  It  is  impossible  for  a  good 
traffic  salesman  to  sell  transportation 
unless  the  operating  officials  are  awake 
to  the  fact  that  to  increase  earnings  on 
a  profitable  basis  it  is  necessary  to 
render  high-class  service.  High-class 
service  includes  operating  trains  on 
time,  with  thoroughly  ventilated  and 
clean  cars  and  courteous,  competent 
and  neat  appearing  employees.  Sales- 
men and  ticket  agents  should  be  very 
careful  not  to  misrepresent  facts  to 
the  public,  which  is  quick  to  resent 
misinformation.  Selling  transportation, 
in  a  good  many  instances,  means  sell- 
ing a  man  his  own  mind.  In  other 
words,  it  means  making  a  man  want 
to  believe  what  you  want  him  to  believe 
about  your  company.  Elbert  Hubbard 
once  said  that  a  man  believes  what 
he  wants  to  believe.  To  make  a  man 
want  to  believe  what  you  want  him  to 
believe  is  the  art  of  selling  transpor- 
tation. 

When  an  agent  attempts  to  sell  a 
prospective  passenger  a  ticket  he  is  not 
selling  a  piece  of  pasteboard.  The 
pasteboard  is  not  worth  a  small  frac- 
tional part  of  the  purchase  price.  The 
person  holding  the  purchased  ticket 
should  have  the  feeling  that  his  ticket 
guarantees  a  safe,  comfortable  and 
courteous  trip  to  his  destination.  He 
should  be  made  to  feel  that  he  has  paid 
for  a  trip  and  is  a  guest  of  the  com- 
pany for  the  time  that  he  is  pn  the 
train.  He  should  be  thoroughly  "sold." 
When  he  gets  off  the  train  he  should 
feel  greatly  appreciative  for  the  trans- 
portation that  he  has  received. 

The  traffic  salesman  of  your  line  has 
to  sell  complete  trust  and  good  will 
for  his  company.  The  holder  of  a  ticket 
should  be  made  to  feel  that  he  is  en- 
titled to  more  than  merely  a  ride  to 
destination.  One  satisfied  passenger 
will  sell  more  transportation  to  his 
friends  in  a  week  than  a  solicitor  can 
in  two  weeks.  Successful  salesmanship 
means  that  a  salesman  should  be  able 
to  understand  human  nature  and  adapt 
himself  at  all  times  to  the  moods  of  his 
prospective  customer.  This  department 
is  rather  proud  of  the  fact  that  the 
traffic  staff  has  succeeded  in  building; 
up  a  large  list  of  satisfied  customers, 
not  only  on  the  line  but  in  cities  located 
several  hundred  miles  away  from  our 
line,  and  our  distant  friends  boost  the 
North  Shore  Line  and  greatly  assist 
this  department  in  selling  the  thou- 
sand-mile books  and  twenty-five-ride 
tickets  as  well  as  single  fares.  Through 
this  medium  we  have  greatly  increased 
our  passenger  earnings. 


570 


Electric    Railway    Journal 


Vol.  61,  No.  13 


The  members  of  the  Wisconsin  Utili- 
ties Association  are  undoubtedly  aware 
of  the  tremendous  increase  in  the  busi- 
ness of  the  North  Shore  Line  during 
the  past  four  or  five  years  in  handling 
merchandise.  This  campaign  was 
started  some  five  years  ago  by  opening 
a  small  receiving  station  in  an  aban- 
doned drug  store  at  Sixth  and  Clyboum, 
Milwaukee.  In  the  beginning  we  had 
some  difficulty  in  convincing  the  mer- 
chants at  Milwaukee  that  a  tr^olley 
line  could  really  handle  merchandise. 
We  overcame  this  prejudice  by  a  per- 
sistent solicitation.  Our  solicitation 
force  presented  facts.  We  arranged  to 
notify  shippers  and  consignees  of  the 
superior  North  Shore  service  which, 
at  that  time,  included  prompt  handling 
of  merchandise  from  Milwaukee  to  Lake 
Bluff  and  points  on  the  Area  Division. 
After  we  had  satisfied  our  Milwaukee 
friends  that  the  North  Shore  could 
render  a  superior  service,  the  manage- 
ment extended  merchandise  service  to 
Evanston  and  later  to  Chicago.  At 
the  present  time  we  are  operating  four 
receiving  stations  in  Chicago  and 
handling  several  hundred  tons  of  mer- 
chandise daily  on  the  system. 

The  North  Shore  is  fortunate  in 
having  a  president  and  general  super- 
intendent who  are  alive  to  the  public 
needs,  with  the  result  that  our  solicitors 
are  able  to  go  out  and  sell  North  Shore 
tnansportation,  which  means  the  best 
service  offered  by  any  transportation 
line.  Our  damage  claims  are  extremely 
low  and  our  cost  of  transportation  will 
bear  most  favorable  comparison  with 
any  other  common  carrier. 


The  Problem  of  Collisions 

Between  Cars  and 

Automobiles* 

By  R.  M.  Howard 

Vice-President  Wisconsin  Railway,   Light  4 
Power  Company,  Winona.    Minn. 

THE  automobile  has  introduced  an 
accident  hazard  of  such  magnitude 
that  automobile-street  car  collisions 
now  account  for  more  than  50  per  cent 
of  the  total  street  railway  accidents  in 
the  state  of  Wisconsin. 

The  almost  universal  use  of  air 
brakes  has  minimized  the  collision 
hazard  with  pedestrians  and  horse- 
drawn  vehicles,  the  folding  door  which 
prevents  passengers  from  boarding  or 
alighting  while  cars  are  in  motion  has 
almost  eliminated  the  step  accident, 
but  we  have  not  found  any  way  to 
dodge  the  fast-moving  automobile,  so 

,..'A'"','"®'''  *>'  paper  presented  before  the 
Tf.lH.^"''^f  convention  of  the  Wisconsin 
Utilities  Association,  March  22-23,   1923. 


our  accident  records  show  a  constant 
increase  from  year  to  year. 

Statistics  pertaining  to  this  situation 
are  presented  herewith. 

Wisconsin  licenses  issued  during  the 
past  five  years  are  as  follows: 

Tear  Autos  Trucks  Motorcycles  Total 

1918  189,983  6.861  7,246    204,090 

1919  226,093  10,888  7,223    244,204 

1920  277,093  16,205  8,012    301,310 

1921  320,477  21,264  8,423    350,164 

1922  361,060  26,788  5,917    393,765 

A  total  of  2,135  dealers'  licenses  were 
also  issued  in  1922. 

During  1922,  361,060  automobile 
licenses  were  issued,  /or  one  for  every 
7.2  inhabitants,  while  the  average  in- 
crease in  automobile  licenses  issued 
during  the  past  four  years  is  42,769 
per  year.  This  increase,  if  continued 
for  five  or  six  years,  will  place  more 
than  600,000  automobiles  on  the  streets 
and  highways  of  Wisconsin. 

Street  railways  may  look  forward  to 
a  continual  increase  in  the  number  of 
automobile  collision  accidents  unless 
some  plan  is  developed  which  will  im- 
press every  auto  driver  with  the 
necessity  of  exercising  care  in  ap- 
proaching or  driving  on  streets  where 
street  cars  are  operated. 

The  accompanying  record  of  automo- 
bile-street car  collisions  in  Wisconsin 
indicates  the  advisability  of  some  form 
of  educational  program  which  will  reach 
the  auto  drivers. 

From  a  percentage  standpoint  the 
record  is  not  unfavorable,  as  the  auto- 
mobiles increased  90  per  cent  and  acci- 
dents 65  per  cent.  Analysis  of  our  ac- 
cident reports  indicates  that  more  than 
90  per  cent  of  these  accidents  are  due 
to  careless  automobile  operation,  and 
that  not  to  exceed  10  per  cent  of  the 
accidents  leave  a  question  of  responsi- 
bility. We  may  obtain  some  improve- 
ment in  the  debatable  10  per  cent  by 
careful  supervision  and  instruction  of 
trainmen,  but  the  90  per  cent  caused 
by  the  auto  drivers  presents  a  larger 
and  more  difficult  problem. 

In  our  study  of  the  1922  accidents 
at  La  Crosse,  we  took  a  system  map 
and  placed  a  red  tack  at  the  point 
where  each  accident  occurred.  This 
brought  out  the  danger  points  fin  the 
system.  We  are  keeping  a  similar  map 
for  1923.  These  maps  are  installed  in 
the  trainmen's  room,  and  we  hope  will 
assist  them  in  the  work  of  reducing  ac- 
cidents. 

We  found  that  65  per  cent  of  the 
accidents  occurred  on  10  per  cent  pf 
our  trackage  located  in  the  business 
district.  Further  study  indicated  that 
the  majority  of  accidents  were  due  to 
parking  cars  near  the  curb,  and  were 
caused  by  autos  turning  or  backing 
onto    the    car    tracks    immediately    in 


front  of  an  approaching  street  car,  or 
that  the  parked  auto  at  the  curb  forced 
the  moving  autos  in  front  of  or  into 
the  sides  of  the  street  cars.  Abolition 
of  the  parking  privilege  in  the  business 
districts  on  streets  where  street  cars 
are  operated  will  reduce  materially 
this  accident  hazard.  It  also  will  speed 
up  both  street  car  and  auto  movements. 
The  suggestion  is  offered  that  our 
member  companies  use  their  influence 
toward  abolishing  the  parking  privi- 
lege on  car  line  streets  in  their  busi- 
ness districts,  and  that  our  association 
consider  the  advisability  of  arranging 
for  the  insertion  of  a  safety  bulletin 
in  license  plate  envelopes  to  insure 
their  receipt  by  every  auto  owner,  or 
if  this  cannot  be  arranged,  to  secure 
addresses  and  mail  a  bulletin  to  each 
auto  owner  in  the  state. 


ACCIDENT  DATA— STATE  OP  WISCONSIN 
(City  Lines  Only) 
_  .,  1922  1921  1920  1919 

Car-miles   operated    34.469,690       3».831,916       33  694  023       30  870 '!'>1 

?SSrtfaTspS?tl{fo'nacci:'"''''''"«     ^"•='««:«»«     ^^^''^z'll     2lli]l:lll 

Ar^iiision,:::::::::     1:11?       'HU       'litl        |;J|? 


1918 

34.028.371 

222.187,616 

9,438 
3,497 


Co-operation,  Publicity  and 
Service* 

By  James  P.  Barnes 

President  Louisville   (Ky.)  Railway 

A  SHORT  time  ago  I  made  a  few  in- 
quiries about  the  attitude  of  the 
public  toward  the  utilities  in  the  State 
of  Wisconsin.  In  the  answer  which  I 
received  this  phrase  struck  me  particu- 
larly: "Some  people  in  this  state  sti.l 
have  an  idea  that  the  average  public 
utility  men  wear  horns." 

Now  this  phrase  was  written  to  me 
by  a  man  whom  I  had  never  seen,  who 
had  never  seen  me  and  with  whom  this 
was  my  first  correspondence.  However, 
I  understood  what  he  meant  because 
we  use  the  same  language,  although  ac- 
customed to  different  colloquialisms. 
Reflection  along  this  line  brought  me  to 
realize,  perhaps  more  clearly  than 
usual,  the  fact  that  the  good  will  of 
the  public-utility  business  is,  after  all, 
founded  on  the  element  of  understand- 
ing. 

Public-utility  men  are  sometimes  too 
impatient  with  the  straightforward, 
honest-intentioned  business  man  who 
fails  to  understand  their  problem  be- 
cause they  do  not  state  it  in  his  lan- 
guage. The  public  utility  business  has  a 
highly  specialized  vocabulary.  For  ex- 
ample, we  speak  fluently  of  "return  on 
investment,"  or  "return  on  fair  value 
of  property,"  yet  we  refer  infrequently 
to  the  fact  that  in  our  business  the 
usual  rate  of  gross  earnings  is  from  15 
per  cent  to  30  per  cent  annually  of  the 
amount  invested  in  the  property.  The 
merchant  or  manufacturer  usually 
turns  over  his  capital  from  two  to  ten 
times  annually.  I  have  known  a 
thoughtful  man  positively  to  gasp  at 
the  thought  of  an  industry  which  re- 
quires from  three  to  six  years  to  turn 
over  its  capital,  in  some  cases  even 
longer.  Such  realization  in  most  cases 
immediately  enlists  his  sympathy  with 
our  problems  and  brings  about  co- 
operation. 

This  spirit  of  co-operation  must  per- 
meate  the    investor    and    managfement, 

•Abstract  of  address  before  meeting  of 
Wisconsin  Utilities  AssoclaUon,  Milwaukee, 
Wis.,  March  22  and  23,  192S. 


March  31,  1923 


Electric    Railway    Journal 


571 


and  in  addition  the  employees  and  the 
customers  of  the  property.  Co-opera- 
tion cannot  be  built  on  any  basis  other 
than  that  of  mutual  understanding  of 
their  common  problems,  and  this  under- 
standing cannot  be  obtained  without 
publicity.  Publicity  is  a  two-edged 
sword,  but  its  use  is  essential  and  indis 


Too  many  men  appear  to  conceive 
the  sole  function  of  management  to  be 
the  payment  of  dividends.  They  for- 
get that  this  obligation  is  but  second- 
ary, in  the  sense  that  dividends  are 
only  truly  concerned  when  the  public  is 
served.  The  public  service  will  stand 
as  the  goal  of  operation  as  we  realize 


It  was  thought  that  in  this  form  the 
Manual  would  be  more  convenient  than 
if  bound  in  one  volume. 

Mr.  McVittie  stated  that  on  the  sub- 
ject of  trackless  trolley  the  report  will 
be  confined  to  a  historical  summary  of 
the  development  in  this  field,  the  de- 
scription   of    each    installation    to    be 


tion,  publicity,  service,  and  the  greatest 
of  these  is  service. 


American 
Association  News 


vs    J 

— /r 


pensable  to  the  understanding  and  con-    that  today  abide  these  three:  co-opera-    approved    by    the    operating    company 
fidence  upon  which  a  successful  public    "-—   ~--<-^--'—  :—   — -^  '^'  '■—'■    ^-'—  :--i— :—  =_  xi.  «. 

utility  must  be  built.  Like  the  legen- 
dary sword  of  King  Arthur,  publicity 
is  a  sharp,  powerful  and  dangerous 
weapon,  but  it  carries  for  its  user  a 
charm  of  protection  if  he  but  under- 
stands its  spell.  The  formula  for  self- 
protection  in  its  use  can  be  expressed  in 
one  word:  "Honesty."  This  will,  in 
turn,  bring  justice. 

The  operator  who  will  tell  the  truth 
about  his  business — its  trials,  difficul- 
ties, triumphs  and  successes — telling 
this  story  as  news  when  it  is  news,  as 
paid  advertising  when  the  purpose  of 
the  copy  is  advertising  or  propaganda, 
will  find  building  up  behind  his  prop- 
erty a  public  opinion  based  on  confi- 
dence and  sympathy  of  understanding, 
which  will  stand  the  test  when  the  crisis 
comes. 


Employees  May  Become  Effective 
Publicity  Agents 

Publicity  is  of  many  kinds.    Publicity 
through   the  newspapers,  news   stories 
and  advertisement,  is  indispensable,  but 
there  is  a  subtler  form  of  publicity  dis- 
seminated through  the  contact  of  em- 
ployees with  the  public,  particularly  in 
the  street  railway  business,  ■  which   is 
extremely  powerful  and  often  unappre- 
ciated.    Employees  are  human  beings 
and  their  impressions  of  the  utility  cor- 
poration, formed  from  their  daily  con- 
tacts  with    it,   are   often   surprisingly 
accurate.     These  impressions  will  find 
frequent  expression,  consciously  or  un- 
consciously, in  conversations  with  other 
people.    Thus  those  with  whom  the  em- 
ployees talk  will  form  opinions  of  your 
corporation  and  men,  based  very  largely 
upon    what    your    employees    say    and 
what  they  leave  unsaid.    We  come  back 
to  the  first   rule   of   good   citizenship, 
namely,  that  "our  first  duty  is  to  put 
our  own  house  in  order."    No  detail  is 
too  small  and  no  policy  too  large  to  be 
frankly  discussed  with  and  completely 
explained  to  any  employee  who  has  suf- 
ficient interest  to  inquire  into  it. 

Summing  up  the  whole  proposition,  it 
seems  to  me  that  success  for  the  public 
utilities  depends  for  the  individual  com- 
pany on  co-operation  and  publicity  as  to 
its  affairs,  both  based  on  the  sympathy 
of  understanding  arising  from  frank 
expression  and  discussion.  Similarly, 
in  a  broader  sense,  the  more  the  rail- 
ways know  of  lighting  and  power  prob- 
lems and  the  more  the  telephone  people 
know  of  railway  problems,  the  closer 
we  get  together,  the  more  intimately  we 
discuss  matters  of  policy,  the  better 
will  be  the  investing,  employee  and 
public  reaction  to  the  public  utility  in- 
dustry as  a  whole. 

On  the  foundations  of  understanding, 
co-operation  and  publicity,  with  addi- 
tion of  courtesy,  is  built  public  service, 
our  sole  reason  for  being  in  business. 


Power  Distribution  Engineers 
Meet  in  Chicago 

A  TWO-DAY  meeting  of  the  Engi- 
neering Association  committee  on 
power  distribution  was  held  in  the 
Edison  Building,  Chicago,  March  12 
and  13.  On  March  12  six  subcommittee 
meetings  were  held,  three  each  morning 
and  afternoon.  The  second  day  was 
taken  up  with  a  general  meeting  of 
the  committee,  at  which  the  reports  of 
subcommittees  were  considered.  Those 
present  were  Messrs.  M.  B.  Rosevear, 
chairman;  J.  W.  Allen,  R.  L.  Allen, 
L.  W.  Birch,  H.  G.  Burd,  L.  E.  Delf, 
D.  D.  Ewing,  C.  L.  Hancock,  C.  J. 
Hixson,  C.  H.  Jones,  F.  McVittie,  W. 
Schaake,  A.  Schlesinger,  J.  Scott,  F.  J. 
White,  C.  R.  Harte,  sponsor,  and  A. 
Hughes,  Jr.,  who  acted  as  secretary. 

Ralph  H.  Rice,  Chicago  Board  of 
Supervising  Engineers,  and  D.  L.  Smith, 
Metropolitan  West  Side  Elevated  Rail- 
way, also  attended  the  meeting. 

On  the  specifications  for  catenary 
construction  other  than  for  steam  rail- 
road electrification,  Mr.  Jones  reported 
that  the  preliminary  specification 
drawn  up  in  1921  is  being  carefully 
studied  in  sections  by  members  of  the 
subcommittee  and  that  redrafts  of  all 
parts  of  the  specification  have  been 
made  and  will  be  presented  at  the  May 
meeting  of  the  committee. 

Mr.  Murphy  reported  that  progress 
is  being  made  on  the  subject  of  trolley 
wire  specifications,  with  a  view  to  har- 
monizing the  specifications  of  the  asso- 
ciation with  those  of  the  A.S.T.M., 
and  ultimately  to  presenting  a  speci- 
fication for  adoption  as  "American 
standard"  through  the  A.E.S.C.  A 
questionnaire  will  be  sent  out  to  a  se- 
lected list  of  railway  companies  to  col- 
lect information  regarding  trolley  breaks 
occurring  from  causes  other  than 
wear.  Current-collecting  devices  will 
also  be  considered,  and,  if  possible,  a 
joint  conference  with  the  equipment 
committee  will  be  held  for  the  purpose 
of  considering  how  best  to  deal  with 
the  current-collecting  problem. 

As  to  the  Engineering  Manual,  the 
committee  prepared  a  request  to  the 
executive  committee  to  consider  binding 
the  Manual  in  three  volumes,  dealing 
respectively  with  roadway,  equipment 
and  electrical  matters  (power  gener- 
ation, power  distribution  and  signals). 


before  inclusion  in  the  report. 

The  chairman  announced  that  the 
association  representatives  on  the 
technical  committee  which  has  been 
formed  in  connection  with  the  revision 
of  the  crossing  specification  under  the 
auspices  of  the  A.E.S.C,  will  be  as  fol- 
lows: On  hazards,  Mr.  Harte;  on 
clearances,  Mr.  McVittie;  on  definitions, 
Mr.  Pharo;  on  underground  construc- 
tion, Mr.  Rosevear.  He  also  stated 
that  the  subjects  of  wood  poles  and 
tubular  iron  poles,  which  have  been 
referred  to  the  A.E.S.C,  had  been  in 
turn  referred  to  special  committees, 
but  no  reports  have  as  yet  been  received 
from  these.  Another  subject  referred 
to  the  A.E.S.C.  was  that  of  wires  and 
cables,  regarding  which  Mr.  White,  who 
is  secretary  of  the  sectional  committee, 
reported  that  there  were  twelve  tech- 
nical committees  handling  this  subject, 
some  of  which  have  been  active  and 
others  inactive.  Mr.  McVittie  stated 
that  little  progress  has  been  made  since 
the  last  report  on  the  subject  of  light- 
ning protection,  which  is  also  in  the 
hands  of  the  A.E.S.C. 

There  were  some  general  discussions 
regarding  conductivity  of  aluminum,  on 
which  a  research  committee  and  a 
policy  committee  have  been  appointed. 
It  seemed  to  be  the  consensus  of  opin- 
ion that  the  standard  for  aluminum 
should  be  based  upon  copper,  in  spite 
of  the  fact  that  changes  in  conductivity, 
due  to  temperature  variations,  in  the 
two  metals  are  not  parallel. 

The  committee  also  discussed  in- 
ductive co-ordination  and  temporary 
connections  to  trolley  wire  for  appara- 
tus using  heavy  current,  and  reviewed 
certain  of  the  power  distribution  speci- 
fications which  are  in  the  Manual. 

The  committee  adjourned  to  meet  in 
New  York  City  on  May  21  and  22. 


Regulation  of  Motor  Buses 
and  Trucks 

THE  special  committee  of  the  Ameri- 
can Association  on  motor  buses  and 
trucks,  under  the  chairmanship  of  Philip 
H.  Gadsden,  met  in  New  York  City  on 
March  28  with  a  good  attendance  of 
members  of  the  committee  and  gruests. 
Among  those  present  were  representa- 
tives of  the  United  States  Chamber  of 
Commerce  and  the  National  Automo- 
bile Chamber  of  Commerce.  A  pre- 
liminary draft  of  a  report,  prepared 
by  Harlow  C.  Clark,  covering  the 
whole  subject  of  the  committee's 
assignment  in  a  general  way  was  care- 
fully reviewed.  Plans  were  laid  for 
the  compilation  of  data  regarding  the 
electric  railway  industry  which  will 
show  its  magnitude  and  the  nature  of 
the  service  which  it  is  rendering  to  the 
public. 


572 


Electric    Railway    Jou bnal 


Vol.  61,  No.  13 


^        Maintenance  of  Equipment        J 


Steel  Trolley  Wire  Replaced 

New  York,  Westchester  &  Boston  Has  Changed  Material  of  Contact 

Wire  on  Account  of  the  Deposit  of  Rust  on  Cars— Porcelain 

Insulators  Have  Replaced  Wood— Hangers  Now  Bolted 


WHEN  the  New  York,  Westches- 
ter &  Boston  Railway  was  orig- 
inally built  in  1910,  a  departure  from 
customary  practice  was  made  by 
using  steel  instead  of  copper  for  con- 
tact wire  in  the  overhead  construc- 
tion. The  low  voltage  d.c.  power  in 
general  use  on  electric  railways  at 
that  time  necessitated  copper  trolley 
wire,  hut  it  was  thought  that  with 
high  voltage  a.c.  power,  it  would  be 
feasible  to  use  the  cheaper  material. 
Recently,  however,  this  company  has 
been  replacing  the  old  steel  contact 
wire  with  phono-electric  wire,  and 
on  new  construction  only  the  latter 
wire  has  been  used. 

The  overhead  system  of  this  prop- 
erty is  similar  to  that  in  use  on  the 
New  York,  New  Haven  &  Hartford 
Railroad  between  Stamford  and  New 
Haven,  on  the  Harlem  River  division 
of  that  road  and  elsewhere.  Three 
wires  in  the  same  vertical  plane  are 
used  over  each  track.  From  the  top- 
most, or  catenary,  messenger  are  sus- 
pended by  hangers  a  pair  of  parallel 
wires  about  2  in.  apart.  The  upper 
of  the  two  parallel  wires  is  the 
straight  messenger,  and  the  lower  is 
the  contact  wire.  All  three  wires 
are  alive,  and  power  is  supplied  at 
11,000  volts  at  the  anchor  bridges 
about  9  miles  apart. 

Size  No.  0000  grooved  steel  wire 
was  used  for  the  contact  wire  when 
the  road  was  first  built.  No  trouble 
has  ever  been  experienced  on  ac- 
count of  the  lower  conductivity  of 
steel  as  compared  to  copper.  The 
freedom  from  this  trouble  may  be 
due  to  the  fact  that  the  power  de- 
mands have  never  closely  approached 
100  per  cent  of  the  line  capacity.  But 
it  has  been  found  that  the  steel  wire 
rusts  badly,  especially  in  the  groove. 
This  defect  was  considered  so  seri- 
ous that  all  replacements  and  exten- 
sions are  now  being  made  with  No. 
0000  phono-electric  trolley  wire.  At 
present  about  36  miles  of  the  latter 
are  in  use,  and  only  about  21  miles 
of  the  old  steel  wire  remains  on  the 
upper  end  of  the  White  Plains 
branch. 


The  use  of  steel  contact  wire  pro- 
duced a  most  undesirable  result  in 
another  direction.  The  friction  of 
the  steel  shoe  of  the  pantograph 
against  the  steel  of  the  contact  wire 
caused  a  steel  oxide  dust  of  some 
sort  resembling  iron  rust  to  be  de- 
posited on  the  roofs  of  the  cars. 
There  was  not  so  much  objection  to 
the  presence  of  the  iron  oxide  on  the 
roof,  but  when  it  rained,  this  sub- 
stance was  washed  down  onto  the 
sides  of  the  cars,  quickly  giving  even 
a  newly  painted  car  a  very  drab  ap- 
pearance. No  method  of  cleaning  has 
been  successful  in  removing  this  dis- 
coloration. A  car  fresh  from  the 
paint  shop  could  hardly  be  distin- 
guished at  the  end  of  a  month's  time 
from  any  other  car  on  the  road. 

In  the  Electric  Railway  Journal 
of  May  18,  1918,  appeared  a  descrip- 
tion of  the  way  that  special  gutters 
along  the  roof  had  been  applied  to 
remedy  the  difficulty.  But  even  this 
step  did  not  wholly  prevent  the  trou- 
ble. The  use  of  phono-electric  con- 
tact wire,  however,  has  reduced  to  a 
marked  degree  the  deposit  of  rust  on 
the  roofs  of  the  cars.  The  original 
dark  green  color  of  the  paint  is  pre- 
served longer  and  it  is  expected  that 
the  trouble  will  be  entirely  elim- 
inated as  the  use  of  alloy  wire  is 
extended. 

Porcelain  Strain  Insulators 
Substituted 

Another  change  which  is  being 
made  in  the  overhead  construction  of 
the  New  York,  Westchester  &  Boston 
is  in  the  type  of  span  wire  insulators. 
Wood  strain  insulators  were  used  at 
first,  but  their  maintenance  has  been 
so  expensive  that  porcelain  insula- 
tors are  now  replacing  them  at  the 
rate  of  300  to  400  a  season.  In  damp 
weather  there  was  considerable  cur- 
rent leakage  across  the  surface  of 
the  wood.  This  charred  and  burned 
the  material  until  at  length  it  was 
so  weakened  that  it  could  no  longer 
stand  the  strain.  In  order  properly 
to  maintain  a  wood  insulator  it  was 
found  necessary  on  this  property  to 


take  it  down  at  least  once  in  two 
years,  sandpaper  the  surface  thor- 
oughly and  give  it  three  coats  of  var- 
nish. On  the  other  hand,  a  porcelain 
insulator  needs  almost  no  further 
attention  after  being  once  installed, 
and  is  therefore  more  economical  in 
the  long  run. 

Loose  Hangers  Eliminated 

Some'trouble  has  been  experienced 
on  the  N.  Y.,  W.  &  B.  at  times  from 
loose  trolley  hangers.  The  vibration 
caused  by  the  passing  of  the  panto- 
graph along  the  wire  loosened  the 
screws  which  held  the  hangers 
clamped  to  the  wire.  To  obviate  this 
trouble,  the  screws  have  now .  been 
replaced  by  bolts  and  lock  washers. 
Since  the  change  a  loose  hanger  is 
an  almost  unknown  thing  on  this 
road. 


T 


Weather  Protection  for 
Joint  Plates  Pays 

HE   Market    Street   Railway   of 


San  Francisco  recently  bought 
1,200  pairs  of  joint  plates  in  prepara- 
tion for  track  reconstruction  now 
contemplated  and  stored  these  plates 
in  the  material   yard  awaiting   use. 


Inexpensive  Housing  Over  Storage  PUe  of 
1,200  Joint  Plates 

As  it  will  be  at  least  several  months 
before  all  of  these  will  be  required, 
a  pile  was  made  at  a  point  convenient 
to  a  spur  track  and  a  light  frame 
shed,  with  tar  paper  roof,  was  erected 
over  the  pile. 

The  shed  was  built  at  very  little 
labor  cost,  with  old  lumber  available 
in  the  yard,  and  will  prevent  the  rust 
and  scale  that  accumulates  rapidly  on 
new  metal  exposed  to  the  weather. 


March  31,  1923 


Electric    Railway    Journal 


573 


Removing  Grease  and  Dirt 
from  Compressor  Parts 

A  NUMBER  of  railways  use  hot 
lye  for  cleaning  dirty  and 
greasy  metal  parts,  but  its  use  in 
compressor  overhauling  is  not  gen- 
erally practiced.  The  equipment, 
however,  for  carrying  on  this  work 
is  simple  and  easy  to  construct  and 
the  results  obtained  far  outweigh  the 
cost  necessary. 

The  New  York  Consolidated  Rail- 
way overhauls  all  its  air  compressors 
on  a  time  schedule  which  brings 
them  in  about  once  every  fifteen 
months.  The  compressors  are  en- 
tirely dismantled,  and  before  any 
work  is  done  toward  replacement  or 
repairs  the  parts  are  thorougly 
cleaned.  To  do  this  all  parts  except 
gears,  pistons,  crankshafts  and  con- 
nection rods  are  placed  in  a  tank 
containing  a  cleaning  solution.  Two 
tanks  constructed  of  sheet  iron  are 
used  for  the  cleaning  work.  They 
are  the  same  size,  being  41  in.  x 
32  in.  X  31  in.  high,  set  on  a  frame- 
work which  brings  the  bottoms  9  in. 
above  the  floor  and  having  angle  iron 
corners  to  provide  for  stiffness  and 
convenient  riveting.  A  2-in.  x  2-in. 
angle  iron  is  used  at  the  bottom.  The 
legs  are  also  made  of  2-in.  x  2-in. 
angle  iron  and  there  are  three  on 
each  side.  A  l*-in.  flat  strip  helps 
to  steady  the  legs  and  form  a  more 
rigid  support.  One  of  these  tanks 
is  used  for  the  hot  cleaning  solution, 
the  other  is  a  rinsing  tank,  in  which 
cold  water  is  used. 

The  tank  containing  the  cleaning 
solution  has  a  gas  heating  equipment 
which  consists  of  three  long  burners 
installed  underneath  the  tank.  Also, 
in  order  to  circulate  the  cleaning 
solution  and  provide  for  proper  mix- 
ing, an  air  connection  is  led  into  the 
solution  at  one  corner.  Air  is  in- 
jected at  an  elbow  near  the  bottom 
which  has  a  plug  with  a  large  num- 
ber of  holes  in  it.  Two  sheet-iron 
covers  with  proper  handles  are  used 
to  cover  the  cleaning  tank  while  the 
various  parts  are  being  cleaned.  Or- 
dinarily the  parts  are  left  in  the  solu- 
tion about  one-half  hour.  The  large 
parts  are  handled  by  an  overhead  air 
crane  and  the  small  parts  are  placed 
in  the  solution  by  hand  after  ropes 
have  been  attached  to  them  so  that 
they  can  be  conveniently  removed. 
Small  bolts,  washers,  nuts  and  the 
like  are  placed  in  an  iron  receptacle 
which  is  filled  with  holes  so  that  the 
cleaning  solution  readily  enters  it. 
The  cleaner  used  at  present  is  fur- 


nished by  J.  C.  Ford  of  Wyandotte, 
Mich.,  and  20  lb.  of  the  cleaning 
powder  is  used  to  100  gal.  of  water. 
About  every  other  day  2  lb.  of 
cleaning  powder  and  10  gal.  of  water 
are  added. 

After  the  various  parts  to  be 
cleaned  have  been  in  the  cleaning 
solution  for  a  half  hour  they  are 
removed  and  brushed  briskly  with  a 
hand  brush  or  a  broom  and  are  then 
placed  in  the  rinsing  tank.  Large 
parts  are  raised  and  lowered  in  the 
rinsing  water  by  means  of  the  over- 
head hoist,  and  the  smaller  parts  are 
moved  around  so  as  to  give  them 
a  thorough  rinsing.  Cold  water  is 
continually  flowing  into  and  out  of 
the  rinsing  tank,  and  an  overflow  is 
made  with  a  1-in.  pipe  connection 
and  the  opening  into  this  has  a 
screen.  The  tanks  used  will  hold 
130  gal.  when  filled  up  to  the  over- 
flow pipe. 

In  order  that  the  various  parts 
may  be  kept  together  and  assembled 
in  the  proper  compressor  each  is 
numbered  with  red  paint  as  it  is 
removed  from  the  rinsing  tank. 


Light-Weight,  Double- 
Burner  Preheater 

THE  Metal  &  Thermit  Corpora- 
tion has  perfected  a  new  light- 
weight double-burner  rail  preheater 
for  thermit  rail  welding  which  is  par- 
ticularly designed  to  expedite  work 


LlBht-Welght  Double-liuriiLr  Ir.h.iiter 

where  the  two  burners  can  be  used 
for  preheating  two  joints  simulta- 
neously. 

The  new  double-burner  preheater 
has  been  thoroughly  tested  and  has 
proved  to  be  of  as  high  efficiency  as 
the  single-burner  preheater,  which 
will  continue  to  be  supplied  for  use 
in  cases  where  the  double-burner 
preheater    is   not   feasible,    such    as 


where  the  joints  to  be  welded  are 
scattered.  The  capacity  of  the  blower 
and  gasoline  tank  of  the  new  double- 
burner  preheater  is  double  that  of 
the  single-burner  preheater,  and  the 
new  preheater  is  equipped  with  two 
heating  coils  instead  of  one,  also  with 
two  25-ft.  lengths  of  hose. 


Obtaining  Best  Results 
from  Preheaters 

THE  Metal  &  Thermit  Corpora- 
tion, which  has  recently  been  con- 
ducting some  extensive  experiments 
with  different  types  of  burners  to  be 
used  in  connection  with  its  standard 
thermit  preheaters,  found  that  the 
best  results  were  secured  with  a 
burner  pipe  i  in.  in  diameter,  swaged 
down  at  one  end  and  then  drilled  with 
a  A-in.  hole.  Such  a  burner  pipe 
fully  atomizes  the  fuel  before  it  en- 
ters the  mold  and  gives  the  best 
combustion.  It  was  found  that  when 
larger  burners  were  used,  or  when 
ends  had  not  been  swaged  down,  con- 
siderable air  and  fuel  was  wasted. 
The  fuel  does  not  become  fully  atom- 
ized, with  the  result  that  raw  oil  is 
carried  into  the  mold  or  is  wasted  by 
dripping  from  the  end  of  the  pipe. 
A  proper  nozzle  as  described  can  be 
easily  made. 


Tin  Superior  to  Solder  for 
Fastening  Wires 

SOLDER  has  been  replaced  by  tin 
in  the  shops  of  the  Municipal 
Railway  at  San  Francisco  as  a  means 
for  holding  together  the  wires  used 
in  banding  armatures.  This  change 
has  been  made  to  take  advantage  of 
the  superior  bonding  quality  devel- 
oped by  molten  tin  in  contact  with 
tinned  steel  and  copper.  Copper 
strips  are  placed  around  the  arma- 
ture as  bands  on  which  to  wind  the 
steel  wires  and  the  tin  is  applied 
with  a  soldering  iron  just  as  in  the 
ordinary  use  of  solder. 


Keeping  Down  Oil 
Consumption 

IN  THE  shops  of  the  Eastern  Mas- 
sachusetts Street  Railway  at  Fall 
River  the  local  master  mechanic,  J.  J. 
Curley,  has  his  oilers  divided  into 
crews,  each  of  which  is  supposed  to 
do  its  work  as  if  It  were  operating 
a  small  carhouse  of  its  own.  Each 
crew  has  its  own  packing  can  in  the 
oil  house  with  its  own  waste  soaking 
and  draining  outfit.  Each  is  allowed 
a  certain  amount  of  oil  per  month 
and  is  expected  to  get  along  within 


574 


Electric    Railway    Journal 


Vol.  61.  No.  13 


this  allowance.  Each  man  is  fur- 
nished with  a  5-gal.  can  with  a  pad- 
lock so  no  one  else  uses  his  oil. 


Smoothing  Oflf  Rebab- 
bitted  Bearings 

THE  old  method  of  trimming  up 
the  edges  of  "windows"  in  re- 
babbitted  bearings  for  the  journal 
boxes  of  street  cars  has  been  dis- 
carded in  the  shops  of  the  Municipal 
Railway  at  San  Francisco  in  favor  of 
the  oxyacetylene  torch.  The  torch 
flame  is  simply  run  around  the  edges 
of  the  windows,  removing  surplus 
metal  and  leaving  a  smooth  edge. 


Utilizing  Out-of-Doors  in 
Pipe  Cutting 

IN  THE  Fall  River  shops  of 
the  Eastern  Massachusetts  Street 
Railway  a  pipe  vise  is  mounted  on 
a  bench  close  to  an  outside  wall.  A 
hole  has  been  made  in  the  wall  and 
covered  with  a  slide,  to  permit  the 
end  of  a  pipe  to  be  threaded  or  cut 
without  having  the  entire  length  of 
the  pipe  in  the  room,  the  pipe  being 
pushed  out  through  the  hole  to  get 
rid  of  it.  For  use  where  quarters 
are  close  this  plan  appears  to  have 
merit  and  it  certainly  has  proved 
to  be  convenient. 


Oosing  Up  Spread  Arma- 
ture Core  Laminations 

IN  REPAIRING  railway  motor  ar- 
matures, the  laminations  are  some- 
times found  to  be  bent  at  the  end  of 
the  armature  core  to  such  an  extent 
that  the  coils  used  for  rewinding 
will  not  fit.  Also  in  the  ventilated 
core  type  of  armature  the  lamina- 
tions become  bent  adjacent  to  the 
ventilating  slots,  sometimes  to  such 
an  extent  that  the  slots  are  entirely 
closed  at  the  top.  Where  armatures 
are  found  in  this  condition  it  is 
quite  necessary  that  the  laminations 
be  bent  back  into  place.  In  doing 
this,  if  the  laminations  are  struck 
on  the  end  without  some  sort  of  sup- 
port a  little  farther  on,  the  bending 
is  only  transmitted  to  another  part. 
In  order  to  take  care  of  this  con- 
dition, the  New  York  &  Queens 
County  Railway  has  made  some 
special  tools  which  it  uses  in  its 
Woodside  shop  armature  room.  To 
hold  the  laminations  at  the  ventilat- 
ing slot  and  also  to  bend  these  back 
in  position  a  wedge-shaped  tool  with 
a  slot  in  the  wedge  portion  is  used. 
This  is  driven  into  the  ventilating 


core  opening,  the  slotted  part  of  the 
tool  being  of  sufficient  size  to  fit  over 
the  through  portion  of  the  slot. 
With  the  tools  inserted  in  the  ven- 
tilating core,  the  end  laminations 
can  be  bent  back  without  danger  of 
shifting  other  laminations.  A  tool 
has  been  made  which  fits  over  the 
end  bell  of  the  armature  and  has  a 


flat  end  to  rest  against  the  end 
lamination.  This  can  be  driven  with 
a  mallet  without  danger  of  its  tip- 
ping up  due  to  the  blo\^s,  and  thus 
the  laminations  can  be  bent  back 
into  position.  Sometimes  where 
laminations  rub  the  pole  faces  badly 
they  become  distorted  to  as  much 
as  J  inch. 


New  Equipment  Available 


} 


New  Bail-Bearing,  Self- 
Priming  Pump 

THE  Fulflo  Specialties  Company, 
Blanchester,  Ohio,  has  added  to 
its  line  of  pumps  the  75-gal.,  ball- 
bearing, motor-driven  pump  shown  in 
the  accompanying  illustration.     The 


Motor-Driven.   Impeller   Pump   of    the 
"Falflo"   Type 

manufacturers  have  given  special 
attention  to  the  self-priming  and 
anti-clog  features  of  these  pumps 
and  to  their  free-floating  impellers. 
The  construction  is  such  that  a 
steady  flow  of  liquid  is  assured, 
whether  the  demand  be  small  or 
great. 


New  Device  Signals 
Rear  Traffic 

THE  tremendous  increase  in  auto- 
mobile traffic  has  created  new 
types  of  accidents  in  the  form  of 
damages  to  street  cars  from  rear- 
end  collisions  and  injuries  to  alight- 
ing passengers  from  automobiles 
failing  to  stop  with  the  car. 

An  indicating  stop  signal  system 
has  been  developed  exclusively  for 
street  railway  service,  arranged  so 
that  with  the  first  act  of  the  motor- 
man  to  stop  the  car  by  air-brake 
application,  a  signal  light  located  on 
the  rear  dash  signals  the  act  to  the 
rear  traffic. 

The  signal  is  in  the  form  of  an  in- 
closed electric  lamp,  one  side  of  the 
box  being  fitted  with  a  red  cross- 
ribbed  glass  and  the  word  "stop" 
ground  into  it,  somewhat  on  the 
order  of  the  popular  stop  lamp  signal 
now  used  with  such  great  success  by 


motorists.  The  box  is  of  such  size 
that  large  distinct  letters  are  used 
enabling  the  rear  traffic  to  see  the 
signal  from  considerable  distance. 

The  signal  control  is  tied  in  with 
the  vestibule  doors  in  such  a  manner 
that  the  signal  lamp  will  remain 
lighted  until  all  doors  ai-e  fully  closed 
and  the  air  brakes  released.  This  is 
accomplished  by  the  use  of  door 
switches  which  make  contact  when 
the  doors  are  opened. 

The  signal  is  controlled  by  applica- 
tion to  the  air  brakes  through  a 
pneumatically  operated  switch  ar- 
ranged so  that  the  switch  contacts 
are  closed  with  the  first  few  pounds 
of  air  pressure  applied  to  the  brake 
system.  The  standard  electric  rail- 
way 23-watt  lamp  is  used,  eliminat- 
ing the  necessity  of  a  new  size  in 
lamps. 

On  cars  of  the  one-man  safety 
type,  where  the  doors  are  interlocked 
with  the  air  brakes  so  that  they  can- 
not be  opened  until  the  brakes  are 
applied,  the  door  switches  are  not 
required. 

This  device  is  manufactured  and 
sold  by  the  Oskel  Equipment  Com- 
pany, McCormick  Building,  Chicago. 


Duplex  Tape  Saves  Time 

A  COMBINATION  tape,  serving 
the  purpose  of  both  rubber  and 
friction  tapes,  is  now  being  made  by 
the  Diamond  Holdfast  Rubber  Com- 
pany. One  side  of  the  tape  is  a 
high-grade  rubber  compound,  red  in 
color,  and  the  reverse  side  is  fabric 
(friction  tape)  impregnated  with  ad- 
hesive and  insulating  mixtures.  The 
friction  side  of  the  tape  is  black. 
Two  advantages  are  claimed  for  this 
duplex  tape:  first,  that  the  time  saved 
by  doing  in  one  operation  what  is 
usually  done  in  two,  much  more  than 
counterbalances  a  higher  initial  cost ; 
and  second,  that  the  presence  of  the 
two  elements  in  one  tape  insures  that 
any  joint  which  is  taped  at  all  will 
be  taped  with  both  materials. 


March  31,  1923 


Electric    Railway    Journal 


575 


$25,000,000  Project 
Proposed 

Plans  for  Subway  System  for  Lines  of 

Pacific  Electric  Railway  in 

Los  Angeles 

The  Los  Angeles  Planning  Commis- 
sion has  just  filed  its  plans  with  the 
Los  Angeles  Board  of  Public  Utilities 
for  a  subway  system  for  the  cars  of 
the  Pacific  Electric  Railway  that  oper- 
ate in  congested  streets.  The  railway 
company  has  favorably  received  the 
plans.  The  construction  of  the  lines 
embraced  in  the  project  would  represent 
an  expenditure  of  $20,500,000.  The 
proposed  system  of  subways  includes 
the  provision  of  an  underground  ter- 
minal beneath  the  city's  central  park 
known  as  Pershing  Square.  The  plans 
have  also  been  approved  by  the  Com- 
munity Development  Association  of  Los 
Angeles. 

It  is  understood  that  the  report  of 
the  City  Board  of  Public  Utilities  to  the 
City  Council  on  transportation  matters 
in  Los  Angeles  will  recommend  that 
the  Pacific  Electric  and  the  Los  Angeles 
Railway  lines  be  awarded  the  fran- 
chises asked  by  them  to  operate  motor 
bus  "feeder"  lines  to  serve  throughout 
the  entire  city;  that  the  two  railways 
arrange  to  establish  a  system  of  inter- 
company transfers,  and  that  the  Pacific 
Electric  lines  provide  the  necessary  sub- 
way system  whereby  it  would  remove 
all  of  the  interurban  electric  trains 
from  the  city's  streets. 

There  will  be  no  definite  recommenda- 
tion by  the  board,  it  is  said,  with  re- 
spect to  the  application  of  the  People's 
Motor  Bus  Company,  which  is  fostered 
by  the  McAdoo  interests,  for  franchise 
rights  on  60  miles  of  the  city's  streets. 
The  board's  proposal  in  this  matter  is 
left  to  the  decision  of  the  people  at  the 
election  on  May  1.  One  of  the  initi- 
ative measures  is  designed  to  open  up 
the  congested  district  of  the  city  to 
the  operation  of  jitneys  and  motor 
buses.  The  other  measure  calls  for  a 
straw  vote  on  the  question  whether, 
the  City  Council  shall  advertise  for  sale 
a  twenty-one-year  franchise  such  as 
petitioned  for  by  the  People's  Motorbus 
Company  for  the  operation  of  a  motor- 
bus  system  in  Los  Angeles. 

The  huge  system  of  subways  has  also 
been  approved  by  the  Los  Angeles  Traf- 
fi-C  Commission. 

The  Pacific  Electric  Railway  has 
plans  already  prepared  for  the  construc- 
tion, at  a  cost  of  $3,000,000,  of  its  pro- 
posed Hollywood  rapid  transit  subway, 
the  terminal  in  Los  Angeles  being  pro- 
posed at  the  company's  present  Hill 
Street  terminal  located  between  Fourth 
and  Fifth  Streets  ion  Hill  Street. 

The  City  Planning  Commission  sug- 
gests that  the  present  plan  be  aban- 
doned  of  making   the   Pacific   Electric 


Railway  terminal  on  Hill  Street  between 
Fourth  and  Fifth  Streets  the  terminal 
of  the  Hollywood  subway,  on  which 
it  was  proposed  to  begin  work  shortly, 
and  that,  instead,  Pershing  Square, 
located  on  Hill  Street  between  Fifth 
and  Sixth  Streets,  be  made  the  site 
of  the  terminal.  The  cost  of  the  Hill 
Street-Hollywood  subway  project  is  esti- 
mated at  $3,000,000,  whereas  the  Per- 
shing Square  plan  would  cost  $4,500,000 


From  the  Pacific  Electric  viewpoint  the 
serious  problem  is  presented  ot  expending 
probably  $1,500,000  more,  since  subsurface 
terminals  are  expensive.  The  expenditure 
could  be  justified  only  in  the  hope  that  it 
might  fit  into  the  futufe  plans,  beneficial 
alike  to  the  city  and  to  tlie  railway.  It 
could  not  be  justified  on  tlie  basis  of  any 
increased  volume  of  busine.-is  in  connection 
with  the  construction  now  authorized.  We 
recognize  fully  though  the  force  of  tiie  City 
Planning  Commission's  idea  with  respect  to 
the  future  and  for  that  reason  will  make 
effort  at  once  to  secure  the  necessary  money 
if  this  project  Is  officially  approved. 

The  subways  immediately  to  be  built  with 
the  terminal  under  Pershing  Square  will,  of 
course,  greatly  relieve  trafllc  congestion 
on  Hill  and  Sixth  Streets,  to  the  very  great 
advantage  of  the  city  and  to  the  people  in 
the  Hollywood  -  Giendale  -  San  Fernando 
Valley  and  other  districts  lying  to  the  north 
and  west. 

The  service  would  not  only  be  much 
quicker  but  would  be  made  regular,  since 
there  would  be  no  street  interference  and 
a  central  terminal  location  would  be  pro- 
vided. 

As  has  already  been  announced,  the  work 
on  the  subway  with  the 
old  location  of  the  ter- 
minal at  Hill  Street  has 
been  authorized  and  the 
right-of-way  has  been 
substantially  all  pur- 
chased and  we  are  now 
ready  to  let  contracts  In 
accord  with  the  agree- 
ment with  the  Railroad 
Commission,  to  furnish 
improved  service  to 
Hollywood,  Giendale  and 
other  districts  concerned. 
Therefore  a  prompt  de- 
cision should  be  reached 
in  connection  with  the 
City  Planning  Commis- 
sion's project  in  order 
that  relief  may  be  had 
at  the  earliest  possible 
moment. 

It  is  further  stated  that  the  establish- 
ment of  the  subway  beneath  Pershing 
Square  need  not  ruin  the  beauty  of 
the  city  park,  but  on  the  contrary 
would  probably  improve  it. 


Slap   of    Downtown  Transit  Area 

A — Giendale-Hollywood-San         Fernando 

tunnel.     B Original  P.  E.  Santa  Monica 

Bay  subway  right  of  way.  C — Possible  ex- 
tension along  and  under  Sixth  Street,  west. 
D — Possible  extension  to  P.  E.  Station  at 
Sixth  and  Main  Streets.  E — Possible  exten- 
sion along  and  under  Olive  Street.  F — 
Possible  extension  along  and  under  Eiglith 
Street.  G — Possible  extension  along  and 
under  Tenth  Street.  H — Possible  extension 
along  and  under  Sixteenth  Street.  C.  F,  G 
and  H  are  to  serve  western  Los  Angeles  and 
Santa  Monica  Bay  districts. 


to  carry  out.  Located  four  blocks  east 
of  Pershing  Square  is  the  present  main 
interurban  terminal  of  the  Pacific  Elec- 
tric Railway  at  Sixth  and  Main  Streets. 
The  plan  would  be  to  connect  this  with 
the  Pershing  Square  terminal. 

D.  W.  Pontius,  vice-president  and 
general  manager  of  the  Pacific  Electric 
lines,  in  commenting  on  the  plans  of  the 
City  Planning  Commission  of  Los  Ange- 
les, stated,  in  part: 

If  instead  the  Hill  Street  surface  terminal 
is  used  then  it  cannot  subsequently  be 
changed  because  of  the  difterence  in  grades 
and  in  the  end  the  subway  system  serving 
the  city  would  be  disconnected.  There 
would  be  a  further  advant.ige  in  the  Icca- 
tlon  and  the  available  space.  Am  informed 
that  the  city  is  in  position  to  grant  fran- 
chise  for  subway  surface   rights. 


$1,000,000  for  Extensions  and 
Improvements  in  Toledo 

Complete  rebuilding  of  the  railway 
system  at  Toledo  is  contemplated  in 
the  studies  now  being  made.  It  will 
be  recalled  that  under  the  Milner 
service-at-cost  ordinance  the  Doherty 
interests  are  required  to  furnish  $1,000,- 
000  of  new  capital  for  extensions,  cross- 
town  line,  and  betterments  within  a 
period  of  two  and  one-half  years  from 
the  granting  of  the  ordinance.  The  time 
limit  for  the  new  work  and  new  capital 
will  be  up  July  1. 

Commissioner  Wilfred  E.  Cann  has 
informed  Council  that  his  organization 
was  busy  mapping  out  some  of  the 
changes  necessary  to  be  made  and  in 
securing  data  for  the  use  of  engineers 
working  on  the  problem. 

E.  O.  Mills  has  begun  the  study  of 
the  railway  for  the  purpose  of  arrang- 
ing an  ideal  system  to  handle  the  busi- 
ness and  traffic.  His  idea  is  to  co- 
ordinate the  railway  system  with  the 
general  zoning  plan,  development  of 
railroad  terminals,  grade  crossing  elim- 
inations, and  other  angles  of  the  city 
plan.  The  crosstown  line,  which  has 
been  a  demand  for  several  years,  will 
probably  be  worked  out  in  this  study. 


576 


Electric    Railway    Journal 


Vol.  61,  No.  13 


Commissioner  Cann  had  contemplated 
the  use  of  motor  buses  on  several  of 
the  extended  lines  or  in  crosstown  serv- 
ice provided  their  operation  on  lines 
now  authorized  furnished  data  to  insure 
their  successful  use. 

A  new  loop  for  interurbans  entering 
the  downtown  district  would  also  give 
them  access  to  the  Interurban  Station 
virith  only  a  small  portion  of  their  runs 
over  existing  lines  used  by  city  cars  and 
with  a  much  shorter  distance  to  travel 
in  the  congested  district.  This  plan  has 
the  approval  of  all  sides  and  is  awaiting 
financing  to  carry  it  out.  Interurbans 
may  be  asked  to  help  in  the  financing 
of  the  new  track  construction  due  to 
the  fact  that  it  will  mean  a  large  sav- 
ing to  them  in  trackage  rentals  an- 
nually. Within  the  loop  is  also  con- 
tained the  present  interurban  freight 
station. 


an  amendment  making  it  applicable  only 
to  St.  Louis.  In  the  Senate  it  was 
laughed  to  death. 


Killed  by  Ridicule 

A  bill  in  the  Missouri  Legislature 
requiring  the  United  Railways,  St. 
Louis,  to  equip  its  cars  with  stoplights 
was  fought  by  the  receiver's  attorneys 
until  finally  it  was  loaded  down  with 
absurd  amendments  and  then  killed  by 
ridicule. 

The  bill  as  amended  provided  that 
the  law  should  not  be  operative  except 
during  total  eclipses  of  the  sun  and 
moon. 

When  Senator  Kinney  called  up  the 
bill  Senator  Irwin  offered  an  amend- 
ment which  provided  that  every  driver 
of  a  street  car  should  be  required  to 
keep  a  copy  of  Senate  Bill  124  (the 
an  ti -bootlegging  bill)  conspicuously 
posted  in  each  and  every  ear  while 
standing  still   and   in   operation. 

Senator  Kinney  said  the  amendment 
did  not  appear  to  be  germane,  but  it 
was  adopted,  only  Kinney  dissenting. 
This  resulted  in  much  merriment. 
When  quiet  was  restored,  Senator 
Painter  sent  up  an  amendment  which 
provided  that  the  conductor  should  have 
additional  wire  and  when  the  car 
stopped  he  should  go  back  400  ft.  and 
post  a  light  that  bore  the  word  "stop." 
He  should  carry  a  pole  on  which  a  light 
should  be  posted. 

"I  am  afraid  that  amendment  will 
weaken  this  bill,"  said  Senator  Kinney, 
laughing.  "I  hope  the  Senate  vrill  de- 
feat it."  The  amendment  won  unani- 
mously. 

"Another  amendment,  Mr.  President," 
said  Irwin.  That  amendment  made  the 
bill  applicable  to  all  vehicles  and  wheel- 
barrows when  in  operation  on  the  pub- 
lic highways.     That  was  adopted. 

Senator  Proctor  then  offered  an 
amendment  which  provided  that  the  law 
be  only  in  effect  during  total  eclipses 
of  the  sun  and  moon.  "Now  that  the 
bill  has  been  perfected,"  said  Senator 
Kinney,  "I  move  that  it  be  put  upon  its 
final  passage."  "How  about  the  title?" 
inquired  Proctor.  "The  House  can 
amend  the  title,"  said  Kinney.  It  passed 
with  only  two  dissenting  votes. 

The  bill  as  originally  drafted  applied 
to  St.  Louis  and  Kansas  City.  It  passed 
the  House  in  that  form.  The  Senate 
committee   reported   it  favorably   with 


Railway  Relieved  from  Paving 
Requirements 

At  a  special  municipal  election  held 
in  Santa  Cruz,  Calif.,  on  Feb.  28  to 
vote  on  a  charter  amendment  that 
would  relieve  the  Union  Traction  Com- 
pany from  the  necessity  of  paving  be- 
tween the  rails  and  for  2  ft.  outside 
the  tracks,  the  amendment  carried  by 
143  votes;  the  total  number  of  votes 
cast  was  2,445. 

There  was  no  organized  effort  on  the 
part  of  the  proponents  to  carry  the 
election,  their  activity  being  confined 
to  sending  out  a  circular  prepared  by 
a  citizens'  committee  explaining  the 
facts  of  the  case.  This  circular  was  a 
four-page  leaflet  containing  questions 
and  answers.  The  situation  was  put 
very  forcibly  by  four  of  these  answers, 
which  were  as  follows: 

Q.  It  has  been  stated  that  the  street-car 
company  carries  a  certain  amount  of 
watered  stock.  Could  not  the  dividends 
paid  on  this  stocl<  be  used  for  street  paving 
purposes? 

A.  There  has  never  been  a  dividend  paid 
on  any  of  tile  stocli  of  the  Union  Traction 
Company,  watered  or  unwatered.  None  of 
this  stocli  has  any  value  and  any  person 
desiring  to  own  it  may  secure  title  to  it 
without    cost. 

Q.  Would  it  not  be  possible  to  reduce  the 
amount  being  paid  as  interest  on  borrowed 
money,  thus  securing  means  to  pay  for  cost 
of  street  paving? 

A.  No  interest  has  been  paid  by  the  com- 
pany for  six  years  and  no  money  has  been 
available  for  that  purpose.  As  a  result  of 
this  the  bonds  of  the  company  can  be 
bought  at  10  cents  on  the  dollar,  or  less. 

Q.  Why  should  the  city  not  acquire  the 
street  car  system  and  pay  for  street  pavinir 
out  of  the  earnings? 

A.  If  the  people  desire  to  try  this  experi- 
ment the  company  stands  ready  to  transfer 
the  property  to  the  city  without  charge. 

Q.  Is  it  possible  to  cut  down  street  car 
expenses  by  reducing  salaries  of  company 
officials? 

A.  Officials  of  the  company  receive  no 
salaries  whatever ;  neither  is  any  charge 
made  for  office  rent  or  clerical  service.  In- 
vestigation by  a  committee  of  citizens  dis- 
closed that  only  car  men,  shop  men  and 
track  men  are  on  the  payroll. 


$9,000,000  to  Be  Spent  for 
Improvements 

The  oflRcials  and  directors  of  the 
Terre  Haute,  Indianapolis  &  Eastern 
Traction  Company  of  Indiana  have  ap- 
proved plans  calling  for  an  expenditure 
of  nearly  $9,000,000.  The  program  as 
outlined  by  Robert  I.  Todd,  president, 
calls  for  the  following: 

Construction  of  super-power  plant,  $6,- 
000,000. 

Seven  substations,  estimated  cost  $750,000. 

Power    transmission     lines,     $1,000,000. 

Company's  part  of  freight  interurban  de- 
velopment.   $333,000. 

Total  for  Terre  Haute,  Indianapolis  & 
Eastern,  $8,083,000. 

Indianapolis  Street  Railway,  new  rolling 
stock,  $500,000. 

Mr.  Todd  hopes  to  see  most  of  the 
program  put  through  this  year.  How- 
ever, the  outcome  so  far  as  the  con- 
struction of  the  power  station  here  de- 
pends on  the  suit  filed  in  Indianapolis 
to  determine  the  right  of  the  Indiana 
Public  Service  Commission  to  issue  an 
■rder  of  convenience  permitting  the 
company  to  enter  this  field  with  a  new 
power  plant.  The  order  issued  by  the 
commission  does  not  limit  the   T.  H., 


I.  &  E.  to  supplying  power  for  itself. 
It  is  being  attacked  by  the  Indianapolis 
Light,  Heat  &  Power  Company  and  the 
Merchants  Heat  &  Light  Company, 
which  have  plants  at  Indianapolis,  Ind., 
and  insist  that  they  are  able  to  take 
care  of  the  city's  needs  of  power. 

In  a  statement  which  he  made  Mr. 
Todd  said:    . 

There  are  just  two  factors  which  are  con- 
fronting us  in  our  effort  to  solve  present 
power  transmission  and  street  railway  prob- 
lems. They  are,  more  power,  and  next,  more 
equipment — rolling  stock — and  our  entire 
development  program  scheduled  for  the 
present  year  revolves  about  those  two.  In 
order  to  remedy  the  power  situation,  we 
have  plans  and  have  made  arrangements  to 
construct  a  super-power  plant  at  our  West 
Tenth  Street  station,  costing  approximately 
$6,000,000. 

More  electric  power  is  imperative  for  the 
solution  of  our  railway  traffic  problem,  and 
to  that  end,  we  have  planned  to  erect  six 
or  seven  substations  at  various  points 
throughout  the  city.  The  next  step  will  be 
the  purchase  of  more  rolling  stock,  and 
the  year's  plans  call  for  the  purchase  of 
fifty  new  cars  for  the  Indianapolis  Street 
Railway. 

However,  much  of  this  development  work 
is  contingent  upon  the  litigation  in  the 
local  court.  We  expect  when  that  is  out 
of  the  way  to  begin  immediately  upon  the 
year's  construction  program.  It  is  one  of 
the  most  extensive  developments  ever  at- 
tempted by  the  company.  I,  of  course, 
would  rather  have  said  "we  did"  than  "we 
are  going  to  do,"  but  I  am  telling  you  the 
scope  of  our  plans  for  this  year. 

A  special  judge  has  been  appointed 
to  try  the  case  immediately. 


San  Diego  Employees  Receive 
Pay  Increase 

An  increase  of  pay  to  its  platform 
men  which  will  cost  the  San  Diego 
(Calif.)  Electric  Railway  about  $40,000 
a  year  more  than  the  old  schedule  was 
announced  by  Claus  Spreckels,  general 
manager,  at  a  meeting  of  the  company's 
employees  March  15.  The  new  schedule 
became  effective  March  16  and  will 
mean  an  increase  of  from  5  to  10  cents 
an  hour  for  the  men.  The  wage  in- 
crease was  a  complete  surprise  to  the 
men,  and,  along  with  other  plans  of  the 
company,  was  announced  by  Manager 
Spreckels  as  a  part  of  his  aim  to  make 
San  Diego's  the  "best  street  car  system 
in  the  United  States." 

The  new  wage  scale  of  the  com- 
pany ranges  from  40  cents  an  hour  for 
beginners  to  55  cents  an  hour  as  top 
pay,  with  possible  bonuses  that  bring 
the  top  pay  to  65.5  cents,  and  4  cents 
an  hour  is  added  all  the  way  through 
for  one-man  car  operators. 

The  new  schedule  of  pay  is  as  fol- 
lows: 


TWO-MAN  CAR  OPERATORS 

New  Rate 
Ti-ith 
New    Estimated 
Rate        Bonus 

Rrst  three  months 40.0        50  5 

Next  three  months 41.5         52  0 

Next  six  months 43.0         53.5 

.Second  year 45.0         55.5 

Third  year 46.0         56.5 

Fourthvear 47  0         57.5 

Fifth  to  ninth  vear 48  0        58.5 

Tenth  to  fourteenth  year 49  0         59  5 

Fifteenth  to  nineteenth  year 50.0         60.5 

Twentieth  to  twenty-fourth  year     52.5         63.0 

Twenty-fifth  year  ana  after 55.0         65.5 

Estimated  amounts  included  in  the  bonus; 

Ticket  commissions $3.  50 

Accident  fund 3 .  00 

Monthly  bonus , 2.00 

Welfare  service 2 .  00 

Total $10.50 


March  31,  1923 


Electric    Railway    Journal 


577 


Columbus  Award  Sustained, 
but  Reduced  Slightly 

The  Court  of  Appeals  of  Ohio  in  the 
case  of  the  Columbus  Railway,  Power 
&  Light  Company,  Columbus,  Ohio, 
against  E.  W.  Clark  &  Company  and 
the  individual  members  of  that  com- 
pany has  rendered  a  judgment  for 
$799,017,  which  with  interest  of  $337,292 
computed  to  April  1  makes  a  total 
amount  of  $1,136,310.  This  is  a  smaller 
amount  than  was  awarded  by  the  lower 
court  mainly  due  to  the  fact  that  the 
management  contract  was  not  made 
until  the  year  1912.  Under  the  decision 
of  the  Court  of  Common  Pleas  the  prin- 
cipal award  was  $1,079,726  with  interest 
of  $432,294  to  April  1,  making  $1,512,- 
021  as  against  the  Court  of  Appeal's 
principal,  including*  interest,  $1,136,310, 
or  a  net  diflference  of  $375,711. 

On  Jan.  21,  1922,  Judge  Kinkead  of 
the  Franklin  County  Common  Pleas 
Court  rendered  a  judgment  of  $1,079,726 
in  favor  of  the  local  Columbus  Com- 
pany against  E.  W.  Clark  &  Company, 
former  operating  managers  at  Colum- 
bus, in  the  so-called  Slaymaker  suit.  A 
list  of  the  items  in  the  judgment  was 
published  in  the  Electric  Railway 
Journal  for  Jan.  28,  page  168. 


Arbitration  to  Be  Discussed 
in  New  York 

The  week  of  May  7-12  will  be  "Arbi- 
tr'ation  Educational  Week."  In  that 
seven-day  period  commercial  associa- 
tions and  trade  organizations  in  New 
York  City  and  State  will  unite  in  an  in- 
tensive effort  to  make  known  to  all 
citizens  the  benefits  to  be  derived  by 
making  use  of  arbitration  in  the  settle- 
ment of  business  differences  and  dis- 
putes. 

An  endeavor  will  be  put  forth  in 
this  week  of  may  to  let  people  know 
that  within  their  reach  there  is  a  simple 
and  direct,  a  prompt  and  inexpensive 
way  of  deciding  controversies  and  of 
avoiding  the  costly,  harassing  and 
tedious  processes  of  litigation. 

The  announcement  of  this  "educa- 
tional drive  for  arbitration"  was  made 
at  a  dinner  given  by  the  Arbitration 
Society  of  America  to  some  400  repre- 
sentatives of  trades,  industries  and 
commercial  and  professional  organiza- 
tions at  the  Hotel  Pennsylvania,  New 
York   City,   the   evening   of   March   14. 

All  who  are  interested  in  the  move- 
ment for  the  week's  educational  course 
in  arbitration  are  requested  to  commu- 
nicate with  temporary  headquarters  of 
the  committee  which  have  been  estab- 
lished in  Room  906,  115  Broadway, 
where  information  as  to  the  plan  for 
"Arbitration  Educational  Week"  will  be 
gladly  given. 


It  will  cost  about  $350,000  fully 
equipped.  It  is  the  aim  of  the  company 
to  have  the  plant  finished  in  time  for 
the  annual  Missouri  State  Fair  in 
August.  A  combination  of  coal  and  oil 
settings  is  being  installed  so  that  either 
fuel  can  be  used.  The  smokestack  will 
have  a  diameter  of  20  ft.,  setting  on  a 
block  of  concrete,  which  will  be  40  ft. 
in  diameter  and  9  ft.  deep. 


Passage  of  Bill  Permits  Railway 
to  Enter  Cincinnati 

The  first  step  toward  the  entrance 
of  the  Cincinnati,  Lawrenceburg  &  Au- 
rora Electric  Street  Railroad  into  the 
heart  of  the  Cincinnati  business  district 
on  an  elevated  structure  was  taken  on 
March  9,  when  the  House  of  Represeni- 
atives  at  Columbus,  unanimously  passed 
the  bill  of  Representative  Samuel  Lipp 
of  Cincinnati  carrying  the  necessary 
legislation.  The  bill  repeals  an  old  law 
which  limited  the  fare  to  be  charged 
on  elevated  railways  within  city  limits 
to  5  cents  and  substitutes  a  provision 
that  the  rate  of  fare  shall  be  agreed 
upon  between  the  City  Council  and  the 
interurban  company.  The  proposed 
elevated  structure  will  extend  the  in- 
terurban line  from  its  present  terminus 
at  Anderson's  Ferry  to  the  Dixie  Ter- 
minal. 

Arrangements  were  completed  more 
than  a  year  ago  to  extend  the  interur- 
ban road  so  as  to  bring  its  cars  into  the 
Dixie  Terminal  on  elevated  tracks  from 
Sixth  Street  and  State  Avenue.  When 
it  was  found  that  the  Schmidlapp  law 
provided  that  only  a-  5-cent  fare  could 
he.  charged  the  project  was  abandoned 
for  the  time  being  because  it  could  not 
be  financed  on  that  basis.  The  Cincin- 
nati, Lawrenceburg  &  Aurora  Electric 
Street  Railroad  will  use  the  right-of- 
way  of  the  Big  Four  Railroad  from 
Anderson's  Ferry  to  Sixth  Street  and 
State  Avenue.  The  railroad  has  agreed 
to  lease  part  of  its  property  to  the  in- 
terurban company  for  that  purpose. 
The  extension  would  cost  $750,000. 


New  Plant  Ready  in  August 

The  City  Light  &  Traction  Company's 
new  plant  at  Sedalia,  Mo.,  in  course  of 
erection  by  the  Henry  L.  Doherty  in- 
terests of  New  York  City,  will  probably 
be  ready  for  operation  by  August.  The 
plant  will  have  a  capacity  of  8,000  kw. 


Looks  to  Electrification. — P.  H.  Nee, 
superintendent  of  the  Wisconsin  Val- 
ley division  of  the  Chicago,  Milwaukee 
&  St.  Paul  Railway,  stated  in  Merrill 
recently  that  he  looked  forward  to  the 
eventual  electrification  of  the  Wiscon- 
sin Valley  system  of  the  road  with  over- 
head lines. 

Reports  No  Accidents.  —  The  City 
Light  &  Traction  Company  at  Sedalia, 
Mo.,  on  March  16,  announced  that  not 
a  single  accident  had  been  reported 
since  Jan.  1.  This  is  declared  to  have 
been  the  longest  period  of  time  ever 
passed  that  some  employee  of  the  trac- 
tion had  not  incurred  a  personal  injury 
of   some  sort. 

Seeks  Restoration  of  Service. — As- 
semblyman Dunne  has  introduced  a  bill 
in  the  New  York  State  Legislature  di- 
recting the  Brooklyn  Heights  (N.  Y.) 
Railroad,  or  such  person  as  may  be  in 
control  of  the  same,  to  restore  service 
on    the    Tompkins-Culver   line,    in    the 


Borough  of  Brooklyn,  State  of  New 
York,  for  a  fare  not  exceeding  5  cents. 

Classes    for    Supervisors    Formed. — 

Regular  classes  for  supervisors  have 
been  started  by  the  Los  Angeles  (Calif.) 
Railway,  to  keep  them  informed  on 
recent  matters  affecting  transportation. 
The  meetings  are  held  every  Friday  in 
the  instruction  department  lecture  room. 
Subjects  are  announced  for  one  week 
ahead  and  certain  supervisors  are  in- 
structed to  prepare  to  lead  the  discus- 
sion. 

Opposed  to  Germantown  Branch. — 
In  a  report  to  the  City  Council  Transit 
Director  Twining  of  Philadelphia,  Pa., 
opposed  the  construction  of  a  high- 
speed branch  of  the  Broad  Street  sub- 
way to  Germantown  and  Chestnut  Hill. 
He  said  he  believed  that  the  proposed 
electrification  of  the  Philadelphia  & 
Reading  Railway  branch  to  German- 
town  would  take  care  of  the  transporta- 
tion needs  of  that  section. 

Commission    Requires    Data    Filed. — 

In  line  with  its  policy  of  keeping  a 
close  account  of  the  affairs  of  all  public 
utilities  corporations  in  order  that  the 
public  interest  may  be  thoroughly  safe- 
guarded, the  California  Railroad  Com- 
mission recently  adopted  a  resolution 
requiring  public  utilities  to  file  salary 
data  and  an  accounting  of  donations, 
contributions,  subscriptions  and  cash 
balances. 

Employees  Have  Chance  to  Win 
Money. — The  British  Columbia  Electric 
Railway,  Vancouver,  B.  C,  will  offer  a 
prize  of  $5  each  month  to  the  best 
article  on  the  prevention  of  street  car 
accidents.  The  contest  is  open  to  any 
employee  not  on  the  office  payrolls. 
According  to  the  rules  of  the  contest 
articles  must  be  turned  in  on  or  before 
the  twentieth  of  the  month  and  should 
not  be  more  than  500  words  long. 

Re-Elect  Employees  Representative. — 

Employees  of  the  Louisville  (Ky.)  Rail- 
way, were  so  well  pleased  with  the  work 
of  Daniel  L.  Kehl,  representative  of  the 
Welfare  Association  of  Employees  on 
the  board  of  directors  of  the  company, 
that  they  re-elected  him  as  employees' 
representative  at  the  annual  election 
on  Feb.  15.  Mr.  Kehl  is  a  clerk  in  the 
maintenance  of  way  department.  The 
praictice  of  having  an  employee  on  the 
board  was  started  in  1922,  and  has  be- 
come a  part  of  the  regular  method  ef 
handling  the  affairs  of  the  company. 

J.  N.  Clark  Heads  Pacific  Railway 
Club. — The  Pacific  Railway  Club,  at  its 
meeting  in  Berkeley,  Calif.,  on  March 
8,  listened  to  an  address  by  George  M. 
Basford,  consulting  engineer,  Lima 
Locomotive  Works,  Inc.,  on  the  subject 
"As  to  the  Locomotive,  What  Next?" 
New  officers  for  the  year  were  elected 
as  follows:  President,  J.  N.  Clark,  chief 
fuel  supervisor  Southern  Pacific  Com- 
pany; first  vice-president,  J.  M.  Yount, 
master  mechanic  Market  Street  Rail- 
way; second  vice-president,  H.  A.  Mit- 
chell, vice-president  and  general  man- 
ager San  Francisco-Sacramento  Rail- 
road; treasurer,  R.  G.  Harmon,  chief 
clerk  city  freight  department.  Western 
Pacific  Railroad. 


578 


Electric    Railway    Journal 


Vol.  61,  No.  13 


Financial  and  Corporate 


} 


the  Illinois  Traction  Company.  The 
plan  will  be  carried  out  in  accordance 
with  terms  outlined  in  the  Electric 
Railway  Journal  for  March  10, 
page  424. 


$15,103  Behind  Return 

Grand   Rapids   Year   Better,   but    Com- 
pany Ran  Behind  Return  Allowed 
Under  New  Grant 

For  the  first  time  in  several  years 
the  Grand  Rapids  (Mich.)  Railway  in 
1922  earned  a  small  surplus  over 
charges.  This  surplus  was  only  $6,583, 
but  it  compares  with  a  deficit  of  $30,- 
481  in  1921,  and  a  deficit  of  $147,070  in 
1920.  Since  1920  the  ratio  of  operating 
expenses  to  gross  earnings  has  been 
gradually  reduced  from  74.17  per  cent 
in  1920  to  66.33  per  cent  in  1921,  and 
to  65.29  per  cent  in  1922.  Likewise 
the  ratio  of  operating  expenses  and 
taxes  to  gross  earnings  has  been  de- 
creased from  81.27  per  cent  in  1920  to 
73.51  per  cent  in  1921  and  then  to  72.41 
per  cent  in  1922. 

It  will  be  recalled  that  a  new  fran- 
chise was  passed  by  the  City  Commis- 
sion of  Grand  Rapids  on  June  12,  1922, 
and  was  accepted  by  the  company  sub- 
ject to  the  approval  of  the  electors  of 
the  city.  At  an  election  held  Sept.  12 
the  franchise  was  submitted  to  the 
people  and  approved  by  approximately 
72  per  cent  of  the  voters.  The  fran- 
chise was  immediately  put  into  eifect. 
It  is  of  the  service-at-cost  type,  based 
on  an  initial  valuation  of  the  property 
for  rate  making  purposes  of  $5,500,000, 
plus  the  cost  of  additions  made  from 
time  to  time,  the  rate  of  return  depend- 
ing upon  the  rate  of  fare  charged.  The 
initial  rate  of  return  was  fixed  at  8  per 
cent  with  the  same  fare  as  was  in  effect 
during  the  greater  part  of  1922,  namely, 
10  cents  cash  or  seven  tickets  for  50 
cents,  transfers  free. 

L.  J.  DeLamarter,  vice-president  and 
general  manager  of  the  company,  ex- 
plained in  the  report  of  the  company 
that  from  Sept.  1,  1922,  the  date  as  of 
which  the  franchise  became  effective,  to 
Dec.  1,  1922,  the  company  failed  by  the 
amount  of  $15,103  to  earn  the  return 
to  which  it  was  entitled.  He  says  that 
more  favorable  results  are  expected  in 
1923,  however,  as  the  management 
hopes  to  effect  further  operating  econ- 
omies without  any  curtailment  of  the 
service  rendered  to  the  public. 

Capital  expenditures  during  the  year 


I.T.S.  Stockholders  Approved 
Merger  Plan 

At  an  adjourned  meeting  of  the 
stockholders  of  the  Illinois  Traction 
Company,  Peoria,  111.,  held  in  Portland, 
Me.,  the  plan  was  approved  for  con- 
solidating the  Southern  Illinois  proper- 
ties controlled  by  Clement  Studebaker, 
Jr.,  and  his  associates,  with  those  of 


SUt«meDt  of  earnings  of  the  Grand  Rapids  Railvray  for  tlie  year  ended  Dec.  31.  1922,  together  with 

comparative  statement  of  income  and  expenses  for  the  two  preceding  years. 

Grass  earnings:  1922  1921  1920 

Passenger  revenue— city  lines $1,813,246  $1,795,634  $1,740,952 

Revenue  from  special  cars,  etc 1,171  1,092  3  992 

Rent  of  equipment,  tracks,  etc.. .                             43,223  47,584  57987 

Non-operating  revenue 3,836  421  1,362 

Total 

Operating  expenses,  taxes  and  depreciation; 

Operating  expenses 

Taxea 

Depreciation 

Total 

Groas  income 

Interest  and  other  fixed  charges 


Net  income 

•Deficit 

Ratio  of  operating  expenses  to  gross  earmnga 

Ratio  of  operating  expenses  anil  tnrm  to  gross  earnings. 


$1,861,476 

$1,215,522 
132,403 
176,131 

$1,524,056 

$337,420 

330,836 

*6,S84 

65.29% 
72.41% 


$1,844,731  $1,804,293 


$1,223,779 
132.244 
181,323 

$1,537,346 

$307,385 

337.867 

$*30.484 

66.33% 


$1,338,312 
128.052 
150.000 

$1,616,364 
187,928 
334.998 

$•147,070 

74.17r, 
«l.27°> 


were  devoted  principally  to  the  better- 
ment of  the  company's  existing  facili- 
ties. They  amounted  to  $207,840. 
Against  this  sum  there  was  a  credit  of 
$102,136  representing  the  cost  of  prop- 
erty retired  from  service,  making  the 
ret  addition  $105,704.  Seventeen  cars 
were  remodeled  into  equipment  of  more 
modern  type  and  fitted  with  standard 
safety  car  devices,  so  that  they  may  be 
operated  as  one-man  cars.  It  is 
planned  to  remodel  twenty-eight  more 
cars  in  a  similar  manner  during  1923 
and  to  purchase  eight  new  cars  of  this 
type.  It  is  also  proposed,  according 
to  Mr.  DeLamarter,  to  purchase  six 
modern  motor  buses  to  provide  service 
in  some  parts  of  the  city  not  now  sup- 


SERVICE    RENDERED 

Total  number  of  passengers  carried  annually    by 
the  Grand  Rapids  Railway  for  the  past  five  years: 
Revenue         Transfer  Total 

PassengerB      Passengers     Passengers 

1922 24,058.780        6.191.023      30,249.803 

1921 24,437,134        6,250,583      30,687,717 

1920 27,813,220        6,627,889      34,441,109 

1919 26,307.032         6.474.666       32.781.698 

1918 24.884.739        5,990.443      30.875.182 


plied  with  railway  facilities  and  for  use 
in  other  sections  when  the  streets  are 
placed  in  good  condition. 

Mr.  DeLamarter  reports  that  business 
conditions  in  Grand  Rapids  showed  fur- 
ther improvement  during  1922  and  that 
a  recent  survey  of  the  industrial  situa- 
tion indicates  that  the  various  local 
manufacturers  will  operate  their  plants 
at  capacity  throughout  1923.  He  says 
that  there  is  every  indication  that 
Grand  Rapids  will  enjoy  a  continuation 
of  progress  and  prosperity  during  the 
coming  year  and  that  the  effect  of  this 
increased  activity  should  be  reflected 
in  the  company's  operating  results  for 
the  coming  year. 


New  Directors  Elected 

At  the  annual  meeting  of  the  stock- 
holders of  the  Philadelphia  (Pa.)  Rapid 
Transit  Company  held  on  March  21  a 
resolution  was  passed  providing  that 
a  co-operative  wage  dividend  of  10  per 
cent  of  the  annual  wage  for  1923  be 
paid  employees  after  the  payment  of 
the  usual  6  per  cent  dividend  had  been 
made  to  stockholders. 

Three  new  members  were  elected  to 
the  board  of  directors.  They  are  Leon 
Jewell,  vice-president  in  charge  of  traf- 
fic; W.  K.  Myers,  acting  vice-president, 
and  R.  R.  Nyman,  who,  as  president 
of  the  Co-operative  Welfare  Associa- 
tion, represents  the  employees. 

The  first  two  men  replace  Nelson 
Robinson  and  H.  G.  Tulley.  Mr.  Nyman, 
who  is  a  motorman  on  the  Lombard 
and  South  Streets  line,  replaces  John  E. 
McElroy,  a  foreman,  who  is  the  past- 
president  of  the  Co-operative  Associa- 
tion. 

Other  changes  in  organization  were 
referred  to  in  the  Electric  Railway 
Journal,  issue  of  Feb.  24. 


Net  Income  Up  63  per  Cent 

Summary  Presented  of  Reports  of  225 

Companies — Outlook  for  Industry 

Very  Promising 

Edmund  J.  Murphy,  chief  statistician 
of  the  American  Electric  Railway  Asso- 
ciation, writing  in  A.E.R.A.  for  April, 
1923,  says  that  reports  from  electric 
railways  for  the  year  1922  show  that  at 
the  present  time  the  electric  railways 
are  in  a  stronger  position  financially 
than  they  have  been  at  any  time  since 
1917.  The  operating  ratio  is  down  to 
72.6  per  cent  and  the  net  income  after 
the  payment  of  all  expenses,  taxes  and 
fixed  charges  has  increased  more  than 
60  per  cent  over  the  figure  for  1921. 
The  1921  net  was  186  per  cent  greater 
than  that  of  1920.  In  1922,  the  inter- 
urban  lines  came  back  strongly. 

The  summary  of  the  trend  of  railway 
operations  in  1922  is  based  on  reports 
of  225  companies.  Their  combined  fig- 
ures are  shown  in  the  accompanying 
tables  together  with  certain  traffic 
ratios  calculated  from  the  figures  on  a 
comparable  basis.  The  225  companies 
operate  21,484  miles  of  single  track,  of 
which  13,679  miles  are  city  track  and 
7,805  miles  interurban  track.  The  city 
track  is  about  half  the  total  in  the 
country  and  the  interurban  track  about 
43  per  cent  of  all  interurban  track.  The 
combined  railway  revenues  of  these 
companies  amount  to  about  one-half  of 
the  total  railway  earnings  of  the  in- 
dustry. 

The  tables  show  that  the  net  income 
of  these  companies  increased  from 
$22,852,418  in  1921  to  $37,237,680  in 
1922,  or  63  per  cent.  The  operating 
ratio  of  the  combined  groups  dropped 
from  75.54  per  cent  to  72.66  per  cent. 


March  31,  1923 


Electric    Railway    Journal 


579 


TABLE  I— COMBINED  INCOME  STATEMENT  OF  225  URBAN  AND 
INTERUEBAN  RAILWAYS  FOR  1922  COMPARED  WITH   1 92 1 


1922  1921 

Railway  operating  revenue..  $464,365,210  $469,548,024 

Railway  operating  expenses.  337,419,485  354,738,718 

Net  operating  revenue....  $126,945,725  $114,809,306 

Net  revenue  auxiliary  oper- 
ations   20,709,359  18,631,987 

Taxes 33,622,064  32,347,991 

Operating  income $114,033,020  $101,093,302 

Non-operating  income 9,203,921  8,444,185 

Grossincome $123,236,941  $109,537,487 

Income  deductions 85,999,261  86,685,069 

Net  income $37,237,680  $22,852,418 

Operating  ratio  (per  centl...  72.66  75.54 
Ratio:  net  income  to  operat- 

ating  revenue  (per  cent) . .  8 .  02  4.87 

Note — Italics  denote  decrease. 


Per  Cent 
Increase    Increase 

$5,lSe.8H 
17,319,SSS 

1.10 
i.88 

12,136,419 

10.57 

2,077,372 
1,274,073 

11.14 
3.94 

12,939,718 
759,736 

12.80 
9.00 

13,699,454 
68S,808 

12.51 

0.79 

14.385,262 

S.88 

62.95 

S.Sl 

3.15     64.68 


TABLE  II— COMBINED  INCOME  STATEMENT  OF  121  URBAN 
RAILWAYS  FOR  YEAR  1922  COMPARED  WITH  1921 


1922  1921 

Railway  operating  revenue..  $387,244,748  $390,739,415 

Railway  operating  expenses.     277,774,741  291,631,472 

Net  operating  revenue....  $109,470,007  $99,107,943 

Net  revenue  auxiliary  oper- 
ations   ,.        14,203,448  12,770,636 

Taxes 28,528,551  27,403,521 

Operating  income $95,144,904  $84,475,058 

Non-operating  income 6,606,859  5,842,356 

Grossincome $101,751,763  $90,317,414 

Income  reductions 69,025,224  69,390,202 

Netincome $32,726,539  $20,927,212 

Operatmg ratio  (percent)...                71.73  74.63 
Ratio:  net  income  to  operat- 
ing revenue  (per  cent) ....                  8.45  5.36 
Note — Italics  denote  decrease. 


Per  Cent 
Increase   Increase 

$3,i»i.ee7     0.90 

13,866,731       i.76 
10,362,064     10.45 


1,432,812 
1.125,030 


11.22 
4.10 


10,669,846     12.63 
764,503     13.08 


11,434,349 
36i,978 


11,799,327 
g.90 


12.66 
0.53 


56.38 
3. 89 


3.09     57.64 


TABLE  III— COMBINED  INCOME  STATEMENT  OF  104  IXTERURBAN 
RAILWAYS  FOR    1922  COMPARED  WITH    1921 

Per  Cent 
1^22  1921  Increase    Increase 

Radway  operating  revenue..     $77,120,462      $78,808,609        $1,6SS,H7      i.lo 
Railway  operating  expenses.       59,644,744         63,107,246  S,i62,502       5.49 

Net  operating  revenue...  $17,475,718  $15,701,363  1.774,355  11.30 

Net  revenue  auxiliary  oper- 
ations   6.505,911  5,861,351  644,560  11.00 

Taxes 5.093.513  4,944.470  149,043  3.01 

Operating  income $l8,8s'<.116       $16,618,244  2,269,872     13.66 

Non-operating  income 2,597,062  2,601,829  ^767       0.18 

Grossincome $21,485,178      $19,220,073  2,265,105     11.78 

Income  deductions 16,974,037  17,294,867  320,830       1.86 

Netincome $4,5!i.l41         $1,925,206  2,585,935  134.32 

Operatmg  ratio  (per  cent) .. .  77  34  80.08  e.7i       3.43 
Ratio:  net  income  to  operat- 
ing revenue  (per  cent) 5.85                  2.44  3.41    139.75 

Note — Italics  denote  decrease. 


TABLE   IV— COMBINED   STATEMENT    OF    OPERATING   EXPENSES 

OF  225  URBAN  AND  INTERURBAN  RAILWAYS  FOR  1922  COMPARED 

WITH     1 92 1 

Per  Cent 
1922  1921  Increase   Increase 

Way  and  structure $48,888,542       $50,492,228         $1,603,686       3.18 

Equipment 40,668,430         44,836,816  i,168,S88       9.30 

Power 51,574,563         52,161,245  686,6Sg       1.13 

Conducting  transportation..     143.220,630       153,981,163        10,760,533      6.99 

Traffic 1,131,400  1,009,636  121,764     12.06 

General  and  miscellaneous..       46,269,268         46,580,538  311,270       0.67 

Transportation   for  invest- 

mentcrcdit 178,132  76,2Bi  101,876  133.60 

Total  operating  expenses  •$337,419,485  t$354,737,813      $17,318,328      i.88 
*  Includes  $5,844,784  miscellaneous  expense  and  undistributed  depreciation, 
t  Includes  $5,752,443  miscellaneous  expense  and  undistributed  depreciation. 
Note — Italics  denote  decrease. 


TABLE  V— COMBINED  INCOME  STATEMENT  ON  A  CAR-MILE  BASIS  (IN  CENT.S)  OF  121  URBAN,  104  INTERURBAN  AND  THE  COMBINED 

TOTAL  OF  225  URBAN  AND  INTERURBAN  RAILWAYS  FOR  1922  COMPARED  WITH  1921 

' 121  Urban  Railways .      / 104  Interurban  Railways — ^  225  Urban  &  Interurban  Railways 

Per  Cent  Per  Cent  Per  Cent 

1922              1921             Increase  1922               1921  Increase  1922  1921  Increase 

Railway  operating  revenue 45.7               46.1                  0.0  45.1                47.2  i.o  45.5  46.6  2.i 

Railway  operating  expenses 32.8              34.4                i.7  34.9              37.8  7.7  33.0  35.2  6.3 

Net  operating  revenue 12.9               11.7               10.3  10.2                9.4  8.5  12.5  11.4  9.7 

Net  revenue  auxiliary  operations 1.7                 1.5               13.3  3.8                3.5  8.6  2.0  1.8  II. I 

Taxes 3.4                3.2                6.3  3.0                3.0  ....  3.3  3.2  3.1 

Operating  income 11.2                10.0                12.0  11.0                 9.9  II. I  11.2  10.0  12.0 

Non-operating  income 0.8                  0.7                14.3  1.5                  1.6  6.3  0.9  0.8  12.5 

Grossincome 12.0               10.7               12.2  12.5               11.5  8.7  12.1  10.8  12.0 

Income  deductions 8.2                8.2               ...  9.9               10.3  3.9  8.4  8.6  2.S 

Netincome 3.8                2.5              52.0  2.6                 1.2  116.7  3.7  2.2  68.2 

Note — Italics  denote  decrease. 


TABLE  VI— COMBINED  STATEMENTtOF^OPERATING  EXPENSES  OF 
121  URBAN  RAILWAYS   FOR    1922   COMPARED   WITH    1921 

Per  Cent 

1922  1921  Increase  Increase 

Way  and  structures $38,538,528  $39,478,562  $9iO,OSi      S  38 

Equipment 33,681.548  37,081,258  3,399,710       9.17 

Power 40,769,134  41,089,374  S20,ii0       0.78 

Conductiiig  transportation..     122,005,545  131,017,097  9,011,552      6.88 

Traffic 636,656  531,214  105,442     19.85 

General  and  miscellaneous. .       36,560,251  36,857,759  297,508       0.81 
Transportation    for   invest- 
ment credit 132,880  i8.M0  84,650  175.51 

Totaloperatingexpenses»$277,774,74l    t$291,63l,472      $13,856,731       4.75 
♦Includes  $5,715,959  miscellaneous  expense  and  undistributed  depreciation, 
t  Includes  $5,624,438  miscellaneous  expense  and  undistributed  depreciation. 
Note — Italics  denote  decrease. 


TABLE  VII— COMBINED  STATEMENT  OF  OPERATING'  EXPENSES 
OF  104  INTERURBAN  RAILWAYS  FOR  1922  COMPARED  WITH   1921 

Per  Cent 

1922  1921  Increase  Increase 

Way  and  structures $10,350,014  $11,013,666  $663,652       6.03 

Equipment 6,986,882  7.755,558  76«,676    \  9 .92 

Power 10,805,429  11.071,871  266,U2    \t,il 

Conducting  transportation..       21,215,085  22,964,066  1,71,8,981       7.62 

Traffic 494,744  478,422  16,322       3.41 

General  and  miscellaneous. .         9,709,017  9.722.779  13,762      0.16 
Transportation    for   invest- 
ment credit i5,«5«  2S,0te  17,226     61.40 

Total  operating  expenses..  *$59,644,744     t$63.l06.34I  3,m,697       «.W 

*  Includes  $128,825  miscellaneous  expense  and  undistributed  depreciation. 
t  Includes  $128,005  miscellaneous  expense  and  undistributed  depreciation. 
Note — -Italics  denote  decrease. 


TABLE  VIII— COMBINED  STATEMENT  OF  OPERATING  EXPENSES  ON  A  CAR-MILE  BASIS  (IN  CENTS)  OF   121  URBAN,    104  INTERURBAN 
AND  A  COMBINED  TOTAL  OF  225  URBAN  AND  INTERURBAN  ELECTRIC  RAILWAYS  FOR  THE  CALENDAR  YEAR  1922 

COMPARED  WITH  THE  CALENDAR  YEAR    1921 


Way  and  structures 

Equipment 

Power '  ' 

Conducting  transportation 

Traffic 

General  and  miscellaneous 

Transportation  for  investment  credit . 


. 121  Urban  Railways . 

Per  Cent 

. 1 04  Interurban  Railways . 

Per  Cent 

225  Urban  *  Interurban  Railways 
Per  Cent 

1922 

1921 

Increase 

1922 

1921 

Increase 

1922 

1921 

Increase 

4.6 

4.6 

6.0 

6.6 

9.0 

4.9 

5.0 

S.O 

4.0 

4.4 

9.0 

4.1 

4.7 

12.8 

3.9 

4.4 

U.i 

4.8 

4.8 

6.3 

6.6 

i.5 

5.0 

5.2 

3.9 

14.3 

15.4 

7.1 

12.4 

13.7 

9.6 

14.0 

15.3 

8.6 

0.08 

0.06 

33.3 

0.3 

0.3 

0.1 

0.1 

4.3 

4.4 

2.3 

5.7 

5.8 

1.7 

4.5 

4.6 

i.g 

o.ot 

0.006 

233.3 

0.3 

0.02 

50.0 

0.02 

0.008 

150.0 

Total  operating  expenses *32.8  -fiA.A 

Note — Italics  denote  decrease. 

*  Includes  0.  7  cent  miscellaneous  expense  and  undistributed  depreciation. 
(a)  Includes  0.  08  cent  miscellaneous  expense  and  undiatriSuted  depreciation. 
(c)  Includes  0.  6  cent  miscellaneous  expense  and  undistributed  depreciation. 


^■7 


(a)34.9 


(6)37.8 


7.7 


(c)33.0         (ef)35.2 


6.S 


t  Includes  0.7  cent  miscell&neous  expense  and  undistributed  depreciattcn. 
(b)  Includes  0. 08  cent  miscellaneous  expense  and  undistributed  depreciation, 
(d)  Includes  0.6  cent  miscellaneous  expense  and  undistributed  depreciation. 


680 


Electric    Railway    Journal 


Vol.  61,  No.  13 


TABLE  IX— COMBINED  STATEMENT  OF  TRAFFIC  STATISTICS  OF  121  URBAN,  104  INTERURBAN  AND  THE  COMBINED  TOTAL  OF  225 
URBAN  AND  INTERURBAN  RAILWAYS  FOR  YEAR   1922  COMPARED  WITH   I92T 

121  Urban  Railways ^- 104  Intenirban  Railways .     — 225  Intel-urban  and  Urban  Railways—^ 

Per  Cent  Per  Cent  Per  Cent 

1922  1921  Increase  1922  1921  Increase  1922  1921  Increase 

Car-miles  (revenue) $845,734,745       $847,592,598     O.Si       $171,178,091       $165,655,977     2.71        $1,015,912,835        $1,014,248,575     0.3 

Car-hours  (revenue)  (o) $87,859,148         $88,183,278     0..J7         $12,312,871         $11,975,022     2.82  $100,172,019  $100,158,300     0.013 

Tota!  passengers  (6) 7.141,465,488      7,115,513,825     0.36         654,830.592         652.025.859     0.42  7,805,295,180  7,777,539,584     0.37 

Revenue  passengers  (c) 5.594,228,582      5,589,527,249     0.08         582.097.091  583.373.097     0.^.'  5,175.325,773  6,172.900.345     0.05 

Transfer  passengers 1,484,724,215      1,455,458,387      1.94  76,311,352  71,800,780     6.28  1,561,035,578  1,528.259.167     2.14 

Miles  of  single  track 13,678.9  13.567.8     0.08  7.804.7  7.597.6      1.39  21.483.5  21.3654     0.55 

Cars  operated  (e) 20.841  20.381      2.25  1.301  1.286      1.16  22,142  21,657     2.55 

Passenger  revenue $377,438,473       $379,870,548     O.Si         $64,278,476         $54,490,371     O.SS  $'441,715,949  $444,350,919     0.59 

Note — Italics  denote  decrease. 

(a)  Car-hours  were  reported  by  one  hundred  and  eighteen  urban  companies  and  eighty-two  interurban  companies,  making  a  total  of  two  hundred  companies. 
■^)  Two  interurban  companies  did  not  report  total  passengers  carried, 
(c)  Two  interurban  companies  did  not  report  revenue  passengers  carried. 

(<t)  Cars  operated  were  reported  by  one  hundred  and  four  urban  companies  and  seventy-four  interurban  companies,  making  a  total  of  one  hundred  and  seventy- 
eight  companies. 


These  are  the  outstanding  features  of 
the  year's  returns.  The  increase  in  the 
net  income  amounted  in  actual  money 
to  $14,385,262,  a  most  hopeful  sign. 

The  number  of  passengers  carried  in 
1922  was  greater  by  nearly  30,000,000 
than  in  1921.  The  first  half  of  the  year 
the  electric  railways  sustained  heavy 
losses.  The  second  half  of  the  year 
found  the  trend  in  the  other  direction 
and  each  succeeding  month  showed  an 
increased  gain  in  the  number  of  pas- 
sengers carried.  These  gains  more  than 
offset  the  earlier  losses  so  that  the  year 
as  a  whole  registered  a  slight  improve- 
ment over  1921.  Thus,  the  actual  con- 
ditions are  more  favorable  than  these 
figures  would  seem  to  indicate. 

Although  the  number  of  passengers 
carried  increased  slightly  as  set  forth 
above  the  receipts  from  railway  oper- 
ations fell  off  slightly  more  than  1  per 
cent.  This  was  brought  about  by  reduc- 
tions in  fares  in  1922.  For  the  most 
part  these  fare  reductions  took  the 
form  of  lower  rates  for  the  frequent 
rider  who  purchases  reduced  rate 
tickets.  For  the  whole  group  of  225 
companies  the  average  fare  per  pas- 
senger dropped  from  7.2  cents  in  1921 
to  7.1  cents  in  1922.  For  the  city  lines 
alone,  it  fell  from  6.8  cents  to  6.7  cents 
and  for  the  interurbans  it  remained 
constant  at  11  cents.  As  Mr.  Murphy 
sees  it  this  indicates  very  clearly  that 
the  industry  is  not  yet  in  a  position 
where  it  can  afford  to  reduce  its  fares. 
Under  present  conditions  a  very  small 
reduction  in  fares  is  immediately  re- 
flected in  lower  revenues. 


The  total  operating  expenses  for  the 
whole  group  fell  from  $354,738,718  in 
1921  to  $337,419,485  in  1922,  a  decrease 
of  $17,319,233,  or  4.88  per  cent.  The 
city  lines  showed  a  decrease  of  4.75  per 
cent  and  the  interurban  5.49  per  cent. 
This,  of  course,  is  the  main  reason  for 
the  improved  condition  of  the  electric 
railways.  Conducting  transportation, 
which  is  made  up  principally  of  train- 
men's wages,  decreased  7  per  cent,  rep- 
resenting a  saving  of  $10,760,533. 

Mr.  Murphy  says  it  would  seem  that 
the  industry  will  have  to  look  to  in- 
creased traffic  to  further  improve  its 
position  in  1923  rather  than  to  a  con- 
tinued decline  in  the  cost  of  operation. 


Earnings  Statement  Presented 
at  Buffalo  Meeting 

Thomas  E.  Mitten  was  re-elected 
chairman  of  the  board  of  directors  of 
the  International  Railway,  Buffalo,  at 
the  annual  meeting  of  stockholders.  The 
entire  capital  stock  of  the  company, 
consisting  of  167,075  shares,  was  voted 
supporting  the  work  of  Mitten  Man- 
agement, Inc.,  during  the  strike  of  1922 
and  for  its  continuance  in  conformity 
with  its  contract  covering  the  operation 
of  the  local  and  interurban  lines  of  the 
International. 

Coleman  J.  Joyce,  was  re-elected  vice- 
chairman  and  counsel.  Other  officers 
elected  were:  Herbert  G.  Tulley,  pres- 
ident; Thomas  Penney,  general  counsel; 
R.  Harland  Horton,  vice-president  in 
charge  of  traffic;  H.  L.  Mack,  vice- 
president    in    charge    of    engineering; 


F.  T.  Nelson,  comptroller;  C.  A.  Webber, 
secretary-treasurer  and  C.  A.  Chavel, 
auditor.  Those  on  the  executive  com- 
mittee are  Messrs.  Mitten,  Joyce  and 
Tulley. 

The  following  directors  were  elected: 
Thomas  E.  Mitten,  Dr.  Henry  C.  Bus- 
well,  John  J.  Clawson,  Walter  P.  Cooke, 
W.  C.  Dunbar,  Coleman  J.  Joyce,  R. 
Harland  Horton,  Charles  R.  Huntley, 
H.  L.  Mack,  Thomas  Penney,  Harry  T. 
Ramsdell,  Nelson  Robinson,  Carlton  M. 
Smith,  Herbert  G.  Tulley,  C.  A.  Weber, 
Harry  Yates  and  Henry  C.  Zeller. 

Passenger  revenue  for  the  six  months 
ended  Dec.  31,  1922,  was  $1,995,733  and 
for  the  year  ended  June  30,  1922,  was 
$10,248,361.  The  cost  of  conducting 
transportation  in  the  last  six  months 
of  the  year  (during  the  period  of  the 
strike)  was  nearly  two-thirds  as  much 
as  for  the  previous  full  year. 

Conducting  transportation  cost  $2,085,- 
433  in  the  six  strike  months,  as  com- 
pared with  $3,440,020  in  the  previous 
full  year.  Gross  operating  income  for 
the  full  year  ending  June  30,  1922,  was 
$1,596,604  as  compared  with  an  operat- 
ing deficit  of  $3,396,226  in  the  six 
months  beginning  with  July  1,  1922,  the 
day  the  strike  started.  After  payment 
of  all  charges,  including  interest, 
rentals,  taxes,  etc.,  the  company  had  a 
net  income  of  $284,893  in  the  full  year 
ending  with  June  30,  1922,  but  the  six 
months'  operation  during  the  strike 
resulted  in  a  net  deficit  of  $4,107,514. 
The  balance  sheets  lists  this  "un- 
amortized strike  suspense"  of  $4,107,514 
as  an  asset.     Other  items  are  $44,000,- 


TABLE  X— SOME  SIGNIFICANT  RATIOS  DERIVED  FROM  THE  FIGURES  SHOWN  IN  TABLES  I  TO  IX. 

121  Urban  Railways— ——,         104    Interurban    RaUways .  ^225  Urban  and  Interurban  Railways— 

I9J2  101I         Percent  Per  Cent  Per  Cent 

T>  -1  '^^'          Increase  1922  1921          Increase  1922  1921          Increase 

S^lrm^e'^Se^^cr                   ''''■"Al]l  "'"■'lltil     IT  '"■'^SJ^?  "«'«?S'r.      "^  "''^'"•2'<'  M59,/4'8,024 'Tr 

Pa«engerrevenu\                         ^          $377,438:473  i^lO.^lfA     1%  $54  27?'4  6  $54  49S'"|     Ifs  U^mV^W  »444  36^919     'o  % 

"^^nlil^^HXrack...::.-        "'^-^1^1  "^'^S     "°«  ^'^'"^f?  <^)'™"     ^'^  «M7^7l^  ,05,17^^3i^     If. 

Percar-mile 66  hi     ""  '^'/';i^9  (e)75,351     i.,59  (0288,267  (0289,706     0.50 

Per  car  operated (a)245  153  (0)249705     ikf  /),m7«I«  ,^..i'P.-,\     *  **  'O'  ^  (05.2     .... 

Pcrcar-hour (650  (MAO  '  *  "^w?  WIS'.I'S     i.72  (m)241,275  (m)246,032     1.91, 

Total  passengers 7141455488  yil'i'JIIR??     n  \i  ,  ^l^a  «,^J^\*A  ,,             <P'*5     *■*■'  Mi^  (n)58 

Permileofsingletrack.    .                           522078  5M6n2     2m  ^"'"M^S'^??  (e)652,025,859     0.42  (07,806,296,180  (07,777,539,684     0.37 

Percar-mile       ...                                          "•8  4  520,604     0.28  W85;820  (e)86.553     O.SS  (0364343  (0365  014     0.19 

Ratio:                                                                         "  ^  8.4     ....  (e)3.9  (e)4.0     S..50  (06.6  (06.6     ... 

Transfer   passengers    to 

revenue  pawcngers,  per  cent ..                         26  5  260192  \i   %  ,-,  ,     ^   c 

^•p-e?';i'3eofsingletn«k....:::            "'•^^liJI  '''■^1111     "0%  '^'••'?|'  •**.«'.¥     ^^  ..0.5,912"83?  .,0,4,248'J7?     ili 

Per  car  operated (a)37233  (a^ltakt     >ft  ,r.VA\\  „2I,550     1.30  47,335  47.472     0.i» 

Per  car-hour (6)9  2  (6)9  2  *^/^V,'5  (/)61.824     0.6  (m)38.599  (ml39.494     S .01 

'^■?;^'roperated;;;:::;;:;::    '^'^^^'lil  ''''\^\V^^  IV,  '''''^  (.)..,^!i2^  2:82  m^<^.^S%^  (t„oo,.S3o?  0:013 

Note-Italic  denote  decr««e  *'              ^'  *''"•'**  <■'"■'«     "'«  C'"''*'  f")"'""     '  «« 

{y^/^r=:  ;^jj^~;;-:  l^j^^r  /;\'^r=.  ^2.tesr-. '-)^^^^f^J^!^vv"p^^jo  "-pames. 


March  31,  1923 


Electric    Railway    Journal 


581 


000  valuation  of  road  and  equipment 
and  $754,000  cash.  The  total  assets  are 
?51,913,854. 

Liabilities  include  $16,707,500,  par 
value,  of  capital  stock;  $26,841,782  in 
funded  debt;  $2,672,000  in  notes  issued 
on  account  of  strike.  Other  items  total- 
ing about  $4,000,000  are  accounts  pay- 
able and  reserved  for  depreciation  and 
accidents  and  damage.  The  surplus  is 
declared  to  be  $866,625. 


Taxation  of  Gross  Receipts 
Upheld 

Constitutionality  of  the  1919  law  for 
taxation  of  gross  receipts  of  street  rail- 
way, traction,  gas,  electric  light,  heat 
and  power  corporations  has  been  upheld 
by  the  Court  of  Errors  and  Appeals 
at  Trenton.  The  decision  was  rendered 
in  an  appeal  of  the  Salem  &  Pennsgrove 
Traction  Company.  The  court  ruled  the 
additional  franchise  tax  imposed  by  the 
1919  law  is  in  the  nature  of  a  license 
tax  and  not  a  levy  upon  property.  The 
State  Board  of  Taxes  and  Assessments 
levied  a  tax  of  $4,806  on  gross  receipts 
of  $139,727  for  1920. 


Auction  Sales  in  New  York. — At  the 

public  auction  rooms  in  New  York  there 
were  no  sales  of  electric  railway  se- 
curities this  week. 

Preferred  Stock  Being  Offered.  — 
Pynchon  &  Company,  New  York,  N.  Y., 
are  offering  10,000  shares  of  the  cumu- 
lative preferred  stock,  class  "A,"  of  the 
General  Gas  &  Electric  Corporation. 
The  price  is  $100  per  share  and  accrued 
dividend,  yielding  8  per  cent. 

Preferred  Stock  Offered. — John  Nick- 
erson  &  Company  and  Eastman,  Dillon 
&  Company,  New  York,  are  offering 
12,000  shares  of  the  Metropolitan  Edi- 
son Company's  cumulative  participating 
preferred  stock.  The  price  is  $98  per 
share  and  accrued  interest  to  yield  about 
7.14  per  cent. 

Notes  of  Interurban  Offered. — Halsey, 
Stuart  &  Company  and  the  National 
City  Company,  New  York,  N.  Y.,  are 
offering  for  subscription  at  100  and  in- 
terest $1,000,000  of  three-year  6i  per 
cent  secured  sinking  fund  gold  notes, 
Series  C,  of  the  Chicago,  North  Shore 
&   Milwaukee   Railroad,   Highwood,   111. 

Large  Increase  in  Net  Income. — For 
the  eight  months  ending  Feb.  28,  1923, 
the  Brooklyn  (N.Y.)  City  Railroad  re- 
ports a  passenger  revenue  of  $7,665,354 
against  $7,412,175  for  the  eight  months 
ending  Feb.  28,  1922.  The  net  cor- 
porate income  was  $1,318,667  against 
$950,051  for  the  eight  months  ending 
February,  1922. 

Merger  Effected. — The  merger  and 
consolidation  of  the  Northwestern 
Pennsylvania  Railway,  the  Northwest- 
ern Connecting  Railway,  the  Crawford 
County  Railways  and  the  Peoples  In- 
candescent Light  Company  into  and 
with  the  Northwestern  Electric  Service 
Company  of  Pennsylvania  has  become 
effective. 

Approves  Issue. — The  Massachusetts 
Department  of  Public  Utilities  has  ap- 
proved the  issue  by  the  Holyoke  Street 


Railway  of  $265,000  6  per  cent  first 
mortgage  bonds,  series  C,  maturing 
April  1,  1935.  The  issue  is  for  the 
purpose  of  refunding  a  like  amount  of 

5  per  cent  debentures  maturing  April 
1,  1923. 

Initial  Common  Stock  Dividend  De- 
clared.— The  American  Water  Works  & 
Electric  Company,  Pittsburgh,  Pa.,  has 
declared  an  initial  dividend  of  1  per 
cent  on  the  6  per  cent  participating  pre- 
ferred stock  and  the  regular  quarterly 
dividend  of  li  per  cent  on  the  7  per  cent 
cumulative  first  preferred,  both  pay- 
able May  15  to  stock  of  record  May  1. 

Gold  Bonds  Offered. — Halsey,  Stuart 

6  Company,  New  York,  The  Union 
Trust  Company,  Pittsburgh,  and  W.  A. 
Harriman  &  Company,  New  York,  are 
offering  $6,000,000  of  the  first  mort- 
gage 5  per  cent  gold  bonds.  Series  E 
of  the  West  Penn  Power  Company. 
The  bonds,  due  March  1,  1963,  are 
offered  at  90  and  accrued  interest. 

Net  Income  Shows  Loss. — The  East- 
ern Massachusetts  Street  Railway,  Bos- 
ton, Mass.,  for  the  two  months  ended 
February,  1923,  reports  revenue  and  in- 
come of  $1,868,108  against  $1,739,050 
for  the  same  period  in  1922.  The  net 
income  was  $184,095  for  the  two  months 
ended  February,  1923,  and  $229,223  for 
the  two  months  ended  February,  1922. 

Holders  of  Chicago  Railways  Certifi- 
cates Protest.  —  Holders  of  Chicago 
(111.)  Railways  Series  1  certificates  have 
called  a  meeting  of  protest  for  March 
26.  They  claim  that  it  was  agreed  at 
time  certificates  were  distributed  that 
when  the  company  had  accumulated  a 
sinking  fund  of  $250,000  certificate 
holders  would  receive  dividends  at  the 
rate  of  $8  per  certificate.  There  is  an 
unpaid  accumulation  of  $1,384,000. 

Increase  in  Net  Income. — For  the  two 
months  ended  Feb.  28,  1923,  the  Phila- 
delphia (Pa.)  Rapid  Transit  Company 
reports  operating  revenue  of  $7,042,088, 
against  $6,586,706  for  the  same  period 
in  1922.  The  net  income  was  $372,219, 
compared  with  $350,876  for  the  two 
months  ended  February,  1922.  There 
were  143,428,307  passengers  carried  in 
the  two  months  of  1923,  with  a  pas- 
senger revenue  realized  of  $6,930,950. 

B.R.T.  Plan  Before  Commission. — The 
plan  of  reorganizing  the  Brooklyn 
Rapid  Transit  Company  (N.  Y.),  was 
formally  submitted  for  approval  on 
March  23  to  the  Transit  Commission. 
George  McAneny,  chairman  of  the  com- 
mission, said  that  while  the  commission 
reserved  its  final  judgment  on  all  the 
details  that  required  its  statutory  ac- 
tion, it  had  been  well  satisfied  with  the 
general  scheme  developed  and  with  the 
progress  made. 

Net  Income  Increases. — Although  for 
the  eight  months  ending  Feb.  28,  1923, 
the  total  operating  expenses  of  the 
Brooklyn  (N.  Y.)  Rapid  Transit  Com- 
pany increased  more  than  $1,300,000  the 
total  operating  revenues  increased  suffi- 
ciently to  produce  a  net  revenue  from 
operation  of  $50,000  more  than  the  net 
revenue  for  the  eight  months  ending 
Feb.  28,  1922.  The  net  income  for  the 
eight  months  ending  Feb.  28,  1923,  was 


$1,732,508    against    $1,661,700    for    the 
same  period  ending  Feb.  28,  1922. 

Issuance  of  Equipment  Trusts  Au- 
thorized.— Railway  service  in  Ashland, 
Wis.,  will  be  improved  following  ap- 
proval by  the  Railroad  Commission  of 
the  application  of  the  Lake  Superior 
District  Power  Company,  parent  com- 
pany of  the  Ashland  Street  Railway, 
Light  &  Power  Company,  providing  for 
the  issuance  of  $65,000  equipment  trust 
certificates  for  the  purpose  of  securing 
nine  cars  costing  $85,050,  $20,050  of 
which  is  to  be  paid  in  cash. 

Gold  Bonds  Offered. — A  syndicate 
headed  by  Tucker,  Anthony  &  Company, 
New  York,  N.  Y.,  is  offering  at  99i  and 
interest  to  yield  more  than  6.50  per 
cent  $7,000,000  of  first  mortgage  and 
refunding  lien  sinking  fund  6i  per  cent 
gold  bonds  of  the  Consolidated  Power  & 
Light  Company.  The  bonds  are  dated 
March  1,  1923,  and  are  due  March  1, 
1943.  The  Consolidated  Power  &  Light 
Company  and  its  subsidiaries  will  own 
and  operate  without  competition  the  gas 
and  electric  railway  business  in  Lynch- 
burg besides  the  electric  light  and 
power  business  in  Huntington,  W.  Va., 
and  Lynchburg  and  a  substantial  part 
of  the  electric  power  and  light  business 
in  Roanoke,  Va. 

Change  Proposed  in  Financial  Struc- 
ture.— An  offering  of  $6,000,000  con- 
vertible 6i  per  cent  gold  debenture 
bonds  of  the  Standard  Gas  &  Electric 
Company,  Chicago,  111.,  due  1933,  is  be- 
ing made  by  H.  M.  Byllesby  &  Com- 
pany, Janney  &  Company,  and  Hamble- 
ton  &  Company,  at  98,  to  yield  more 
than  6.75  per  cent.  The  conversion 
privilege  applies  to  the  common  stock 
at  prices  ranging  from  $33.33%  to  $40 
per  share.  The  proceeds  will  be  used 
to  retire  $2,072,500  face  value  of  7  per 
cent  notes  and  to  provide  additional 
working  capital.  A  meeting  of  share- 
holders has  been  called  for  April  3  to 
authorize  a  change  in  the  common  capi- 
tal stock  from  shares  of  $50  par  to 
shares  of  no  par  value  and  to  increase 
the  authorized  no  par  common  stock 
from  300,000  shares  to  600,000. 

Rochester  Doing  Better,  but  Still 
$160,917  Behind.— The  report  of  Com- 
missioner of  Railways  Charles  R. 
Barnes  of  Rochester,  N.  Y.,  covering 
operation  of  the  New  York  State  Rail- 
ways, shows  a  surplus  of  $66,556  for  the 
quarter  ended  Feb.  28,  1922.  The  fig- 
ures were  presented  to  the  Council  on 
March  20.  The  total  revenue  for  the 
three  months  was  $1,338,672  and  the 
total  railway  operating  expense  was 
$910,203.  After  all  deductions  had  been 
made,  including  the  return  on  invest- 
ment of  $289,479,  there  remains  a  sur- 
plus of  $66,556.-  Commissioner  Barnes' 
annual  report,  for  the  year  ended  July 
31,  showed  a  deficit  of  $94,001.  This 
added  to  the  deficit  for  the  previous 
year  of  operation  under  service-at-cost 
made  a  total  deficit  of  $227,999.  The 
surplus  for  the  quarter  Aug.  1  to  Nov. 
1  was  $524,  and  deducting  this  sum 
and  the  surplus  of  the  last  quarter  from 
the  total  deficit  shows  a  remaining  defi- 
cit to  date,  under  the  service-at-cost 
contract,  of  $160,917. 


582 


Electric    Railway    Journal 


Vol.  61,  No.  13 


Traffic  and  Transportation        J 


Accidents  Analyzed 

Report   Submitted  Shows   That  32  per 

Cent  of  Milwaukee  Accidents  Were 

Intersection    Collisions 

That  almost  one-third  of  all  traffic 
accidents  in  the  city  of  Milwaukee  dur- 
ing the  year  1922  were  intersection 
collisions  resulting  from  two  vehicles 
approaching  each  other  at  right  angles 
at  street  intersections,  is  one  of  the 
conclusions  reached  in  a  report  recently 
submitted  to  the  Safety  Division  of  the 
Milwaukee  Association  of  Commerce. 

The  report  has  been  prepared  at  the 
Safety  Division's  request  from  the 
accident  records  of  the  Milwaukee 
Police  Department  Traffic  Bureau,  and 
of  the  Milwaukee  County  Sheriff's  and 
Coroner's  records.  It  is  based  on  an 
analysis  of  approximately  4,300  acci- 
dents recorded  during  the  last  two 
months  of  1921  and  the  entire  year 
1922. 

The  condition  of  the  records  was  such 
that  most  of  the  desired  information 
was  taken  directly  from  these  records. 
In  analyzing  the  records  forty-three 
different  causes  were  assigned  which 
when  properly  interpreted  presented  a 
fair  picture  of  the  status  of  accidents 
in  Milwaukee. 

As  has  already  been  pointed  out,  it 
■was  found  that  approximately  1,300 
accidents  out  of  a  total  of  4,200  or  about 
32  per  cent  were  intersection  collisions 
of  two  vehicles. 

The  next  largest  single  group  of  acci- 
dents was  one  resulting  from  careless- 
ness of  pedestrians.  These  accidents 
number  about  600  or  about  15  per  cent 
of  the  total.     Of   these   accidents  the 


RATIO  OF  FATALITIES  TO  ACCIDENTS 
CITY  OF  MILWAUKEE— 1922 

Number  Fatalities 

Cause   of  of  Per    1,000 
Accident         Accidents      Fatalities       Accidents 
Motor  vehicle 

crossing  tracks.  27  8                  296 

Speeding 39  4                    102 

Driving    while 

intoxicated 90  7                     73 

Children    plaving 

instreet 154  8                    52 

Carelessness  ot 

pedestrian 615  16                    26 

Skidding 110  2                    18 

Intersection  acci- 

denta 1.332  7                      5 


parking  spaces  in  front  of  approaching 
street  cars.  The  practice  of  trying  to 
get  ahead  of  street  cars  is  responsible 
for  a  number  of  accidents  in  which  the 
moving  vehicle  trying  to  get  ahead  of 
the  street  car  was  caught  between  the 
street  car  and  an  automobile  or  truck 
parked  along  the  side  of  the  street. 

It  was  found  that  there  appears  to  be 
a  relatively  large  number  of  accidents 
between  12  midnight  and  one  in  the 
morning,  that  there  were  almost  none 
in  the  early  morning  and  that  they  then 
steadily  increased  until  the  peak  was 
reached  between  5  and  6  p.m.  A  de- 
crease followed  until  midnight.  The 
distribution  of  accidents  by  months  in- 
dicated that  the  peak  was  reached  in 
October. 

An  analysis  of  accidents  resulting  in 
fatalities  indicated  that  the  largest 
specific  cause  was  carelessness  of  pedes- 
trians and  the  next  largest  was  children 
playing  in  the  street.  The  report  points 
out  that  vehicle  drivers  were  not  always 
altogether  blameless  in  these  cases 
especially  in  the  cases  which  occurred 
outside  of  the  city,  that  is  on  suburban 
roads. 

An  analysis  of  accidents  by  age 
groups  shows  that  the  largest  single 
group  was  that  from  six  to  eleven 
years  of  age,  the  next  largest  group 
was  five  years  of  age  and  under,  and 
the  next  largest  eleven  to  fifteen  years 
of  age.  The  report  calls  attention  to 
the  fact  that  the  number  of  accidents 
caused  by  serious  violations  of  law  or 
traffic  ordinances  does  not  constitute  a 
very  large  proportion  of  the  total, 
neither  was  the  number  of  accidents 
caused  by  driving  while  intoxicated  a 
very  large  proportion  of  the  total. 

The  highest  number  of  fatalities  per 
thousand  accidents  resulted  from  motor 
vehicles  crossing  steam  road  or  electric 
railway  tracks.  The  next  highest  num- 
ber was  due  to  speeding.  The  next 
number  was  due  to  driving  while  in- 
toxicated, the  next  in  order  was  due 
to  children  playing  in  the  street,  the 
next  in  order  was  carelessness  of  pedes- 
trians, then  skidding  and  finally  inter- 
section accidents. 


the  reduction  in  the  former  rate  of  four 
tokens  for  25  cents.  Believing  that  the 
90-day  period  is  possibly  too  short  to 
judge  the  value  of  the  decrease,  the 
company  has  agreed  to  continue  the 
present  tariff  until  midnight  of  May  31, 
1923,  and  the  Council  has  voted  to  ac- 
cept this  continuance.  The  company 
pointed  out  that  the  5-cent  tariflf  made  a 
28  per  cent  reduction  in  the  rate  of  fare, 
necessitating  an  increase  of  40  per  cent 
in  passenger  traffic  to  keep  the  revenues 
to  the  point  where  they  were  prior  to 
the  reduction.  The  increase  lacked 
33.12  per  cent  of  reaching  this  figure. 


greater  number  were  due  to  careless- 
ness, principally  "jay  walking"  either 
in  the  middle  of  the  block  or  diagonally 
across  the  street  at  intersections. 

Of  particular  interest  to  electric  rail- 
way men  is  Table  III  of  the  report 
which  analyzes  accidents  involving 
street  cars  and  trains.  Here  again 
intersection  collisions  constitute  about 
a  third  of  the  total.  Next  in  importance 
are  accidents  resulting  from  motor 
vehicles  proceeding  in  the  same  direc- 
tion as  street  cars  turning  to  the  l*-ft 
in  front  of  the  car.  A  relatively  large 
number  of  accidents  it  is  found  were 
due  to  skidding  and  about  as  many 
were  caused  by  vehicles  driving  out  of 


Bill  Introduced  Provides  for 
Five-Cent  Fare 

Representatives  of  the  city  and  the 
International  Railway,  Buffalo,  N.  Y., 
have  reached  an  agreement  on  a  bill 
which  will  be  introduced  in  the  Legis- 
lature to  permit  a  city-company  con- 
tract for  a  5-cent  fare  and  a  1-cent 
transfer.  Under  the  proposed  legisla- 
tion the  company  may  be  relieved  of 
its  franchise,  paving  and  other  taxes. 
Without  such  tax  relief,  the  Inter- 
national would  not  consider  the  restora- 
tion of  the  5-cent  fare,  Herbert  G. 
Tulley,  president  of  the  International, 
told  Mayor  Frank  X.  Schwab  and  the 
municipal  authorities. 

As  its  language  indicates,  the  bill  is 
merely  permissive.  The  city  and  com- 
pany now  cannot  enter  into  an  agree- 
ment for  a  5-cent  fare  and  a  1-cent 
transfer  as  the  railroad  law  prohibits 
a  charge  for  transfers.  Neither  can 
the  company  be  relieved  of  its  franchise 
or  paving  taxes  without  special  author- 
ity from  the  Legislature. 

If  the  bill  is  passed  the  city  and 
company  will  enter  into  negotiations 
for  a  new  fare  agreement  covering  its 
Buffalo  city  lines. 


Results  of  Five-Cent  Fare  Given 
— Tariff  Continued 

The  experimental  tariff  introduced  by 
the  Puget  Sound  Light  &  Power  Com- 
pany, in  the  city  of  Bellingham,  pro- 
viding for  twenty  street  car  tokens  for 
$1,  a  flat  5-cent  token  rate,  has  proved 
a  failure  as  a  revenue  producer,  accord- 
ing to  a  report  submitted  by  the  City 
Council.  The  report  contained  a  table 
of  figures  showing  a  loss  of  $6,468  in 
revenues  for  a  period  of  twelve  weeks, 
ending  March  11,  1923,  in  comparison 
with  a  similar  period  ending  March  11, 
1922.  A  slight  increase  in  the  number 
of  passengers  carried  during  the  past 
twelve  weeks  was  reported,  but  this 
gain  was  not  sufficient  to  make  up  for 


Council  Turns  Down  One-Man 
Car  Proposition 

In  order  to  keep  up  service  at  the 
6-cent  rate  now  charged  by  the  Duluth 
Street  Railway  it  was  recently  proposed 
by  the  Advisory  Council  of  Superior, 
Wis.,  that  the  one-man  car  be  given  a 
trial  in  that  city.  This  proposal  met 
with  a  storm  of  opposition  on  the  part 
of  the  labor  unions.  The  City  Council 
turned  down  the  proposition  and  the 
matter  is  now  practically  as  it  stood 
before. 

In  Duluth  the  one-man  car  has  never 
been  given  a  real  tryout.  Officials  of 
the  Duluth  Street  Railway  declare  that 
the  finances  of  the  company,  in  view  of 
its  present  construction  program  and  its 
temporary  6-cent  fare,  will  not  permit 
of  any  experiment  along  this  line.  It 
would  mean  the  purchase  of  consider- 
able new  equipment  and  would  probably 
meet  with  some  opposition  at  first  on 
the  part  of  the  public,  which  has  never 
shown  any  great  enthusiasm  for  the 
plan. 

The  one-man  car,  however,  is  in  oper- 
ation on  two  of  the  company's  lines 
in  Duluth,  the  Park  Point  and  the  Ken- 
wood lines.  Both  lines  serve  thickly 
populated  districts. 


March  31,  1923 


Electric    Railway    Journal 


583 


Radial  Five-Cent  Fare  Abolished 
at  Bridgeport 

The  Connecticut  Company  is  directed, 
in  an  order  issued  on  March  28  by  the 
Public  Utilities  Commission,  to  return 
to  the  flat  rate  system  of  fare  collection 
in  Bridgeport  on  April  1.  A  previous 
order  of  the  commission  permitting  a 
5-cent  fare  without  transfer  privilege  is 
rescinded.  This  order  established  a  5- 
cent  fare  without  transfer  on  all  lines 
radiating  from  the  center  of  the  city 
and  a  10-cent  fare  from  the  center  of 
the  city  to  points  beyond  the  city  limits 
but  within  the  three  first  fare  limits. 

The  new  rate  will  be  a  cash  fare 
of  10  cents,  or  metal  tokens,  to  be  sold 
at  the  rate  of  two  for  15  cents.  Free 
transfers  will  be  issued. 

The  action  of  the  commission  follows 
a  public  hearing  which  was  held  in  the 
Bridgeport  city  hall  last  week  at  which 
testimony  was  largely  in  favor  of  a 
7J-cent  token  fare.  The  city  has  been 
operating  under  the  5-cent  fare  order 
since  November  12,  1921. 

The  order  issued  at  that  time  author- 
ized the  company  to  charge  a  flat  rate  of 
5  cents  without  transfer  on  all  lines 
radiating  from  the  center  of  the  city, 
and  a  10-cent  fare  from  the  center  and 
points  beyond  the  city  limits  as  far  as 
the  first  fare  limit.  The  order  was 
slightly  modified  in  May,  1922,  when 
the  10-cent  rider  had  the  option  of 
buying  metal  tokens  three  for  a  quarter. 

In  its  order  the  utilities  commission 

said: 

a  careful  examination  and  tabulation  of 
the  statistics  of  operating  income  and  ex- 
Denses  show  a  great  improvement  over 
previous  revenues  in  the  city  of  Bridge- 
port, but  present  revenues  are  inadequate 
to  pay  a  fair  return  on  the  fair  value  of 
the  property  used  in   the  public  service. 


Stock  Pledged  for  New  Company 

A  mass  meeting  was  recently  held  at 
Bridgeton,  N.  J.,  to  ascertain  whether 
the  people  of  that  community  wanted 
electric  railway  service  resumed  or  were 
satisfied  with  the  buses.  The  meeting 
was  called  at  short  notice  when  it  was 
rumored  that  the  trolley  tracks  would 
likely  be  torn  up  to  make  room  for  an 
improved  highway.  The  entire  assets  of 
the  old  Bridgeton  &  Millville  Traction 
Company  were  recently  purchased  by  a 
resident  of  Bridgeton.  At  the  mass 
meeting  subscriptions  were  secured  for 
stock  in  a  new  company  to  operate  the 
railway.  Fifty-six  residents  oledged 
themselves  to  take  stock  in  the  new 
company.  The  Cumberland  Traction 
Company,  the  new  companv.  has  taken 
over  the  Bridgeton-Millville  division  of 
the  company,  but  buses  are  being  oper- 
ated in  Bridgeton. 

The  Board  of  Public  Utility  Commis- 
sioners of  New  Jersey  recently  took 
up  the  matter  of  the  Cumberland  Trac- 
tion Company,  which  is  seeking  a  fran- 
chise to  operate  over  the  route  of  the 
old   railway.     It   is    claimed    that   the 

t  railway  is  operating  without  a  fran- 
chise. The  new  company  has  applied 
to  the  state  board  for  permission  to 
issue  securities  to  provide  funds  to  pay 
for  two  new  cars. 


Will  Extend  One-Man  Car  Service. — 

The  Charleston  (S.  C.)  Consolidated 
Railway  &  Lighting  Company  has  re- 
ceived permission  from  the  City  Council 
of  Charleston  to  extend  its  one-man 
car  service. 

Bus  Service  Extended. — The  Inter- 
city Terminal  Railway,  North  Little 
Rock,  Ark.,  operating  the  north  side 
buses  announces  an  extension  of  bus 
service  on  the  Little  Rock  side  to 
Fourth  and  Louisiana  Streets. 

New  Business  Added. — Freight  and 
express  business  has  been  added  be- 
tween Abilene,  Kan.,  and  Junction  City, 
Kan.,  by  the  United  Traction  System. 
A  freight  car  also  is  being  run  between 
Junction  City  and  Manhattan  over  the 
interurban  tracks. 

Companies  Effect  Merger. — The  New- 
burgh  Public  Service  Corporation,  a 
subsidiary  of  the  Orange  County  Trac- 
tion Company,  has  formed  an  alliance 
with  the  Hudson  Transit  Corporation. 
Both  companies  will  retain  their 
identity  in  providing  the  city  of  New- 
burgh  with  bus  operation. 

Distinguishes  Cars.  —  The  Houston 
(Tex.)  Electric  Company  has  designated 
all  one-man  cars  by  painting  a  red 
square  on  the  front.  This  plan  was  de- 
cided upon  in  response  to  a  call  for 
suggestions  from  patrons  and  to  avoid 
confusion.  Front  entrance  cars  were 
formerly  green  but  repainted  yellow. 
As  both  old  and  new  type  cars  are  in 
operation  it  became  necessary  to  dis- 
tinguish them. 

Detroit  Riders  Are  Customers. — ^Por 
the  purpose  of  thoroughly  educating 
employees  with  the  understanding  that 
all  electric  railway  passengers  are  in 
reality  customers,  heads  of  departments 
of  the  Detroit  (Mich.)  Municipal  Rail- 
way have  been  asked  by  Ross  Schram, 
assistant  general  manager,  please  to 
see  that  whenever  new  report  sheets 
are  printed  the  word  "customer"  is 
substituted  for  "passenger." 

Seeks  Polite  Employees. — The  New 
Brunswick  Power  Company,  St.  John, 
N.  B.,  has  placed  in  its  cars  printed 
cards  stating:  "The  New  Brunswick 
Power  Company  requests  civility  and 
courtesy  on  the  part  of  its  employees 
and  would  ask  from  the  public  specific 
instances  where  this  has  been  deviated 
from."  The  company  is  endeavoring 
to  impress  upon  its  trainmen,  especially 
operators  of  the  one-man  cars,  the  need 
for  being  polite  even  under  the  most 
trying  circumstances. 

Bus  Operation  Started.— The  East  St. 
Louis  &  Suburban  Railway  began  the 
operation  of  two  twenty-five  passenger 
White  buses  in  East  St.  Louis,  111.,  on 
March  15.  The  bus  operation  is  an 
experiment  which  will  have  influence 
in  shaping  the  future  policy  of  the  com- 
pany. The  fare  in  the  buses  is  the 
same  as  on  the  electric  railway  cars, 
a  7J-cent  token  or  8  cents  cash  within 
the  city  limits.  It  was  announced  in 
the  Jan.  20  issue  of  the  Electric  Rail- 
way Journal  that  the  company 
was  planning  the  installation  of  the 
buses. 


Book  Reviews 


3 


Depreciation  of  Public  Utility 
Properties 

By  Henry  Earle  Riggs,  A.B.,  C.E.  Mc- 
Graw-Hill Book  Company,  New  Yorlc,  1922  ; 
211    pages. 

The  publication  of  a  book  on  this 
subject  is  most  appropriate  at  this  time 
because  of  the  important  place  which 
depreciation  has  in  valuation  of  utili- 
ties. The  author  quotes  from  and 
analyzes  the  leading  court  decisions  on 
depreciation,  showing  how  there  has 
been  a  gradual  development  of  thought 
on  this  subject.  He  also  brings  out 
clearly  his  own  ideas,  which  include  the 
thought  that  while  a  utility  is  obligated 
to  maintain  its  property  in  safe  and 
adequate  condition  to  render  continuous 
service,  renewals  can  and  need  be  made 
only  when  due,  and  "an  unmatured  ob- 
ligation to  make  a  renewal  is  not  a  loss 
of  value." 


Shall  State  Regulation  of  Public  Utili- 
ties Be  Abandoned? 

An  examination  of  Governor  Smith's 
proposal  for  municipal  control.  Issued  by 
the  Institute  of  American  Business,  New 
York.      Thirty-three   pages. 

In  this  pamphlet  the  subject  is  con- 
sidered under  four  heads,  namely,  (1) 
The  Attack  on  State  Regulation,  (2) 
Shall  We  Turn  Back  the  Clock?  (3) 
Governor  Smith's  Proposals  Analyzed, 
(4)  The  Good  Faith  of  the  State.  In 
the  first  section  a  contrast  is  shown 
between  the  Governor's  statements  in 
1919  and  1920  when  he  indorsed  the 
principle  of  state  regulation  and  the 
now  famous  recommendations  in  the 
1923  message.  Statements  are  then 
published  from  diflFerent  authorities  as 
to  the  failure  of  municipal  regulation, 
and  arguments  are  presented  for  state 
regulation. 


Earning   Power  of   Railroads  for   1922 

Compiled  and  edited  by  Floyd  W.  Mundy. 
442  pages.  Published  by  James  H.  OUphant 
&  Company,  New  York,  N.  Y. 

This  book,  now  in  its  seventeenth 
issue,  presents  important  statistics  and 
other  facts  relating  to  the  earning 
power  and  to  the  securities  of  railroads, 
arranged  in  convenient  form  for  ready 
reference.  The  statistics  are  given  for 
practically  all  the  important  railroads 
in  the  United  States,  with  a  few  others. 

The  introductory  chapters  explain  in 
a  general  way  the  fundamental  prin- 
ciples which  must  be  applied  by  the  in- 
vestor to  inform  himself  as  to  the  value 
of  the  stocks  or  bonds  of  any  railroad. 

The  tables  give  vital  statistics  re- 
garding earnings,  mileage,  capitaliza- 
tion, tonnage,  etc.  They  are  designed 
to  present  the  statistics  mentioned  in 
such  a  way  as  to  permit  of  easy  com- 
parison between  those  of  each  railroad. 

The  notes  give  information  as  to  divi- 
dends and  such  other  information  about 
the  railroads'  capitalization,  invest- 
ments, physical  and  financial  condition, 
etc.,  as  appears  to  be  of  direct  interest 
to    the    investor. 


584 


jubECTRic    Railway    Journal 


Vol.  61,  No.  13 


C 


Personal  Items 


1 


Dr.  Hutchinson  Joins 
Engineering  Firm 

Heads   Department    of   Sanderson    & 
Porter  in  Charge  of  Elec- 
trification Worlt 

Dr.  Gary  T.  Hutchinson  is  now  asso- 
ciated with  Sanderson  &  Porter,  New 
Yorlc,  and  will  direct  the  department  of 
railroad  electrification  of  that  firm.  For 
thirty  years  he  has  been  engaged  in 
handling  railroad  electrification  prob- 
lems. In  1891  his  then  firm,  Sprague, 
Duncan  &  Hutchinson,  built  for  Henry 
Villard,  who  at  that  early  day  was  con- 
sidering the  electrification  of  the  Chi- 
cago freight  terminals,  the  first  heavy 
electric  locomotive  constructed  in  this 
country.  It  is  interesting  that  nearly 
a  generation  later  he  has  just  ended 
service  on  the  commission  appointed  by 
the  Illinois  Central  Railroad  for  plan- 
ning the  electrification  of  its  Chicago 
terminals. 

The  Baltimore  &  Ohio  Railroad  en- 
gaged Duncan  &  Hutchinson  as  con- 
sulting engineers  for  the  first  steam 
railroad  electrification  in  the  United 
States — built  through  Baltimore  in 
1895 — and  a  few  years  later  they  made 
a  report  to  that  company  on  the  electri- 
fication of  the  mountain  division  of  its 
load.  This  project  is  now  under  con- 
sideration and  there  are  rumors  that  it 
will  soon  be  taken  up. 

From  1906  to  1908  Dr.  Hutchinson 
was  engaged  by  the  Great  Northern 
Railway  to  take  charge  of  the  design 
and  construction  of  the  electric  equip- 
ment of  its  road  over  the  Cascade 
Mountains,  the  first  three-phase  elec- 
trification to  be  built  in  the  United 
States.  The  considerations  that  led  him 
to  use  induction  motors  for  that  heavy 
service  were  the  same  that,  fifteen 
years  later,  influenced  the  engineers 
of  the  Norfolk  &  Western  to  use  them. 

Later  the  Illinois  Central  Railroad 
appointed  Dr.  Hutchinson  a  member  of 
its  electrification  commission.  Numer- 
ous other  investigations  and  reports  on 
railroad  electrification  have  been  made 
by  Dr.  Hutchinson.  He  was  selected 
in  1920  to  take  charge  of  the  railway 
electrification  division  of  the  Super- 
power Survey.  He  has  also  been  con- 
nected, as  consulting  engineer,  with 
many  important  hydro-electric  develop- 
ments. In  addition  to  these  activities, 
Dr.  Hutchinson  was,  for  a  time,  in 
charge  of  the  department  of  electrical 
engineering  at  Johns  Hopkins  Univer- 
sity. 

As  Sanderson  &  Porter  see  it,  the 
improved  financial  condition  of  the  rail- 
roads and  the  urgent  need  of  many  of 
the  steam  lines  for  increased  facilities, 
which  generally  can  best  be  met  by 
electrification,  make  probable  a  great 
increase  in  the  work  of  this  kind 
The  new  department  is  intended  to 
cover  all  phases  of  electrification  work. 


F.  W.  Doolittle 


New  North  American 
Vice-Presidents 

Work  of  Messrs.  Fogarty  and  Doolittle 

with    Huge   Holding    Company 

Recognized  by  Their 

Advancement 

Announcement  has  just  been  made  of 
the  election  of  James  F.  Fogarty  and 
F.  W.  Doolittle  as  vice-presidents  of 
the  North  American  Company,  New 
York,  eff'ective  on  April  1. 

For  the  past  twenty  years  Mr.  Fogarty 
has  been  connected  with  the  North 
American  Company  in  various  capac- 
ities. He  entered  its  employ  as  ste- 
nographer in  November,  1902.  In  Jan- 
uary, 1910,  he  became  assistant  secre- 
tary of  the  company  and  in  March,  1912, 
was  elected  secretary  and  assistant 
treasurer.  He  still  retains  the  office  of 
secretary.  During  the  greater  part  of 
his  long  service  he  has  been  intimately 
in  contact  with  the  financing  of  the 
North  American  Company  and  its  sub- 
sidiaries. He  was  bom  in  Philadelphia 
on  March  16,  1888.  Mr.  Fogarty  has 
for  several  years  been  a  director  of  the 
North  American  Company.  He  is  also 
vice-president  and  director  of  the  North 
American   Edison   Company  and   secre- 


tary and  director  of  various  subsidiary 
companies  of  the  North  American  Com- 
pany, among  which  are  included  the 
Milwaukee  Electric  Railway  &  Light 
Company. 

For  several  years  Mr.  Doolittle  has 
been  intimately  connected  with  the 
activities  of  the  North  American  Com- 
pany and  its  subsidiaries  as  a  special 
rate  and  valuation  engineer  with  his 
headquarters  at  Milwaukee,  Wis.  Mr. 
Doolittle  was  bom  in  Hopkinton,  Iowa, 
in  1883.  He  was  graduated  from  Prince- 
ton University  and  the  University  of 
Colorado.  He  taught  engineering  at 
the  University  of  Colorado  and  Uni- 
versity of  Wisconsin  and  assisted  in 
the  development  of  the  statistical  de- 
partment of  the  Wisconsin  Railroad 
Commission.  From  there  he  went  to 
Springfield,  111.,  where  he  did  similar 
organization  work  for  the  first  Illinois 
Public  Utilities  Commission. 

In  1914  Mr.  Doolittle  became  director 
of  the  Bureau  of  Fare  Research  of  the 
American  Electric  Railway  Association 
and  shortly  thereafter  published  his 
book  on  electric  railway  rates  and  serv- 
ice, known  as  "Studies  in  the  Cost  of 
Urban  Transportation  Service."  Since 
1916  Mr.  Doolittle  has  been  retained  as 
consulting  engineer  by  the  North  Amer- 
ican Company  and  its  subsidiaries  and 
has  handled  investigations  of  new  prop- 
erties and  rates  and  valuation  cases  for 
these  companies  before  various  commis- 
sions. 


Messrs.  Horton  and  Mack  Made 
Vice-Presidents  of  Inter- 
national Railway 

R.  Harland  Horton,  for  many  years 
associated  with  the  Philadelphia  (Pa.) 
Rapid  Transit  Company,  has  been 
appointed  vice-president  in  charge  of 
traffic  of  the  International  Railway, 
Buffalo,  N.  Y.  For  some  time  past  Mr. 
Horton  has  been  assistant  to  the  vice- 
president  of  the  International.  Mr. 
Horton  has  been  a  traffic  expert  with 
Mitten  Management  since  1912. 

H.  L.  Mack,  who  has  been  with  the 
International  Railway,  since  1892  in 
charge  of  track  and  maintenance  of  way, 
has  been  elected  vice-president  in 
charge  of  engineering,  a  new  position 
with  the  International  Railway  created 
by  Mitten   Management,  Inc.  " 

Edgar  J.  Dickson  has  resigned  as 
vice-president  in  charge  of  traffic  of 
the  International  Railway,  Buffalo, 
N.  Y.,  according  to  announcement  made 
by  Herbert  G.  TuUey,  president.  Mr. 
Dickson  had  held  the  position  for  almost 
twelve  years,  having  been  appointed 
when  E.  G.  Connette  was  president  of 
the  company. 


i.  F.  Fogarty 


Mitten  Colors  to  Fly  at 
Metropolitan  Tracks 

"Racing,"  says  the  New  York  Tele- 
gram, "is  attracting  any  number  of 
newcomers  to  the  fold.  Two  valuable 
additions  are  getting  together  a  stable 
each  for  campaigning  over  metropoli- 
tan tracks  this  summer.  Joseph  B. 
Choate,  Boston  banker,  has  asked  for 
registration  of  colors  and  will  hope  to 


March  31,  1923 


Electric    Railway    Journal 


585 


see  one  or  more  of  his  newly  acquired 
thoroughbreds  land  in  the  charmed 
circle.  Thomas  E.  Mitten,  Philadelphia 
traction  magnate,  is  also  in  the  fle'd." 


Mr.  Sparks  Goes  to  Chicago 

Ralph  M.  Sparks  became  vice-presi- 
dent of  the  Yellow  Coach  Manufactur- 
ing Company,  Chicago,  111.,  on  April  1 
in  charge  of  the  public  utility  division 
of  that  company.  Mr.  Sparks,  a  native 
of  Muncie,  Ind.,  received  his  education 
in  the  local  high  school  and  at  Purdue 
University.  In  1910  he  became  special 
assistant  to  President  P.  F.  Sullivan 
of  the  Bay  Sti^te  Street  Railway.  Dur- 
ing his  nine  years  with  the  railway, 
he  filled  many  positions,  being  succes- 
sively general  pas-enger  agent,  assist- 
ant to  the  general  manager,  assistant 
to  the  first  vice-president  and  transpor- 
tation manager  in  charge  of  operations. 
In  1919  Mr.  Sparks  organized  a  com- 
pany for  the  distribution  of  Willys- 
Knight  cars  in  Worcester,  Mass.,  and 
Worcester  County.  Mr.  Sparks,  two 
yearr  later  was  the  prime  mover  in  the 
org.an'zation  of  the  public  utility  divi- 
sion of  the  Republic  Motor  Truck  Com- 
pany at  Alma,  Mich.  In  this  position, 
he  deve'oped  and  introduced  the  Repub- 
lic Knight  motored  bus.  Fifty-two  of 
these  buses  were  installed  in  eight 
cit'es,  name.y,  Baltimore,  Boston,  Prov- 
idence, New  Haven,  Newark,  Youngs- 
town,  San  Diego  and  Detroit. 


L.  H.  Palmer  Becomes 
General  Manager 

Well  Known  Baltimore  Official  Promoted 

to  Post  Formerly  Held  by 

H.  B.  Flowers 

L.  H.  Palmer  was  appointed  on  March 
27  by  the  board  of  directors  of  the 
United  Railways  &  Electric  Company, 
Baltimore,  to  the  position  of  general 
manager  of  that  company,  made  vacant 
by  the  recent  resignation  of  Herbert  B. 
Flowers,  who  has  become  president  of 
the  New  Orleans  Public  Service,  Inc. 
Mr.  Palmer's  previous  title  was  assist- 
ant to  the  president,  a  position  which 
he  has  held  since  October,  1917. 

Louis  Hooker  Palmer,  through  his 
activity  in  connection  with  the  solving 
of  various  national  electric  railway 
problems  and  in  association  work,  is 
one  of  the  best  known  men  in  the  execu- 
tive and  transportation  side  of  the  in- 
dustry. He  has  a  reputation  for  get- 
ting things  done,  and  not  only  in  com- 


Employee  New  Director  on 
P.  R.  T.  Board 

Ralph  R.  Nyman,  a  motorman  in  the 
employ  of  the  Philadelphia  (Pa.)  Rapid 
Transit  Company,  on  March  21  was 
elected  a  member  of  the  board  of  di- 
rectors of  the  company.  Mr.  Nyman 
Is  president  of  both  the  Co-operative 
Welfare  Association,  the  organization 
of  the  P.  R.  T.  employees  which  repre- 
sents the  men  in  their  dealings  with 
the  company,  and  also  the  Wage  Divi- 
dend Fund,  which  represents  the  men 
in  the  profit-sharing  plan  operated  by 
the  company.  Mr.  Nyman  was  one  of 
the  three  new  directors  elected  by  the 
stockholders  at  the  annual  meeting.  He 
succeeded  John  McElroy,  the  first  em- 
ployee elected  to  the  directorate,  who 
is  compelled  to  step  out  of  the  board 
through  promotion  to  foreman,  which 
ranks  him  as  an  official  and  no  longer 
as  an  employee.  Mr.  Nyman  was  born 
in  Boonesboro,  Md.,  down  in  the  Blue 
Ridge  Mountains.  He  started  out  in 
street  railroading  in  Baltimore,  where 
he  worked  for  five  years  as  a  motorman. 
He  then  went  to  Philadelphia.  He  has 
been  a  committeeman  from  the  Belmont 
carhouse  for  seven  years,  being  known 
as  "No.  1  committeeman,"  the  one  re- 
ceiving the  highest  number  of  votes  of 
the  men  in  the  carhouse.  Mr.  Nyman 
is  a  bachelor. 


L.  H.  Palmer 


Frank  Titus  has  succeeded  M.  T. 
O'Connell  as  engineer  of  power  stations 
of  the  Capital  Car  Line,  Bismarck, 
N.  D.,  a  1.5-mile  line  owned  and  oper- 
ated by  the  State. 


pany,  but  in  association  work,  puts  his 
whole  energy  into  anything  which  he 
undertakes.  By  his  tact  and  his  spirit 
of  helpfulness  he  Inspires  a  willing  co- 
operation in  those  with  whom  he  is 
associated. 

Mr.  Palmer  was  bom  in  Chicago.  His 
business  life,  however,  has  been  spent  in 
the  East.  After  he  was  graduated  from 
Williams  College  in  1902,  Mr.  Palmer 
was  associated  with  the  operating  de- 
partment of  the  Central  Railroad  of 
New  Jersey  for  four  years.  He  then 
entered  the  service  of  the  Metropolitan 
Street  Railway,  New  York,  as  a  clerk 
in  the  oflSce  of  Oren  Root,  vice-president 
and  general  manager.  In  April,  1908, 
he  was  appointed  assistant  to  the  gen- 
eral manager  for  the  receivers  of  that 
company  and  a  year  later  was  made 
superintendent  of  transportation.  He 
resigned  in  1912  to  join  the  organization 
of  Harrison  Williams.  In  June,  1915,  he 
went  to  Baltimore  to  do  some  special 
work  for  the  president  of  the  United 
Railways  &  Electric  Company,  and  in 
the  following  year  became  connected 
with  the  Eastern  Pennsylvania  Rail- 
ways, first  as  general  superintendent 
and  then  as  general  manager.  He  re- 
turned   to    the   Baltimore    Company   in 


1917,    at    the    request    of    William    A. 
House,  then  president  of  the  company. 

Mr.  Palmer  was  president  last  year  of 
the  American  Electric  Railway  Trans- 
portation &  Traffic  Association  and  is 
chairman  this  year  of  the  American 
committee  on  mail  pay  and  the  special 
committee  on  co-operation  with  the 
National  Safety  Council,  as  well  as 
a  member  of  other  association  commit- 
tees. He  is  also  a  director  of  the  Mary- 
land Public  Utilities  Association,  formed 
recently;  a  trustee  of  the  United  Rail- 
ways Building  Association,  vice-presi- 
dent of  the  Traffic  Club  of  Baltimore, 
and  vice-president  and  one  of  the  organ- 
izers of  the  Baltimore  Safety  Council. 

William  H.  Penoyer  has  replaced 
A.  J.  Crane  as  roadmaster  of  the 
Schenectady  (N.  Y.)  Railway. 

H.  M.  Brown  has  succeeded  John 
Jacobs  as  vice-president  of  the  Kay- 
deross  Railroad  Corporation,  Ballston, 
New  York. 

J.  M.  Donington  has  succeeded  George 
R.  Doremus  as  assistant  secretary  of 
the  J.  G.  White  Company,  Inc.,  New 
York,  N.  Y. 

E.  T.  Jones  has  replaced  S.  W.  Dill 
a.s  district  claim  agent  of  the  electric 
division  of  the  New  York  Central 
Railroad. 

A.  C.  Ray,  formerly  an  assistant 
treasurer  of  the  American  Power  & 
Light  Company,  New  York,  N.  Y.,  is 
now  treasurer. 

John  Nichol,  vice-president  of  the 
Pine  Bluff  (Ark.)  Company,  has  been 
chosen  president  of  the  Simmons  Na- 
tional Bank  of  Pine  Bluff  to  fill  the 
vacancy  caused  by  the  death  of  Dr. 
Z.  Orto. 

William  L.  Sayers  is  continuing  as 
general  manager  of  the  Marine  Rail- 
way, operated  between  Manhattan 
Beach  and  Brighton  Beach,  N.  Y.  He 
will  not  longer  perform  the  duties  of 
secretary,  this  office  now  being  taken 
care  of  by  Robert  J.  Seekamp. 

W.  F.  Graves,  chief  engineer  of  the 
Montreal  (Que.)  Railways,  has  resigned. 
The  assistant  chief  engineer,  R.  M. 
Hannaford,  is  acting  in  the  capacity  of 
chief  engineer. 

Charles  W.  Wilson  has  succeeded 
W.  F.  Tshudy  as  superintendent  of  the 
Penna.-New  Jersey  Railway,  and  the 
New  Jersey  &  Pennsylvania  Traction 
Company,  Trenton,  N.  J. 

W.  P.  Ballard,  formerly  superin- 
tendent of  the  Visalia  Electric  Railway, 
Exeter,  Calif.,  has  been  appointed  In- 
dustrial agent  for  the  Southern  Pacific 
System  in  the  San  Joaquin  Valley. 

A.  L.  McFarland,  formerly  inspector 
of  the  Charlotte  (N.  C.)  Electric  Rail- 
way, has  been  promoted  to  the  position 
of  chief  inspector.  In  this  capacity  he 
succeeds   the   late   Robert  J.   Small. 

Fred  A.  Lorentz  has  been  appointed 
to  the  position  of  chief  engineer  of  the 
Board  of  Publ'.c  Utilities  of  the  city 
of  Los  Angeles  to  succeed  H.  Z.  Os- 
borne, Jr.,  resigned.  Mr.  Lorentz  has 
been  assistant  chief  engineer  of  the 
board  for  several  years.  He  entered  the 
service  of  the  board  twelve  years  ago. 


586 


Electric    Railway    Journal 


Vol.  61,  No.  13 


S.  P.  MacFadden,  secretary  to  the 
district  manager  of  Stone  &  Webster, 
has  been  transferred  to.  Port  Arthur, 
Tex.,  as  superintendent  of  the  Port 
Arthur  Light  &  Power  Company  and 
the  Port  Arthur  Ice  &  Refrigerator 
Company.  Mr.  MacFadden  relieves 
Joseph  Bowes,  who  has  been  trans- 
ferred to  Beaumont,  Tex.,  as  general 
superintendent  of  the  Eastern  Texas 
Electric  Company. 

E.  J.  Seaborn,  formerly  assistant 
treasurer  of  the  Truckee  River  Power 
Company,  has  been  transferred  to 
Houston  as  assistant  treasurer  of  the 
Houston  Electric  Company  and  the  Gal- 
veston-Houston Electric  Railway.  Mr. 
Seaborn  has  been  with  Stone  &  Webster 
for  sixteen  years  and  was  with  the 
Truckee  River  Power  Company  for  five 
years.  He  is  taking  the  place  vacated 
by  the  transfer  of  H.  L.  Harding  to 
Boston  in  the  treasurer's  department 
of  Stone  &  Webster. 

Albert  E.  Reynolds,  who  resigned  in 
January  as  general  manager  of  the 
United  Traction  Company,  Albany, 
N.  Y.,  to  become  connected  with  the 
engineering  firm  of  Sanderson  &  Porter, 
has  been  made  vice-president  and  gen- 
eral manager  of  both  the  Springfield 
(Mo.)  Traction  Company  and  the 
Springfield  Gas  &  Electric  Company, 
managed  by  the  engineering  firm.  He 
succeeds  in  these  positions  E.  C.  Deal, 
who  has  become  connected  with  the 
Electric  Bond  &  Share  Company,  New 
York. 

Gus  W.  Wagner,  formerly  general 
purchasing  agent  of  the  Detroit  (Mich.) 
United  Railway,  has  been  placed  in 
charge  of  the  steam  and  electric  rail- 
way sales  division  of  the  I.  M.  Jacob- 
son  &  Sons  Company.  His  offices  will 
bo  located  at  1011  Majestic  Building, 
Detroit,  Mich.  Mr.  Wagner  was  long 
connected  with  the  Detroit  railway. 
As  a  matter  of  fact  he  entered  its 
employ  as  a  boy  in  1901  under  A.  H. 
Stanley,  the  present  head  of  the  Lon- 
don underground  group.  He  caught  on 
■quickly  and  was  advanced  rapidly 
through  the  organization  until  finally 
he  succeeded  A.  F.  Edwards  in  the  pur- 
chasing department  when  Mr.  Edwards 
was  made  treasurer.  Mr.  Wagrner's 
railway  career  was  reviewed  briefly  in 
the  Electric  Railway  Journal  for 
June  10,  1922.  Among  the  products  of 
the  Jacobson  company  are  babbitt  and 
bearing  metals  and  white  metal  alloys. 

Claude  O.  Weidman,  general  manager 
of  the  Morris  County  Traction  Com- 
pany, Morristown,  N.  J.,  has  resigned. 
Otto  G.  Schultz,  treasurer  of  the  com- 
pany, will  in  addition  assume  Mr.  Weid- 
man's  duties.  Mr.  Weidman  became 
superintendent  of  the  company  eight 
years  ago  and  three  years  later  was 
advanced  to  the  position  of  general 
manager.  Previous  to  going  to  Morris- 
town  he  was  superintendent  of  trans- 
portation of  the  Otsego  &  Herkimer 
Railroad.  Mr.  Charles  Fields  has  been 
appointed  superintendent  of  the  com 
pany.  The  Morris  County  Traction 
Company  operates  an  interurban  sys- 
tem of  more  than  58  miles  through  a 
well-built-up  section  of  New  Jersey. 


Mr.  Hecht  Chairman  of  the  Board 

R.  S.  Hecht,  who  has  been  succeeded 
as  president  of  the  New  Orleans  (La.) 
Public  Service,  Inc.,  by  H.  B.  Flowers, 
will  retain  the  chairmanship  of  the 
board  of  directors  and  continue  his 
supervision  of  the  financial  affairs  of 
the  company.  Mr.  Hecht  is  a  com- 
manding figure  in  the  financial  and 
banking  activities  of  New  Orleans.  It 
was  he,  very  largely,  who  succeeded  in 
bringing  together  the  representatives 
of  the  holders  of  the  various  issues  of 
securities  of  the  New  Orleans  Railway 
&  Light  Company  and  in  reconciling 
the  conflicting  interests  to  a  workable 
reorganization  plan.  He  is  president 
of  the  Hibernia  Bank  &  Trust  Company, 
New  Orleans.  A  portrait  and  a 
biography  of  Mr.  Hecht  were  published 
in  the  Electric  Railway  Journal  for 
Nov.  11,  1922.  A.  L.  Kempster  has 
been  re-elected  vice-president  and  gen- 
eral manager  of  the  company. 

The  New  Orleans  Item  said  of  Mr. 

Hecht: 

R.  S.  Hecht  leaves  the  stockholders  ana 
bondholders  greatly  In  his  debt.  In  a  sense, 
he  achieved  the  Impossible.  A  number  of 
the  policies  he  introduced  and  some  of  the 
things  he  did  for  this  company  were  opposed 
by  this  newspaper.  However,  one  can  differ 
with  Mr.  Hecht,  and  oppose  him.  without 
losing  personal  regard  for  him,  and  even 
come  away  with  increased  respect  for  his 
abilities.  ^^^^^^^ 

Obituary 

J.  S.  Walsh 

Julius  S.  Walsh,  eighty  years  old, 
financier  and  retired  railroad  and  elec- 
tric railway  magnate,  chairman  of  the 
board  of  directors  of  the  Mississippi 
Valley  Trust  Company,  St.  Louis,  and 
for  many  years  a  dominant  figure  in 
the  financial  world  of  the  Central  West, 
died  in  St.  Louis  on  March  21. 

Mr.  Walsh  was  born  in  St.  Louis  on 
Dec.  1,  1842.  He  was  educated  in  the 
town  schools,  later  attending  St.  Joseph 
College,  Bardstown,  Ky.,  where  he  re- 
ceived his  A.B.  in  1861;  Columbia  Uni- 
versity, where  he  obtained  his  LL.B.  in 
1864,  and  his  A.M.  at  St.  Louis  Univer- 
sity the  following  year.  He  also  re- 
ceived an  honorary  LL.D.  from  the 
latter  institution  in  1904. 

When  his  father  died  in  1864,  Mr. 
Walsh  became  administrator  of  his 
estate  and  succeeded  him  as  a  director 
of  the  Bank  of  the  State  of  Missouri 
and  of  the  Franklin  Avenue,  Union, 
Fairgrounds  and  the  Suburban  Street 
Railways. 

About  1870,  when  B.  Gratz  Brown 
was  ambitious  to  become  Governor  of 
Missouri,  he  removed  his  residence 
from  St.  Louis  to  Iron  County  and  upon 
his  election  as  Governor  finally  per- 
suaded Mr.  Walsh  to  succeed  him  as 
president  of  the  Citizens'  Street  Rail- 
way. Mr.  Walsh  had  built  the  Northern 
Central  line  in  1885,  and  that  and  other 
horse  car  lines  he  controlled  were  the 
forerunners  of  the  present  unified  sys- 
tem, the  United  Railways.  Later  he 
became  president  of  the  St.  Louis  & 
^suburban  Railway.  In  1875  Mr.  Walsh 
succeeded  Mr.  Dickson  as  president  of 
the  St.  Louis  Bridge  Company,  which 


built  the  famous  Eads  bridge,  and  re- 
mained as  its  head. 

Later  Mr.  Walsh  became  interested  in 
electrical  development  and  in  1889  was 
elected  president  of  the  Municipal  Elec- 
tric Light  Company.  This  company 
was  later  absorbed  by  the  present 
Union  Electric  Light  &  Power  Com- 
pany, St.  Louis. 

He  organized  the  Mississippi  Valley 
Trust  Company  in  1890  and  became  its 
president,  and  in  1906  was  made  chair- 
man of  the  board,  holding  that  position 
at  his  death. 


William  Loft,  for  thirty-two  years 
superintendent  of  lines  of  the  Spring- 
field (Mass)  Street  Railway,  died  in 
Springfield  on  March  22,  aged  seventy. 
He  installed  the  first  telephone  system 
for  the  New  England  Telephone  &  Tele- 
graph Company  in  Cambridge,  which 
was  started  with  thirty-two  subscribers. 
Later  he  assisted  in  building  the  first 
trolley  systems  in  Boston  and  Cambridge 
for  the  Thomson-Houston  Electric  Com- 
pany. Later,  Mr.  Loft  had  charge  of 
overhead  construction  for  the  car  lines 
in  Utica,  N.  Y.,  and  other  places,  fol- 
lowing which  he  went  to  Springfield  to 
direct  similar  work  there.  He  was  then 
made  superintendent  of  lines. 

Philip  Increase  Robinson,  manager  of 
the  Baton  Rouge  (La.)  Electric  Com- 
pany, died  on  March  22.  He  had  been 
a  prominent  figure  in  the  railway  and 
lighting  field  since  1908,  when  he  en- 
tered the  statistical  department  of  Stone 
&  Webster,  Inc.  In  less  than  three 
months  after  joining  the  Stone  &  Web- 
ster forces  he  was  transferred  to 
Houghton,  Mich.,  as  assistant  to  the 
engineer.  He  was  made  assistant  su- 
perintendent of  the  Houghton  County 
Traction  Company  in  1912.  Later  he 
entered  the  lighting  field  in  Houghton, 
Fort  Madison  and  Dallas.  It  was  only 
in  February  of  this  year  that  he  became 
manager  of  the  Baton  Rouge  Electric 
Company.  Mr.  Robinson  was  born  in 
1886  and  made  his  home  in  Waterville, 
Me.  He  was  graduated  from  the  Uni- 
versity of  Maine  in  1906  as  an  electrical 
engineer.  He  is  survived  by  his  wife 
and  two  children. 

Major  Abram  J.  GifTord,  formerly  in 
charge  of  the  transportation  department 
of  the  General  Electric  Company  for 
many  years,  died  on  March  20  at  his 
home  in  Schenectady  after  an  opera- 
tion. Major  Gilford  was  bom  at  Hud- 
son, N.  Y.,  in  1849.  Prior  to  his  entry 
into  the  electrical  industry,  he  was  in 
charge  of  the  Indian  agency  at  Fort 
Berthold,  N.  D.,  from  1884  to  1889, 
under  appointment  by  President  Ches- 
ter A.  Arthur.  In  1891  he  became  con- 
nected with  the  Northwest  Thomson- 
Houston  Company  at  St.  Paul,  but  was 
transferred  in  1894  to  the  transporta- 
tion department  of  the  General  Electric 
Company  at  Chicago.  In  1899  he  was 
put  in  charge  of  the  transportation  in- 
terests of  the  company  and  moved  to 
Schenectady,  where  he  resided  until  the 
time  of  his  death.  On  March  1,  1920, 
he  gave  up  his  active  duties,  which  were 
taken  over  by  M.  C.  Fitzgerald,  but 
continued  on  in  an  advisory  capacity. 


March  31,  1923 


Electric    Railway    Journal 


587 


J= 


\ 


Manufactures  and  the  Markets 

News  of  and  for  Manufacturers — Market  and  Trade  Conditions 
A  Department  Open  to  Railways  and  Manufacturers 
for  Discussion  of  Manufacturing  and  Sales  Matters 


^ 


^ 


Economic  Adjustment 
Desirable 

Report  and  Recommendations  Presented 
of  President's  Conference  on  Unem- 
ployment— Mr.  Hoover  Pleased 

The  special  committee  on  unemploy- 
ment from  the  depression  in  the  busi- 
ness cycle  appointed  by  Secretary 
Hoover,  as  chairman  of  the  President's 
Conference  on  Unemployment,  has  made 
public  the  conclusions  reached  after 
more  than  a  year's  study.  The  com- 
mittee comprised: 

Owen  D.  Young,  president  General 
Electric  Company,  as  chairman;  Joseph 
H.  Defrees,  formerly  president  U.  S. 
Chamber  of  Commerce;  Mary  Van 
Kleek,  Russell  Sage  Foundation;  Mat- 
thew Woll,  vice-president  American 
Federation  of  Labor;  Clarence  M.  Wool- 
ley,  chairman  American  Radiator  Com- 
pany, Edward  E.  Hunt,  secretary. 

The  committee  was  requested  by 
Secretary  Hoover  to  make  an  exhaus- 
tive investigation  into  the  facts  and 
causes  of  periodic  business  depression 
— hard  times — and  see  if  suggestions 
could  be  made  for  remedial  steps  that 
might  be  taken  by  the  business  commu- 
nity to  avoid  such  interruptions  to  pros- 
perity and  employment. 

Committee  Issues  Summary 
OF  Conclusions 

The  committee  has  now  issued  its 
own  summary  of  conclusions  and  sug- 
gestions. This  will  be  followed  at  an 
early  date  with  the  complete  publica- 
tion of  the  facts  and  much  of  the  ma- 
terial collected. 

The  committee  analyzes  the  various 
economic  phenomena  of  the  periodic 
business  boom  and  sequent  depression, 
and  its  conclusions  are  that  preventa- 
tive measures  must  lie  in  the  better 
handling  of  business  in  boom  times  be- 
cause depressions  are  due  to  over  ex- 
pansion, inflation,  loss  of  efficiency, 
waste,  and  extravagance  in  the  boom 
periods;  that  therefore  the  first  point 
of  attack  on  the  problem  must  be  more 
informed  action  by  individual  business 
men  in  periods  of  rising  markets  in 
order  that  excessive  expansion  may  be 
prevented  and  the  extent  of  the  decline 
reduced.  Stress  is  laid  upon  the  neces- 
sity of  better  understanding  of  the  busi- 
ness cycle  by  the  business  executives 
generally.  The  suggestions  for  control 
of  excessive  expansion  embraces  recom- 
mendations as  to  the  control  of  credit 
by  individual  banks,  possible  control  of 
inflation  by  the  Federal  Reserve  Sys- 
tem, the  control  by  individual  business 
men  of  expansion  in  their  own  business, 
and  the  retardation  in  boom  times  of 
governmental  and  large  utility  building 
and  construction. 


The  methods  of  reducing  the  extent 
of  the  decline  lie  in  the  building  up  of 
governmental  and  public  utility  con- 
struction in  times  of  depression,  the  use 
of  unemployment  funds,  and  the  expan- 
sion of  Federal,  State,  and  farm  employ- 
ment bureaus.  The  better  control  of 
credit  against  over-expansion  and 
speculation  through  individual  banks 
and  the  guidance  of  business  itself  by 
danger  signals  of  over-expansion  are 
fundamental. 

The  committee  considers  that  before 
the  banks,  business  men,  and  others 
can  take  constructive  action  in  the  en- 
lightened conduct  of  business  in  this 
relation,  there  must  be  recruited  and 
constantly  disseminated  the  fundamental 
information  on  which  the  trends  in 
business  can  be  properly  adjudged  by 
each  individual  business  man,  and  it 
strongly  recommends  the  recruiting  of 
enlarged  and  more  systematic  statis- 
tical information  by  the  Department  of 
Commerce  and  its  wider  dissemination. 

The  committee  calls  attention  to  the 
fact  that  the  ebb  and  flow  in  demand  for 
consumable  goods  is  less  controllable 
than  that  of  construction  of  buildings 
and  equipment  both  governmental  and 
private;  that  the  tendencies  of  boom 
periods  is  to  thrust  a  double  burden  on 
the  community  of  providing  for  in- 
creased consumable  goods  and  at  the 
same  time  undertaking  the  larger  bur- 
dens of  construction;  that  therefore,  the 
construction  industries  are  to  some  ex- 
tent the  balance  wheel  on  the  ebb  and 
flow  of  boom  and  depression. 

The  committee  points  out  the  part  the 
Federal  Reserve  Banks  can  play  in  re- 
striction of  speculation  and  at  the  same 
time  in  liberalizing  credit  in  times  of 
depression. 

A  questionnaire  is  proposed  to  busi- 
less  men,  bankers,  managers  of  public 
utilities,  wage  earners,  and  public  or- 
ganizations with  a  view  to  stimulating 
organized  consideration  and  inquiry. 

The  report  does  not  suggest  panaceas 
or  economic  revolution,  but  seeks  to 
drive  home  the  facts  that  the  enlarge- 
ment of  judgment  in  individual  business 
men  as  to  the  trend  of  business  and 
consequent  widened  vision  as  to  ap- 
proaching dangers  will  greatly  con- 
tribute to  stability,  and  that  the  neces- 
sary information  upon  which  such  judg- 
ments can  be  based  must  be  system- 
atically recruited  and  distributed. 

British  Get  Indian  Contract 

The  English  Electric  Company  has 
obtained  a  contract  for'  the  electric 
equipment  of  the  cars  to  be  used  on  the 
Bombay  suburban  lines  of  the  Great 
Indian  Peninsula  Railway.  The  over- 
head equipment  will  be  carried  out  by 
the  British  Insulated  &  He'sby  Cables, 
Ltd. 


Westinghouse  Air  Brake  Sees 
Satisfactory  Prospects 

The  Westinghouse  Air  Brake  Com- 
pany, Wilmerding,  Pa.,  has  submitted 
its  report  on  operations  during  1922. 
After  providing  from  earnings  for  fed- 
eral taxes,  dividends  and  adequate  re- 
serves, there  was  a  net  addition  to 
surplus  of  $2,252,881.  In  consideration 
of  the  industrial  and  financial  condi- 
tion existing  early  in  the  year  under 
review  it  was  deemed  advisable  by  the 
board  to  reduce  the  first  quarterly  divi- 
dend from  $1.75  to  $1  a  share  and  this 
rate  prevailed  until  the  last  quarter 
when  the  original  rate,  which  it  was 
fe'.t  the  earnings  then  justified,  was 
restored. 

At  a  special  meeting  of  stockholders 
which  was  held  on  March  2  the  author- 
ized capital  stock  of  the  company  was  in- 
creased from  $30,000,000  to  $50,000,000. 
The  directors  on  the  following  day 
declared  a  stock  dividend  of  35  per  cent 
payable  April  30  to  stockholders  of 
record  on  March  29.  In  the  statement 
to  the  stockholders  it  was  stated  that 
when  the  last  annual  report  was  issued 
the  outlook  for  the  immediate  future 
was  not  encouraging  due  to  the  unsettled 
business  conditions  then  prevailing,  but 
the  prospects  for  the  current  year  were 
satisfactory.  The  annual  meeting  of 
the  company  will  be  held  in  Wilmerding 
on  April  10. 


National  Association  of 
Manufacturers 

The  annual  conference  of  the  Na- 
tional Association  of  Manufacturers 
will  be  held  at  the  Waldorf-Astoria 
in  New  York  on  May  14,  15  and  16. 


Hardwood  Institute  Annual 
Meeting 

The  Hardwood  Manufacturers'  In- 
stitute will  hold  its  first  annual  con- 
vention on  May  10  and  11  at  the 
Blackstone  Hotel,  Chicago.  The  Insti- 
tute was  organized  in  June,  1922,  with 
some  seventy  members.  Its  member- 
ship now  includes  more  than  300  hard- 
wood producers,  and  its  lumber  inspec- 
tion force  of  three  men  has  now  in- 
creased to  an  inspection  corps  of 
twelve. 


Metal,  Coal  and  Material  Prices 

March   27, 

Metala — New  York  1923 

Copper,  electrolytio,  cents  per  lb 17. 187 

Copper  wire  baae,  cents  per  lb 1 9 .375 

Lead,  cents  per  lb 8.25 

Zinc,  cents  per  lb 7 .  975 

Tin,  Straits,  cents  per  lb 47.50 

Bituminous  Coal,  f  .o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  HamptoD 

HiRoads,  gross  tons 6.50 

Somerset  mine  run,  Boston,  net  tons 3. 125 

Pittsburgh  mine  run,  Pittsburgh,  net  tons.  .  2.  375 

Franklin,  III.,  screenings,  Chicago,  net  tons.  2.375 
Central,  111., screenings,  Chicago,  net  tons..        1.625 

Kansas  screenings.  Kansas  City,  net  tons. . .  2 .  60 

Materials 

Rubber-covered  wire,  N.  Y.,  No.   M,  per 

1,000ft 7.50 

Weatherproof  wire  base,  N.  Y.,  cents  per  lb.  19.50 

Cement,  Chicago  net  prices,  without  bags . .  $2.20 

Linseed  oil  (5-bbl.  lots),  N.  Y..  per  gal Jl .  07 

Whitelead,  (lOO-lb.  keg),N.Y.,cenUperIb  13.375 

Turpentine,  (bbl.  lots).  N.Y.,  per  gal $1.57 


588 


Electric    Railway    Journal 


Vol.  61,  No.  13 


Rolling  Stock 


Indianapolis    (Ind.)    Street    Railway 

expects  to  spend  $500,000  for  new  cars. 

Citizens  Traction  Company,  Oil  City, 
Pa.,  has  placed  the  order  as  of  March 
15  for  six  Birney  cars. 

Tampa  (Fla.)  Electric  Company  has 
ordered  eight  single-truck  safety  cars. 
Delivery  is  expected  in  May. 

Youngstown  (Ohio)  Municipal  Rail- 
way recently  placed  an  order  for  eleven 
buses.  By  April  1  the  fleet  will  total 
eighteen  buses. 

Ashland  (Wis.)  Street  Railway, 
through  the  Wisconsin  Railroad  Com- 
mission, has  been  authorized  to  pro- 
vide for  the  issuance  of  $65,000  equip- 
ment trust  certificates  for  the  purpose 
of  securing  nine  cars  costing  $85,050. 

Montreal  (Que.)  Tramways  is  about 
to  call  for  tenders  for  the  construction 
of  fifty  cars.  The  order  will  mean  an 
expenditure  of  approximately  $750,000. 
No  particular  type  of  car  will  be  speci- 
fied in  calling  for  tenders. 

Missouri-Kansas-Texas  Railway  has 
purchased  from  the  General  Motor 
Truck  Company  at  its  branch  in  Dallas 
a  CMC  Model  K-20  motor  bus.  The 
bus  has  been  placed  in  service  between 
the  city  of  Waco  and  Bellmead. 

New  York,  New  Haven  &  Hartford 
Railroad,  New  York,  N.  Y.,  has  in- 
creased by  five  its  original  contract  for 
electric  locomotives  recently  placed 
with  the  Westinghouse  Electric  & 
Manufacturing  Company.  Twelve  loco- 
motives are  now  covered  by  the  con- 
tract. 

Boston  (Mass.)  Elevated  Railway  re- 
cently placed  orders  for  fifty  cars  from 
the  Brill  Company,  twenty-five  from 
the  Laconia  Car  Company  and  twenty- 
five  from  Osgood-Bradley.  These  100 
cars  are  for  use  on  surface  lines  and 
are  of  the  same  type  as  the  last  200 
purchased.  They  are  double-truck  cars 
arranged  for  one-man  operation  if  de- 
sired. 

Pittsburgh  (Pa.)  Railways  has  placed 
an  order  for  twenty  additional  double- 
truck  cars.  The  cars  are  to  be  built 
by  the  St.  Louis  Car  Company  and 
equipped  with  Westinghouse  motors  and 
airbrakes.  They  were  added  to  a  recent 
order  for  fifty-five  cars,  making  a  total 
of  seventy-five  new  cars  to  be  delivered 
within  four  months  beginning  in  June. 
The  cars  cost  approximately  $11,000 
each. 

St.  Petersburg,  Fla. — The  city  is  now 
advertising  for  bids  to  be  opened  on 
April  2  for  the  following  cars:  Three 
standard,  single-truck  Birney  type 
safety  cars,,  and  one  standard  double- 
truck,  double-end,  safety  car,  with  one 
double  folding  door  at  each  end  of  the 
right-hand  side,  arranged  for  one-man 
operation  and  with  a  seating  capacity 
of  fifty-two  passengers.  Specifications 
have  been  sent  out  to  car  builders. 

Eastern  Massachusetts  Street  Rail- 
way, Boston,  Mass.,  as  noted  in  the  issue 
of    the    Electric    Railway    Journal 


for  March  24,  has  placed  an  order  with 
the  J.  G.  Brill  Company  for  fifty  one- 
man  two-man  cars.  These  cars  will  be 
very  similar  to  the  twenty-five  cars 
ordered  about  nine  months  ago  and  de- 
scribed in  this  paper.  The  order  for 
motors  was  divided.  The  General  Elec- 
tric Company  will  supply  motors  for 
twenty  of  these  and  the  Westinghouse 
Electric  &  Manufacturing  Company  will 
furnish  thirty  equipments. 


Track  and  Roadway 

Lehigh  Valley  Transit  Company,  Al- 
lentown.  Pa.,  during  1922  rebuilt  3  miles 
of  track  and  laid  twenty-two  blocks  of 
paving. 

Three  Rivers  (Que.)  Traction  Com- 
pany, through  its  manager,  states  that 
the  company  contemplates  a  $75,000 
extension. 

Tampa  (Fla.)  Electric  Company  will 
spend  about  $300,000  in  improvements 
during  the  present  year.  Double-track- 
ing of  various  lines  is  planned. 

Lehigh  Traction  Company,  Hazelton, 
Pa.,  and  the  Wilkes-Barre  &  Hazelton 
Railway  have  received  7,000  and  3,000 
ties  respectively.  These  will  be  laid  in 
conjunction  with  new  rails  to  go  down 
this  summer. 

Pacific  Electric  Railway,  Los  Angeles, 
Calif.,  is  enlarging  its  freight  storage 
yards  in  Los  Angeles  approximately 
100  per  cent  and  some  eight  freight 
storage  sidings  have  been  completed 
recently  on  the  company's  lines  between 
Los  Angeles  and  the  harbor  for  more 
adequately  handling  of  this  growing 
freight  business. 

Salt  Lake  &  Utah  Railroad,  Salt  Lake 
City,  Utah,  in  co-operation  with  the 
federal  government  will  construct  a 
siding  and  erect  a  terminal  station  in 
connection  with  the  construction  of  a 
permanent  camp  for  the  accommodation 
of  5,000  summer  training  troops.  The 
camp  will  be  established  at  Jordan  Nar- 
rows about  12  miles  south  of  Salt 
Lake  City. 

Power  Houses,  Shops 
and  Buildings 

West  Penn  Company,  Pittsburgh,  Pa., 

through  one  of  its  subsidiary  companies, 
recently  purchased  the  Iron  Exchange 
Building.  The  growth  of  the  properties 
has  made  this  step  imperative. 

Union  Traction  Company  of  Indiana, 
Anderson,  Ind.,  has  been  manufacturing 
since  Feb.  1  all  of  its  own  power  at 
its  Anderson  plant.  The  company  has 
shut  down  the  Eaton  and  Winchester 
plants. 

Louisville  (Ky.)  Railway,  has  placed 
contracts  for  repairs  to  its  Main  Street 
carhouse,  which  recently  burned,  and 
has  secured  a  building  permit  for  a 
new  oflSce  and  gymnasium  at  the  Fourth 
Street  carhouse,  to  cost  $30,000.  Con- 
tracts for  rebuilding  the  Fourth  Street 
property  will  be  placed  within  a  few 
days. 


Trade  Notes 


Ohmer  Fare  Register  Company,  Day- 
ton, Ohio,  has  issued  a  series  of  busi- 
ness lessons  illustrating  the  weakness 
of  any  method  of  collecting  fares  that 
is  not  in  harmony  with  correct  business 
principles.   ' 

Cama,  Norton  &  Company,  Bombay, 
India,  importers  of  electrical  machinery 
plants,  devices  and  appliances,  are 
soliciting  the  catalogs  and  correspond- 
ence of  general  engineering  firms  and 
trade  pertaining  to  allied  industries. 

Texas   Company,   New    York,   N.   Y., 

producer  of  Texaco  petroleum  products, 
has  been  awarded  the  contract  for  the 
lubricating  requirements  for  the  rolling 
stock  equipment  of  the  United  Rail- 
ways &  Electric  Company,  Baltimore, 
Md.,  for  a  period  covering  eighteen 
months. 

Westinghouse  High  Voltage  Insulator 
Company,  Derry,  Pa.,  a  subsidiary  of 
the  Westinghouse  Electric  &  Manufac- 
turing Company,  has  started  work  at 
Emeryville,  Calif.,  on  the  first  high- 
voltage  porcelain  insulator  works  to  be 
built  west  of  the  Mississippi  River. 

Rubber  Insulated  Metals  Corporation, 
New  York,  N.  Y.,  announces  that  about 
April  1  it  will  remove  its  general  oflSces 
from  50  Church  Street,  New  York  City, 
to  18  Oliver  Street,  Newark,  N.  J.  This 
concern  manufactures  the  well  known 
"Rimco"  rubber-insulated  pliers,  screw 
drivers,  and  other  tools — popularly 
known  as  "the  safety  tools"  for  line- 
men and  high-tension  work.  The  new 
location  will  give  the  Rubber  Insulated 
Metals  Corporation  larger  accommoda- 
tions and  aflFord  the  company  every 
facility  for  handling  a  steadily  increas- 
ing business. 

Metal  &  Thermit  Corporation,  New 
York,  N.  Y.,  has  appointed  Charles  F. 
Lederer  as  general  supervisor  of  rail 
welding  to  assume  entire  charge  of  all 
technical  work  in  the  field.  This  ap- 
pointment is  made  in  order  to  organize 
more  effectively  for  the  greatly  increas- 
ing thermit  rail  welding  business.  Mr. 
Lederer  is  well  fitted  for  this  new  posi- 
tion. He  has  been  connected  with  the 
rail  welding  department  of  the  corpo- 
ration for  more  than  two  and  a  half 
years  and  was  formerly  superintendent 
of  way  of  the  Milwaukee  Electric  Rail- 
way &  Light  Company. 


New  Advertising  Literature 

Walter  A.  Zelnicker  Supply  Company, 
St.  Louis,  Mo.,  has  issued  Bulletin  300, 
giving  useful  information  in  regard  to 
track  material  and  describing  ite  prod- 
ucts. 

Kinnear  Manufacturing  Company, 
Columbus,  Ohio,  has  issued  an  illustrated 
booklet  entitled  "Exposure  Hazard  and 
Window  Protection,"  showing  how  the 
Kinnear  steel  rolling  shutters  safeguard 
buildings  from  fire.  Shutters  approved 
by  the  Underwriters  Laboratories,  Inc., 
are  illustrated  and  described. 


March  31,  1923 


Electric    Railway    journal 


19 


iiiiiiiiiiiiiiiiiniii 


ijiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimg 

PEACOCK     I 

STAFFLESS     I 

BRAKES       I 

I  — For  Safety  Cars —  j 

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Necessary  Safety  Equipment 

To  meet  overload  conditions 


lARELY   does    any   passenger   vehicle   have  to 
carry  a  live  load  of  passengers  equal  to  its  own 

I  dead  weight.  Yet  the  standard  Birney  safety  car 

comes  nearer  to  being  called  on  for  such  a  task  than  any 
other  type  of  car.  One  hundred  passengers  jammed  in 
one  of  these  little  cars  will  weigh  about  as  much  as  the 
car  itself. 

The  one  hand  brake  designed  especially  to  meet  such 
a  condition  is  the  Peacock  Staffless  Brake.  It  is  an 
equipment  designed  to  apply  almost  unlimited  braking 
power  right  up  to  the  skidding  point,  even  with  the 
heaviest  passenger  load  that  can  be  packed  in.  More- 
over it  has  a  drum  and  housing  big  enough  to  wind  up 
all  the  chain  that  can  come  in,  without  jamming  or 
clogging. 

Investigate  this  proposition  for  yourself,  before  some 
unfortunate  accident  forces  you  to  realize  the  inade- 
quacy of  the  ordinary  hand  brake. 


illlliiiiiiiiiliiii:iliiiiiiiiiiiilliiiliiililiMiiiiiiiiiiiiiil 


Peacock  Staffless  Brakes  are 
not  only  safer,  but  they  ac- 
tually save  money  by  reduc- 
ing maintenance  costs. 

Write  for  full  particulars. 


iiiiiiiiiiiiiiiiiin iiiiiiiiiiiiiiiiiiiiii iiiiniiiiirniii iiiiii iiiiiiiiiiiiiiiiiiiiii iiiiiiiiniiiiiiiiiiiiiiiiiiiii:iiiiiiiiiiiiiiiiiiiiiiiiii niiiiiiiiiiiiiiiiiiiiiiiiiiiuniiiuiiiiiii 

National  Brake  Co.,  Inc. 

890  EUicott  Sq.,  Buffalo,  N.  Y. 

Canadian    Representative: 
Lyman  Tube  &.  Supply  Company,  Limited,  Montreal,  Canada 


20 


Electric    Railway    Journal 


March  31,  1923 


M  E^rtgifyeeiT-^  1 


jfor&,  SJacon  &  Pavie 

Incorporated 
Business  Established   1894 

115  BROADWAY,  New  York 

PHILADELPHIA  CHICAGO  SAN  FBAMCISCO 


Stone  &  Webster 


Incorporated 

EXAMINATIONS         REPORTS 
ON 


APPRAISALS 


INDUSTRIAL  AND  PUBLIC  SERVICE  PROPERTIES 

NEW  YORK         BOSTON         CHICAGO 


SAN.DERSON  &  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— RATB8— OPERATION SKRViCS 


Dwight  P.  Robinson  &  Company 

Incorporated 

Design  and  Construction  of 

Eleetrie  Railway»,  Shop*,  Power  StatioitM 

125  East  46th  Street,  New  York 

ChJcsRo  Youn^fttowB  Dallas 


Loa  Anceles 


Montreal 


Rio  de  Janeiro 


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 

Oriciaator    of    nalhnited    ride,    trans  fermble    weekly 
pass.     Campaigns  handled  to  make  it  a  snccess. 

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. 


J.  ROWLAND  BIBBINS 

Engineer — 921  Fifteenth  St.,  Washington,  D.  C. 
TRANSPORTATION 

Complete  Transit  Surveys  and  Development  Pro- 
grams, adapting  Motor-Transport,  R.R.  Terminal  and 
City  Plans.  Traffic,  Service,  Routing,  Operation  and 
Valuation. 

EXPERIENCE  IN  20  CITIES 


Joe  R.  Ong 


Consulting  Transportation  Engineer 

Specialixing  in   Traffic  ProUeme  and  in  Method*  to 

Improve  Service  and  Increase 

Efficiency  of  Operation 

PIQUA,  OHIO 


Parsons,  Klapp,  Brinckerhoff  &  Douglas 


WM.  BARCLAY  PARSONS 
EUGKNK  KLAPP 


H.  M.  BRINKEBHOFF 
W.  i.  OOCGLAS 


Engineers — Constructors — Managers 


Hydro-electric 


Railway  Light  and  Industrial   Plants 

Appraisals  and   Reports 

CLBVKLAND  NBW  YORK 

1S70  Hanna  Bide.  84  Pine  St. 


DAY&ZIMMERMANN.Inc. 

^0J  ENGINEER  § 

'Djgsi^n,    Construction 
T{fpoHs,   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. 


March  31,  1923 


Electric    Railway    Journal 


21 


TROLLEY  WHEELS: 

V-K  Oilless,  M-J  Lubricated 

HARPS: 

V-K  Non-Arcing,  M-J  Standard 

BEARINGS: 

"Tiger"  Bronze 
Axle  and  Armature 

ARMATURE  BABBITT 
and  Similar  Products 


^-_J 


The  qixalitg  oF  wheel  mebal  is 
oF  paramount  importance.  Ve  use 
a  special  alloij  that  ie  oomparativel/ 
5ofb»yet  extremely  bough  and  durable 
with   hijthefifc    conductivity. 

mmrMES  BRASS  &MEIU  OQ 

iSt.  Louis  Miswuri 

QUALITY  PRODUCTS 


22 


Electric    Railway    Journal 


March  31,  1923 


JOINT  BOOSTERS  PROVE 


No  more  labor,  time  or  space  is  required 
they  last  many  times  longer 


Poor  Foundations  Cause 
Loose  and  Sunken  Joints 

Low  joints  often  necessitate  reconstruc- 
tion long  before  that  portion  of  the  track, 
lying  between  the  joints,  has  given  its 
maximum  of  service. 

Shiniming  is  only  an  expensive  temporary 
repair  and  does  not  remedy  the  real  cause 
of  the  joint  failure. 

The  permanent  cure  is  the  Dayton 
Resilient  Joint  Booster. 


March  31,  1923 


Electric    Railway    Journal 


23 


HIGHLY  SATISFACTORY 


than  on   ordinary  makeshift  repairs — 
and  cost  only  $4,50  per  joint 


Joint  Boosters,  set  in  concrete 
effect  a  permanent  cure 

The  Dayton  Resilient  Joint  Booster  costs  only  $4.50  per  joint  and  the 
expense  of  installing  it  is  practically  the  same  as  that  required  to  make  a 
temporary  repair.  Tearing  away  and  relaying  the  pavement  is  by  far  the 
biggest  item  of  expense,  in  repairs  of  this  kind.  Boosters  eliminate  the 
necessity  of  repeating  this  work  every  few  months. 

The  Joint  Booster  is  simply  a  section  of  the  Resilient  joint  tie  used  in  new 
track  construction,  strengthened  throughout  for  the  exceptional  service  to 
which  it  is  adapted.  The  shock  absorber  in  the  booster  itself  protects  the 
concrete  foundation,  as  well  as  the  surrounding  pavement. 

Why  not  make  a  permanent  job  of  it  and  eliminate  all  further  paving  and 
track  repairs? 

Send  in  an  order  for  Dayton  Resilient  Joint  Boosters  and  satisfy  yourself. 
They  have  proved  satisfactory  wherever  they  have  been  used — you  take  no 
risk.    Facts  and  figures  will  be  sent  on  request  that  prove  their  great  saving. 


Resilient 

JOINT  BOOSTER 


THE  DAYTON 
MECHANICAL  TIE  CO. 

707  Commercial  Building,  Dayton,  Ohio 

Canadian   Representative 
Lyman  Tube  and  Supply  Co.,  Ltd.,  Montreal,  Quebec 


u 


Electric    Railway    Journal 


March  31,  1923 


One  of  the  »1  \\  hite  Busses  Bought  by  the  Pacific  Electric  Railway  Oo.  auU  the  Los  Augeles  Kailway  Go. 

A  Record  Order 

Pacific  Electric  Railway  Go.  and  Los  Angeles  Railway  Co. 
Purchase  81  White  Model  50  Busses 


THE  largest  order  for  motor  busses  ever 
placed  by  an  electric  railway  has  been 
received  by  The  White  Company  from  the 
Pacific  Electric  Railway  Co.,  one  of  the 
leaders  in  the  electric  railway  field.  The 
order  calls  for  71  White  busses.  At  the 
same  time  the  Los  Angeles  Railway  Co. 
placed  an  order  for  10.  Both  orders  specify 
the  Model  50  chassis,  which  was  designed 


solely  for  passenger  transportation. 

The  busses,  which  are  of  the  25-passen- 
ger  enclosed  type,  will  be  used  to  supple- 
ment the  street  car  and  interurban  service 
of  both  lines  in  Southern  California. 

The  big  order  followed  a  thorough  in- 
vestigation by  the  Pacific  Electric  of  bus 
operation  as  adopted  by  a  number  of 
electric  roads. 


A  few  of  the  other  well  known  electric  railways 
operating  White  Busses  are: 


Milwaukee  Electric  Railway  &  Light  Co. 

The  Pennsylvania-Ohio  Electric  Co. 

The  Connecticut  Co. 

Northern  Ohio  Traction  &  Light  Co. 

Chicago,  North  Shore  &  Milwaukee  Railroad 

Boston  Elevated  Railway  Co. 


United  Electric  Railways  Co. 
Washington  Railway  &  Electric  Co. 
East  St.  Louis  Electric  Railway  Co. 
Beaver  Valley  Traction  Co. 
Shore  Line  Electric  Railway  Co. 
Rockford  &  Interurban  Railway 


THE  WHITE  COMPANY,  Cleveland 

White  Busses 


March  31,  1923 


Electric    Railway    Journal 


27 


Bates  Steel  Pole 
Strength 

The  stability  of  installations  built  with 
Bates  Poles  as  the  backbone  of  the  con- 
struction reflects  the  progressive  trend  of 
the  organization  using  them. 

Use  Bates  Poles — Poles  of  a  character 
consistent  with  the  high  standards  you 
demand  and  specify  for  the  rest  of  your 
equipment.  Bear  in  mind  Bates  prices 
compare  favorably  with  the  cheapest  sub- 
stitutes. 


T™ 


|J|ates  [|^ande^|teal  Mruss  ^ 

Illinois  Merchants  Bank  Bldg., 
CHICAGO,  ILLINOIS,  U.  S.  A. 


=f= 


Bates  Engineers  will  gladly  co-operate 
with  you  in  your  planning. 


m^^m 


The 
COLUMBIA 

Gear  Case 


— with    especially    designed    rein- 
forcements for  severe  service. 


28 


Electric    Railway    Journal 


March  31,  1923 


Specify  HALE  &  KILBURN  SEATS 

for  your  new  cars 

Best  Seats  for  City  Cars 

Interurban  Lines,  One  Man  Cars 

Trolley  Buses 

Neatest 
Lightest 
Strongest 
Simplest 


Lightest  Weight 
Stationary 
Steel  Seat 


No  higher  in  price  than  others 
Write  for  particulars 

Hale  &  Kilburn  Corporation 

American    Motor    Body    Company,    Successors 
PHILADELPHIA 


New  York 


Chicago 


Washington 


Atlanta 


San  Francisco 


Lightest 

IVeight 

Walkover 

Steel  Seat 


Los  Angeles 


WHY 


St.  Louis  Car  Co.  Quality 


TWENTY-ONE  YEARS  AGO  the  St.  Louis  Car  Co. 
built  these  cars  for  the  Cincinnati,  Georgetown  &  Ports- 
mouth. Owing  to  recent  developments  a  road  in  the 
West  had  to  increase  its  rolling  stock.     Time  did  not 


permit  building  of  new  equipment  and  they  purchased  the 
ST.  LOUIS  CAR  CO.  BUILT  CARS  and  TRUCKS 
because  of  their  QUALITY. 

Write  for  Catalogue  No.  103 


St.  Louis  Car  Co.,  St.  Louis,  U.  S.  A. 


No.  1 


March  31,  1923 


Electric    Railway    Journal 


Nuttall 
Trolleys 

Some  of  the  earliest  designs  we  ever 
turned  out  are  still  in  regular  demand, 
but  growth  of  some  communities,  with 
its  consequent  increase  in  demands  on 
traction  service  has  brought  entirely 
new  problems  and  conditions,  and  ne- 
cessitated entirely  new  designs  to  meet 
them. 

We  have  been  able  to  meet  every  con- 
dition with  a  highly  satisfactory  trolley 
base  from  one-man  safety  cars  up  to 
interurban  flyers  and  the  heaviest  type 
of  trunk  line  locomotives. 

If  you  have  any  difficult  problems,  hard 
or  unusual  conditions,  our  engineers  are 
at  your  service  to  help  you  overcome 
them. 

RDNUHALL  COMPANY 


PrrrSBURCH^  PENNSYLVANIA 


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  &  Supply  Co., 
Ltd.,  Montreal  and  Toronto. 


Nottall 


Just  off  the  presMi 


Rate -Making 

For 
PublicUtilities 

By  Lamar  Lyndon,  Author 
of  Hydro-electric  Power 
and  Storage  Battery  Engi- 
neering. 

209  pages,  S\i  x  8,  $3.00 
postpaid. 

THIS  book  is  designed 
to  clear  up  the  con- 
fusion raised  by  the 
numerous  conflicting  court 
decisions  and  rulings  on  the 
various  problems  entering 
into  the  regulation  of  pub- 
lic utilities. 

The  author's  aim  has  been 
to  clarify  the  points  on  which 
experts  and  engineers  dif- 
fer in  fixing  rates  for  utili- 
ties and  to  indicate  the  logi- 
cal basis  for  figuring  each 
and  every  factor  involved  in 
the  problems  of  valuation 
and  rate-making. 


Another  New  Book! 


Depreciation  of 
Public  Utility  Properties 

By    Henry    Earle    Riggi,    C.E.,    Professor    of    CitU 
Engineering,  University  of  Michigan. 

211  pages,  5%  X  8,  $2.00  postpaid 


HIS  book  sets  forth  the  new  problems  in  valuation 
and  depreciation  of  public  utility  properties 
brought  about  by  the  price  fluctuations  of   1914  to 


T 

1921. 

The  author  traces  briefly  the  history  of  the  regulation  of 
utilities,  gives  his  own  interpretation  of  the  distinction 
which  must  be  made  between  the  replacements  necessary 
because  of  wear  and  tear,  and  actual  loss  of  value,  and 
points  out  certain  important  conclusions  of  the  courts 
with  which  every  one  engaged  in  valuation  work  should 
be  familiar. 

Examine  these  books  for  10  days,  FREE! 


ytee  6xomhia&m  Co  open 


3fcGraw-Hi[l  Buok  Company.  Inc., 

370  Seventh  Avenue,  New  Tork. 

Send  me  for  10  days'  Free  Wxamlnation,  postags  charges  prepaid. 
the  books  checked: 

RigKs — Depreciation  of  Pnblle  Ctility  Propertlea,  (2.00. 

Lyndon — Rate-Making  tor  Pnblio  Utilities,  $8.00. 

I  agree  to  remit  tor  the  books  or  return  them  postpaid  witliin  ten 
days  ol  receipt. 

Subscriber  Electric  Railway  Journal  I 

Signed    

Address    

Name  ot  Company   

OfBcial  Position    


(Books  sent  on  approval  to  retail  purcbasers  In  the  U.  9.  and 
Canada  only.)  E.  3-31-23 


30 


Electric    Railway    Journal 


March  31,  1923 


One  of  the  Baldwin  Electric  Railway  Trucks 

given  highest  award  by  Panama -Pacific  Exposition 


Baldwin  Standard  "54-18  M"  Electric  Motor  i  rucK 

for  City  Electric  Railway  Lines 

Gauge.  4  ft.  8)  in.     Wheel  base.  54  in.     Center  pin  load.   I8.0OO  lb.     Driving  wheels,  diameter. 

33  in.     Idler  wheels,  diameter,  21  in. 


The  Baldwin  "Single  Motor  Truck"  places  the 
small  wheels  near  the  ends  of  the  car,  thus  pro- 
viding increased  vertical  clearance  for  the  car 
body  and  platforms.  These  trucks  may  also  be 
spaced  at  a  maximum  distance  between  truck 


centers,    promoting    steady    and    easy    riding. 

Baldwin  Motor  Trucks  are  everywhere  noted  for 
their  simplicity,  economy  and  low  cost  of  main- 
tenance. 


Baldwin  representatives  in  all  principal  countries  of  the  world.    Detailed  information  upon  request. 

THE  BALDWIN  LOCOMOTIVE  WORKS 


PHILADELPHIA,  U.  S.  A. 


Cable  Address,  "Baldwin,  Philadelphia" 


Standing  Back  of  Your 
Mousetraps 


A  shoe  manufacturer  whose  store  in  New 
York  City  is  in  a  rather  out-of-the-way 
locality  recently  called  the  attention  of  the 
reading  public  to  these  familiar  lines: 

"If  a  man  can  write  a  better  book,  preach 
a  better  sermon,  or  make  a  better  mouse- 
trap than  his  neighbor,  though  he  build  his 
house  in  the  woods,  the  world  will  make  a 
beaten  path  to  his  door." 

For  many  years  people  have  beaten  a 
path  to  this  shoe  manufacturer's  door.  He 
has  proved  the  truth  of  this  famous 
aphorism. 

And  where  did  he  publish  this  quotation 
which  he  applies  with  such  pride  to  his 
business? 

Why,  in  an  advertisement,  to  be  sure — 


for  this  manufacturer  is  a  consistent  and 
regular  advertiser,  and  when  he  has  any- 
thing to  say,  he  says  it  through  his  adver- 
tising. It  may  fairly  be  assumed  that  he 
would  not  look  for  a  thriving  business  in 
the  best  of  mousetraps,  or  shoes,  if  people 
were  not  told  about  them  as  people  expect 
to  be  told — through  advertising. 

Of  course,  people  do  find  out  which  are 
the  best  mousetraps,  the  best  shoes,  the 
best  tires,  the  best  breakfast  foods,  and  buy 
them  in  preference  to  others. 

And  people  today  are  pretty  well  aware 
that  when  a  manufacturer  puts  Advertis- 
ing back  of  the  thing  he  makes,  he  is  telling 
the  world  that  the  path  to  his  door  is  a 
broad  highway. 


[Published  by  The  Electric  Railway  Journal  in  co-operationH 
with   The  American   Association  of  Advertising  AgenciesJ 


March  31,  1923  Electric    Railway    Journal 

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31 


Dossert 

Connectors 


Making  solderless  connections  2-way,  showing  detail 

How  You  Can  Save 

The  Dossert  Solderless,  is  the  standardized 
method  of  making  electrical  connections — be- 
cause the  Dossert  Tapered  Sleeve  principle  is 
the  accepted  method  of  giving  better  conduc- 
tivity 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  &  Go. 

242  West  41st  Street 
New  York,  N.  Y. 


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j     AUTOMATIC  SIGNALS 

I  Highway  Crossing  Bells 

I  Headway  Recorders 


NACHOD  SIGNAL  COMPANY,  INC. 

LOUISVIIXE.  KY. 


riliiiiiiiiiiiimiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiriitiriiiiiiiiiiiiiiMiriiiriiiiiiitriitiiiitiiiiiiiiiiiiiiiiiiitiiiiiiiiMitiitiiiiitiiiiiiiiiiiiiiiriiiiiiiiiiiirr 
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Standard  Underground  Cable  Go. 

Mjumfactiirers  of 

Electrle  Wires  and  Cable*  of  aU  kinds; 

also  Cabls  Terminals,  Junction  Boxes,  etc. 

Boston  Philadelphia  Plttsburth  Detroit  Naw  York 

San  Francisco         Chicago         Washington         St.  Louis 


The  Baker 

Wood  Preserving  Company 
CREOSOTERS 

Washington  Court  House,  Ohio 


Cross  Ties  Bridge  Timbers 

Lumber  Posts    | 

Piling 

Treated  and  Untreated 


We  solicit  your  inquiries 


Creosoting    Plant   located 

Washington  Court  House,  Ohio 

On— Penna.  R.R.,  B.  &  O.  R.R..  D.  T.  &  I.  R.R. 

Operating    Mills    in    Southern    Ohio 


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TRO 


ANACONDA  COPPER 
MINING  COMPANY 

Conway  Buildinir.  Cbicaeo.  Ill 


THE  AMERICAN 
SRASS  COMPANY 

Genera!  Officps:  Watcrbury.  Conn. 


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ROEBLlNt 


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U.  S.  ELECTRIC 
AUTOMATIC  SIGNAL  | 

for  single  track  block  signal  protection    § 

United  States  Electric  Signal  Co.    § 

West  Newton.  Mass.  | 

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|>""""i" I lliilijiMiiiillllll Miillillinirliliiliiiillii I run riiiiiilliiiiiuiin ill llllllliniL- 

j   Shaw  Lightning  Arresters   | 

I        -  Standard  In  the  Electric  Industries  | 

£  for  35  years  I 

i  Henry  M.  Shaw 

ISO  Coit  St.,  Irvington,  Newark,  N.  J.  I 

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I  INSULATED  WIRES  AND  CABLES  | 

I    JOHN   A.   ROEBLING'S   SONS   CO^    TRENTON.  NSW   JBIUBr     I 

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Chapman 

I  Automatic  Signals 

I  Charles  N.  Wood  Co.,  Boston 

riniiiMiiniiiHMiitii:iMiiiiiiiittiiitiiiiiiiiHiiiiitiiiMiiiiiiiiiiiiiitiiniiiiiiiiiiiiiiiHiiMiiimmiiiiiiiiiiiiiuiiiiiiiiiiMiiiMiHiiiiiiiiiiiiiiin 
ulnriiiiiiiiniiiiiiiiitiiiTtiiuiiiiitiiintiimiiiniiinriiHiiiiiiiiiiiiniiiiuiiiriiiiiiiiiriiiiiiiiiiriiiiiiiiiiiiiiiiniiiiniiiniiiiiiiiiriiiiiiiiiiiii 

AETNA  INSULATION  LINE  MATERIAL 

i     Third  Bail  Insulators,  Trolley  Bases.  Harps  and  Wbeels,  Bronxe  and 
I     Malleable  Iron  Frogs.  Crossings,  Section  Insolators.  Section  Swltclies 


I     Philadalpbia, 


Albert  &  J.  M.  Anderson  M(g.  Co. 

••    289-93  A  Street  Boston,  Mass. 

Established  1877 

Branches — New  York,  135  B'way 

42 >    Baal   KsUU  Trust   Bldg.      Chietgoi    IM    ■«, 

Loadoo,   £.    C.    4,    Sl-3t    DpiMr   Tbsmea   St. 


32 

{tllllllUIIIIIIIII 


Electric    Railway    Journal  March  31,  1923 

iiiiiiiiiiiiiiinil mil I iiliiilimiimiiiiliiiiliniilllli i '-      2iimiiiiiniiiiiiiiiiiiiiiiir.llii»illlllliiiliiiillillllliiiiniiiiii"i tiimiiitiimiiiiiiiniii mill imiimiiiiiiimmiin r^ 


BARBOUR-STOCKWELL  CO. 

205  Broadway,   Cambrtdgeport,   Mast. 
E«tablished   1858 


AJiN//^ 


Manufacturer*  of 

Special  Work  for  Street  Railways 

Frogs,  Crossings,  Switches  and  Mates 

Turnouts  euid  Cross  Connections 

Kerwin  Portable  Crossovers 

Balkwill  Articulated  Cast  Manganes*  Crossiao 


ESTIMATES  PROMPTLY  FURNISHED 


WiWHHHMtNiiiuiiimiiiiiiiiimiiiitiiiimiiiHiiii 


IHIIIIIIIIItlllllllllllllHIIIIIIIIIIIIIIIIIHIIIHIIItllllimillllllllllllllltl'^ 


WHARTONI 

Special  Trackwork  | 

For  Street  and  Steam  Railway*  | 

Steel  Castings                              Gas  Cylinders  | 

ORIGINATORS  OF  | 

Manganese  Steel  Trackwork  [ 

WM.  WHARTON  JR.  &  CO.,  Inc. 

Eatton,  Pa.  | 

Other  Plants:  I 

Taylor-Wharton  Iron  &  Steel  Co.,                                 Tioga  Steel  &  Iron  Co.,  i 

High  Bridge.  N.  J.                                                   Philadelphia.  Pa.  | 

Philadelphia  Roll  &  Machine  Co..  rhlladelphla.  Pa.  | 

imiiiiimimiiiimiiiiHiiiiiiiiiiiiiiiiiiiiiiiiitiiiitiMiiiiittiiiiniiitiiiiiiiiiiiiiHiiiiiiiiiiiiniiniiiiiiimiiitiiiimimimiimHimma 


I  I     Varnished  Cambric  Wires  and  Cables  | 

I  I               are  built  to  meet  the  most  exacting  requirements.  | 

i  i     When    using  quality  Wires    and    Cables   use    quality   Tapes,  i 

I  I                 "M.4XSON"  Tape,  "OKONITE"  Tape,  "DUNDEE"  Tapes  | 

I  I             THE  OKONITE  CO.,  Passaic,  N.  J.  | 

I  I                                                        Incorporated  18S4  | 

I  I                                                                    Sal€$  Offlces:  | 

=  i                                                 New  York — Atlanta — San  Francisco  f 

=  1      Agentt:    Central    Electric    Co.,    Chicago,    111,;    Pettingell-Andrews    Co.,    Boston,  I 

i  i      Mass.;  The  P.  D.  Lawrence  Electric  Co.,  Cincinnati,  Ohio;  Novelty  Electric  Co.,  2 

I  I      Philadelphia,  Pa.  | 

iiiiiiiiir  riiirnMiiniiiiiiiiiiiiimiimiiiiiiiiimiiiniiiiiiiiuHiiiiiiiMiiniiiiitiiiminiitiiimmiiiiiiimiiiiiiHiiiiiiiiiiiiiiiiiiiimiimiiniiiiiiiiiiB 

aiiiiuiiiHiiiiiHiiiiiiiiiuimmiimmiimiiiiiiiiHiMiMiiHiiiiiiuiiiiiiiiiiiiiiniiMiiiiiiiiiiiiimiiiiiiiiiiiiiiimiimiiMiiiniiiiiiiii^ 

THE  WORLD'S  STANDARD 


U 


IRVINGTON" 


BUok  and  YaUow 

liwd   Silk,   VamUkad   Cambric.   Vanuhad   Payw 


Inr-0>SlAt  laanUtion        FlosibU  Varaiakad  Tubing         | 
I  laaulating    Vamitkea   and    Compound*  | 

I  Irvington  Varnish  &  Insulator  Co.  | 

I  Irrington,  N.  J. 

I  Sale]    Representativet   in   the   Principal   Cities  | 

fiMiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiitiiiriiniiiiiiitiiiniitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiuiiiiiiiiiitiiiiiiiitiiiiiiimiimitiiiitii'ir 


luiiiiiiimiiiiiiiiimiiiiiiiiiiiiuiiiiiiiiiHiiiimiimmmiiiiiiimiiiiiiiiiiiiiiiiimimiiiiiiiimmmiiiiiiiini^     aniiiiiiiiimiiniimiiuiiiiiimiiiiimiiiiiiiiiiiiiiiiiimiimiiiiimmiimiiimmiiHiiiimimimimimimimii 


ELRECO  TUBULAR  POLES 


TMt  "WIRt  LOe« 


-/    / 


THt-CHAMFCRCO  JQrHT 


I  COMBINE  i 

I  Lowest  Cost  Lightest  Weight   | 

I  Least  Maintenance         Greatest  Adaptability   | 

1  OataloE  complete  with  englneerinc  data  sent  on  reqaest  = 

I  ELECTRIC  RAILWAY  EQUIPMENT  CO.  I 

I  CINCINNATI,  OHIO  I 

I  New  York  City.  30  Cliurch  Street  | 

^itiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiimiiiiitiiiiitiiiiiimiiiHiiiiifiiiitiiiiMiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiituiiiiiuiiiiiii? 
SmiiiiiiiiiiiiiiiiiiiiiiiiiMiiiniiiiimiiimiiiiiiiiiiiHiiiiiiiiiutiiiiiiiiiiiiiiiiiiiiiimimiiiiiumiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiHimiiiiin^ 


.©ME  wn 

I  BARE  AND  INSULATED  | 

I  Rome  Merit  Wins  Customers  | 

i  Rome  Service  Holds  Them  I 

ROME  WIRE  COMPANY         | 

i  Main  Plant  and  Executive  Offices:  Rome,  N.  Y.  3 

I  "Diamond"  Branch:  Buffalo,  N.  Y.  | 

I  DISTRICT  SALES  OFFICES:  I 

§  New  York,  SO  Church  St.                   Chicaeo,  III,  14  E.  Jaoluon  Blvd.  ? 

=  Boston.  Mass..  Little  Bids.         Detroit,  Mich..  2S  Paraen*  St.  i 

I  Los  Angeles,  Cai.,  /.  O.  Pomeroy,  336  Aztisa  St.        2113-L  | 

^llllllilltnilllirtllUilllllllilliilllluiiuilliiiiiiiiiiiniiiuiiiiilnlluiinitillllluiiltlliitiiiiiiiiiiuliliiiiiililiiiitiiliiiiililiiiiiiiiimimiiiiH 


uiiitiiiimiiumiimmimiiimimiiiiiimiiiiimiiiiiiiiiimiimitimiuiiiimimimiiiiiiiiiiiiiniiii 


iiimiimimiiiiiiimmimiii-- 


AMELECTRIC  PRODUCTS 

BARE  COPPER  WIRE  AND  CABLE 


TROLLEY  WIRE 


WEATHERPROOF  WIRE 
AND  CABLE 


Bs(.  D.  a.  Pat.  OOaa 

Oalraalscd  Iron  and  Stml 

Wlra  and  Strand 

laeaadescoDt  Lamp  Cord 


PAPER  INSULATED 
UNDERGROUND  CABLE 


MAGNETIC  WIRE 
AMERICAN  ELECTRICAL  WORKS 

PHILLIPSDALE,  R   I 

Bsstan,    ITt    Fsitonl :    ChlMta,    111   w.    Mama: 
ClnelnnaU.  Trattloo   Bid*.:   Daw  Toill.   til   B'way 


I  Transmission  Line  and  Special  Crossing  | 
I  Structures,  Catenary  Bridges 

I  WRITE  FOR  OUR  NEW  DESCRIPTIVE  CATALOG  | 

{  ARCHBOLD-BRADY  CO.  | 

I    Engineer*  and  Contractors  SYRACUSE,  N.  Y.    | 

^llllllllliiniiiiiiiiiiiiitliiiniiiiiiiiiiiiilllilllltiiMillllllltllllllilltllinilllliltiiitiiiiiiiiiiiiiiiiiriiiiiiiniiiiiiliMltiiiiiliilliilliilHliiiniiifr 
urniiiiiiiiiiiiniiiuiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiimiiMiiiiiiiiMiiii% 


I    I   SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD    I 


Trade  Mark  Be*.  TT.  !l.  Pat.  Off.  i 

Kad*  ot  axtra  quality  stock  flrmly  braided  and  (moothly  Snl*had.  = 

Carafnily  inspected  and  (uaranteed  free  trom   flaws.  i 

Samples  and  intormatios  gladly  sent.  i 

SAMSON  CORDAGE  WORKS,  BOSTON,  MASS.  | 

«iiMniiMiiniiiiiiiiiiiiiiiiiiiiiiiiiimiiiuiiiiiiuiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiutiiiiiiitiiiiiuiiiuiiiiiiiiiiiiiiiiuiiiniiiuiiiiiiiiti''i(i(Mt^ 


March  31,  1923 


Electric    Railway    Journal 


33 


inmmiiiimiiimiiiniiHiiiiiMiHiiiiiiiimiiniimiiiiiiiitiiiiiiiiiiiitiimiiiiiiiiiiiiiiiimimiimimiiiiiimiiMiiiMiiiiiiiNiimiiiiimiRt 

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  &  Crossing  Go.        I 
Hoboken,  N.  J.  | 

liiililllilllllliiiimiitiiiiniiiiiiimiiiiiiitiiiiliiiuiiitiiiiiiiiiiiiitiiiitiiuiiiiiiitiiiMliniiiiiiiHiiillliiiiitiiiHiiiiiiiKiiiiiiiMllllillliiliiiB 
Sitiiniiiiiiiiniiiiiii)nriniiiiiiriirriiitMiitMiitiiirtiiirriiiiiiniii(iiiiiiiitiiiniiMiiiiiiiHiiHiii(iiiiii!(iiiiiiiiiiiiitiiitiiiniiitill(lliHiiiliiL 


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 


The  Electric  Railway  Improvement  Co.     | 

I  CleTeland,  Ohio  | 

^iiiiiiiiiiiiiniiiiriiitiiiiiriiitriiniiiiiiiniiiiiiiiiiiiiiiiiitiiiiiiiiriiHiiiiiiirriiiiiiiriiiirinriiitnniiniiniiiiiiiitiiimiitiiitniiriiiiiiiitiinS 
SlllllllllllliniiMliiiitiniiliiiliiniiliiriiiiiillililllllliiillliiiMiiriiiiiiiriinriiitiiitiiiiliKiiiiriiiiMiiiiiiriiniiitiiiniKliiitiiiniliiillllllll 

!    NASHVILLE  TIE  COMPANY 


American 
Rail  Bonds 


CROWN 

UNITED  STATES 
TWIN  TERMINAL 
SOLDER 
TRIPLEX 

Arc  Weld  and  Flame  Weld 

Send  for  new 
Rail  Bond  Book 


American  Steel  &  Wire 

Company 


CHICAGO 
NEW  YORK 


Crosa   Ties: 


White  Oak,   Chestnut,    and   Treated  Tin. 
Gale    Switch    Ties. 


I  Prompt  thipmint  from  our  ovm  ttockt. 

Headquarters — Nashville,  Tenn. 

I        A.     D      Andrews,    Terre    Haute,     Ind.,    RepreaentatiTc.       f 

€iUlilirriiiMiuiiliiriiiiiiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiintiiiiiiiiliii(iiiiitiiiiiit ■uiiuiliniiniiiiriiiiiiitiiiiilliriliniiitiiniiiiil 


nitiiiuiiiHliliiiiiiiriiiliiiiiiiiiiiiiiiiiiiiniiirtiiiiiiiiiuitiiiiiiiiiiiiiiiiiiitliiiniiiiiiiniiiiiiiiniiiiiiiniiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiijiiii 
^illlllllllllllllllllllltllllllllliliiliitliiitiiiiiiiiiiMlllllllllllllllluiluiluilllllMlllllllHlllllliliilltlliliiliililntiliiiiiiiiiniluiillliillllllllie 


'CARNEGIE'' 


I  when  you  think  o/  5fee/ — ihink  oj  Carnegie 

^iiiHiiiiillltlimmnrriiiiiiiiiiiiiiriiiiriiiiiiiiiiiiiiiiiiniiuiiiiiiiiiiiiiiriiiiMiuiiiniilMliiiHiKiliiiiiiiiiiiniiitliiiliMniiitiiiitiiiiiiiiiiii? 

i!'""i""i>"i iiiiiiiiiiiriiiiiiiiiiiiiii I I riiiiiijiiiiii mil iiiiimii iii iiiiiiiiiiiiiiiiiiiiiiii u.     a tiiiiiiiimiiiiiiiiiiMiiiiiiii Mmiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii i uiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiii^ 

chillingworth  I 

One-Piece  Gear  Cases  | 

Seamless — Rlvetless — Lleht  Weisht  | 

Best  for  Service— Durability   and  S 

Economy.    Write  Us,  | 

Chillingworth  Mfg.  Co.      | 

Jersey  City,  N.  J.  | 

SitiiiiiiiiniiiiiiiiiiiiiitiiiiiiiiniinriiiiiiiiniiniiitiiiitiiiiiiiuMiniiiniiiiiniiiiiiiiiiriiiiiiiiiiiiiiiiiiiimiHiiiiiiiitiiiiiiiHiiiiiiiiMiniiin 
iJiiiitiiiitiiiniiiiniiiiiiiiiiiiniiiniiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiniiiiiiiiiiiniiiniiiiiiiiiiiiiiiiHiiiniiiiiiiriiiniiiii iir^ 


{app  InsuIatorCoJnc/el^^fY  \  j 


I           Peirce  Forged  Steel  Pins  | 

I    with  Drawn  Separable  Thimbles  § 

I              Your  best   insurance  a^inst   insulator  breakage  | 

I                 Hubbard  &  Company  | 

I                                      PITTSBURGH,  PA.  g 

^niiiiMiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiHiiiiniiiiiiiiiiiiniiiiiiiiiiiiiiiHHiiMiiiiMiuiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiimiS 

aiiiiiiiiiMiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiitiiiniiiiiiiiHiiiitiiitiiiiiiiiniiiitiiitiiiiiiiiitiiiiiiiitiiiMiiiuiiiiniiiiiiiiiimi^ 

Ai»x  Fotxe  Onrnpanr  i 

EM«I>11«E««  HIT  I 

RAMAPO  AJAx  Corporation  I 

Suceenor  i 
HILLBURN,  NEW  YORK 

Chicago 


Ramapo  Iron  Works 

Eitabliibed  IISI 


=                         TraHe  Mark  = 

SlllllllllllllliilliiiiMiiiiiiiiiilllMllllil illiniiiiiiiiiiiiiiiiilililllMinililliiiiiiiiiiiiiiiilinilMlliniiiilli lliiiiiiiillliiilllllliiniilllir 

£iiiiiiilliuilliiilllMiiniiiiliiiiiiiiiiiilltllllllliniiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiliitiiliiiiiiiiiiiiiiiiiiiiiiiiiiiiuilllllllllllllllllliillililiiniiniL 


I  a 


Make  it  of  Ful-Cot  Fibre'' 


I  NATIONAL  VULCANIZED  FIBRE  CO.  I 

I    WILMINGTON  DELAWARE    | 

tiliiniiHiiiiiiiiimiiiiiiiiiiiiiiiiiiii niiiiiiiiiiiiiiiii iiii iiiiiiiiiiii iiiiiiii iiiiiii iiiiiiiiiiiiiiiiiiiiiie 


New  York  Superior,  Wis.  Niagara  FaUs,  N.  Y.  I 

Automatic  Return  Switch  Stands  for  PusinK  SIdinn  i 

Automatic  Safety  Switch  Stands  = 

Manganese  Construction — Tee  Rail  Special  Work  = 

CiMiiiiiiilllllllilllliMiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiiiiiiiiiiiiilllliililiiiiiiHiiiiiiiiiliillliiiiniiilliiiiiiiiiiMiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiim 
^iiiiiiiiiiiHiiiniiiiiiiiiMnHiiiiiiiiiuiiiiiiiniiiiiiiiiiiiiitiiiiiiiiniiiiiiiiiiiiitiiiitiiimiiiiiiHiiiiiiiimiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiniim 

I    GODWIN      STEEL         jfi^^      Prov.n    by 

i  paving     GUARDS     ^^^^^  ec^omTda"  pri? 

=     •^— ^-^— — ^^^^^— ^^^^^-~    _^^X        ^^       vent     seepage    and 

i     Adapted    to    ail    types   ,J^^^     .•!5!li"*"fi""**"      ,"' 
=  '^     ^  "^     ^^y        ^^*      street  railway  pavinf . 

I    of    rail*    and        ^^\^     H^rite      for      lUuslrated 

I    parinK.  ^^  Catalog  No.  20. 

I     W.  S.  GODWIN  CO..  Inc  /^^  12  E.  Lexington  St.,  Baltimore.  Md. 

JIIIMIIIHIIIIIIIIIIIiiHIIIIIilltllllllillMIIMIIIIHIiMlillllilllUIHIIIHIIIIIIIIIIlliltlllHIIIIIinillllMlimillllllimiiHIIIHIiilllllltlllllllllll 


84 


Electric    Railway    Journal  March  31,  1923 

„„„„„ „,„ ,„i,„iimirm.u«iiiimimiimmiiimii m.i.in'^     a-™"" '•■ ' """"" ...„,„..MmMm„nM>,.„....„„mnm,™Hm„> ..u..,m„„ | 


iiiittiimiiiiiiiiiiuiiriiiHMiiiiiiiiiMiiiiiiniinmiiiiiiniiiiMiiHimiimiiii>iiiii">iii"' ••■••••»•»■••• '••-•< 


0***^     I 


r^n 

rt 

^^^^^^^^^^^ 

^B 

'aI 

■  ■-'ff -'" 

.  ^.y 

^. 

^ 

r  '*'^^f 

IS^ 

^^(^ 

H            A 

* 

^  n« 

yLjd 

T^A  St«^  9'''^'% 


The  Tool  Steel  | 

Gear  and  Pinion  Co.  | 

CINCINNATI,  O.  I 

uiiiiiiiiiiiiniimiiiiiiiiiMiniiimri imiimiiiiiiiiiimiiiiiii miiiiii iiiiiiiii iiiiiniiiuiitiiiiiiriiiiiiiiiiiiiiiinmiiiiiii; 

aniuiiiiuiiuiHiiiuiuiiiiimiiuiuiiuuiMiiiuuiimiiiiuiiimiiiiiiuiiu iiiiiiiiiiiiiMiiiriiiiiiiuiimiiiiiiiniiiiiiiiiniimiiiiiiiiiiii£ 

Waterproofed  Trolley  Cord 


For  Accurate  Placing 

THE  Tribloc  lowers  its  load  gently  and 
accurately  into  place.  To  understand 
why,  one  has  only  to  examine  the  planet- 
ary gear  system.  Such  a  well  balanced 
drive  insures  absolute  smoothness  of  oper- 
ation. A  Tribloc  will  never  jump,  jam, 
or  jerk  under  its  proper  load. 

IFrite  for  information  on  any 

type   or  capacity  to   40  tons.     2217-D 

FORD     CHAIN     BLOCK     CO. 


■  NO  a   DIAMOND   STREETa 


RHII-ADEl-PMIA.    PA. 


OVCRSCAS  WPWStKTATIVC 


^S^?-^ALUEO  MACHINERY  COMPANY  Of  AMER1CA.^^^Ja^> 

i^WLWAHJ^^  J,  CilAMBCRS  ST.  MCW  YOWK-U.VA.  ^  ^  .y^^ 


=  PARI* 


■  nUSSEl-S 


■  ARCKL.ONA 


RIO    OS    JANCtRO 


aiiiiii iiiiiiiiiniiniitiiiHiiMiiiiiimiiiiiiiiniiiinimniiiiiiiiitiiiniiiniiiiiiiiiinutMiuiiiHiiniminnimmiimnniiminmiimiB 

aiiimiiiiiMiiiiiiiniiiiiiimiiiiiiiiimiiiiiiniuiiiiiiiiiiimimimiimmiimiiiiiiiiiniiiiniiniiinmiiiiiimiiiiiimiiniiiiiiniiiiiiraiiiic 


Is   the   finest   cord    that    science    and    skill   can    produce.  | 

Its  wearing  qualities  are  unsurpassed.  | 

FOR  POSITIVE  SATISFACTION  ORDER  I 

SILVER  LAKE  | 

If  you    are    not   familiar   with  the   quality   you   will   be  | 

surprised  at  its  ENDURANCE  and  ECONOMY.  | 

Sati  by  Ntt  WtigMm  and  Full  Length*  I 

SILVER  LAKE  COMPANY  | 

ManafacturwrB  of  bell,  signal  and  ofher  cords.  | 

Newtonville,  Massachusetts  | 

SmmuiiumiiiiiiuniiutiHiiunHiiuiiiiniiiiUMUiimniiiniiiiiiMiiiuiimuiimiiinHiiiniiiiiiiiiiiiitiiiiiniiiiMmiiiiiiiiiiimii^ 
iniiiiMiuiMniMiinuuiiuuiiiiiiuiiiniiiiiMiiiiiiiuiiiiiiiiiintiiiiimiiiuiiiiiiMiiiiiiiiiiiiiiiiiiiimiiimimiiiiiiiiiiiiiiiiiiiimiiiiiiiu 

BUCKEYE  JACKS 

hi^-grade  R.  R.  Track  and  Car  Jades 

The  Buckeye  Jack  Mfg.  Co. 

Alliance,  Ohio 

ililliiiimHiiiHtiitiiiiiiiHiiliiiiiiiiiiHiiiiiiiiiiiitiiiHiitiiiiiniiiuiiiiiiiitiiiiiiiiiiiitiHtiiiiiniimMiiuiitniiiiniititiillluiliiiiuiliiiii 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 
on  your  equipment. 

The  Universal  Lubricating  Co. 

Cleveland.  Ohio 

Smniiinmiiiiriiiiiiiii iiiiiiliiiililiiliiiuiiiiiiniillliii iiiiiiiiiiiiii iiiiiiiimiiiiiiiiiniiiiMiuiiiiiuiirniiiui 

SHnmiiiiiiiiiiiiiiiniiiiiiiiiiiiiinimiiiillmimiliilllllimiiiiiiiiilllllriiirniiiiiiiuillumililiinn iiiiniiliiirriiiiiiuiiuuiiuin^ 

Fare  Boxes  Change  Carriers  I 

COIN 

COUNTERS  SORTERS  WRAPPERS  | 

THE  CLEVELAND  FARE  BOX  CO.       f 

CLEVELAND,  OHIO  I 

CamulUn  Branch,  Preston,  Ontario.  | 

iitrtiiiiriiiiiiiitriiniiitiiiiiiriiiiiitiiiiiiiiiiiiiMiiiiiiifiiiiiiiiiiiiitiiitniiiiiiiiiriiiiiiiiriiiiltiiiiiiiHtiiiiiriiiiMiriiiHiniiiiirilltrilllMiiiS 


liiinniiimmni iiiuiui imniiiiiiuMiiiimiiiiiii 1 iiiiiui iiiuiiiiiiiuiiiiiii iiiiimtiiiiiiiuiiiiiiiii<uiiiimiii|     giiuiiiiiiiiiiiiiiiiiiiiiiHiiiiuiuiiiiiiiiiimi iiiiiiiiiniriiMiiiiiiiiiiniiiiiiiiiiiiiiiiiimiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiminiiK 


A  Style  for 
Every  Service  | 


SmJ  tar  Cttttmg 

■ONNEY-VEHSLACE 

TOOL  CO. 

Nnrark,  N.  J. 


MluuuuiiijiiiiumiiluruiiilluiiiiiuniuiiiiiiiiiiiiiniiiiiiimtmmililiniiiiiiimMiuiiiiiiniiiniiiiniininiiliiiniiiiiriiiiiiiiiMlnil      ^ulllliniimH 


§     I    Elactrical  Mackinarjr,   Steam  Turbines,  Steam   Engines, 
I    ConJen— I's,    Gaa   and    Oil    Engines,    Air    Compressors, 
I    I  Air  Brakes 


Air  Brakes 

MiiiiiiHiiiiiiiiiiimiiiiiiiimiiiiiiiiiiiiiuiiiiiiimiiiiiiiiiiiiiHiiiiiiHmiiiiiiiniiiiiiiiiiiiiiiniimiimiiiiiiiiiiimiiiid 


March  31,  1923 


Electric    Railway    Journal 


85 


'vimiuHimiiuiiimuiiiiii iiimiiimiimiiiiiimiiiiimriir iiiiiiiiiiiiiiriniiiiiimiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiii iiiiiiiiiiiiimiimiimimiiiii iiiiiiiii i iiiiiimiiiiiiimiiniiiiiiiiiiiii iiiiiiiiiiiiiiiiii iiiiiiiiiiiiimiiiiiimiuiuiiiiiiiiiiiniiiuiiiiiii 


THE  BABCOCK  &  WILCOX  COMPANY 


85    Liberty    Street, 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 

BRANCH  OFFICES 
Boston,  49  Federal  Street 
PHlLADBifHiA.  North  American  BuUdlnc 
PirrsBCROH,  Farmers  Deposit  Bank  BulTdlnc 
Cletbljlnd,  Ouardlan  Building 
Chicuoo.  Marquette  Building 
Cincinnati,  Traction  Building: 
Atlanta,  Candler  Building 
Tucson,  Abiz.,  21  So.  Stone  Avenue 
DAlAjiB,  Tsx^  2001  Magnolia  Building 
Honolulu,  H.  T.,  Castle  A  Cooke  Building 


WORKS 
Bayonne,  N.  J. 
Barberton,  Ohio 


New    York 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers      since     1893 

BHANCH   OFFICES 
Dbtboit,  Ford  Building 
Niiw  Orleans,  521-5  Baronne  Street 
Houston,  Tbxas,  Southern  Paclflc  Building 
Denver,  485  Seventeenth  Street 
Salt  Lake  Citt,  705-6  Kearns  Building 
San  Fkancibco,  Sheldon  Building 
Los  ANOBn^s,  404-6  Central  Building 
Seattle,  U  C.  Smith  Building 
Havana,  Ccta,  Calle  de  Agular  104 
San  Juan,  Porto  Rico,  Royal  Bank  Building 


iiiiiiiiiiiuiiii»imiiiiriiiiiiiiiii»iiiniiiiiiiHiiiiiinMiiiiiiiMiMiiiMiiiiiiiMiiiiiniiiriiiiriiiui»iiHiiiMiitiiiiiiiiiniiiiiii»iiiiiHMiiMimiitiiiiMiiiiiiiiiiinMiiriiimi»iiiitiiinriiiniHMiiniiiiiii(iiiiiiiiin 
uiitiiiiiiiiiiiiiniiiiiniiiiiiiriiiiMiiiMiniiiMiiniiJMiiMinuiHiniiiiiiijiMiniiiiMniiiiMiiiiiuniiMii»iiiiiiiiiiiiiijiiiitimiiuiruiiMiiui»iiii»iiriiiiiiiiiiimiiiiiiiiiiiiiiiiiuiiiiiiiuiir.iiiiii iiiiiiuiiiiiiiijuuiiiiiiiiiriiiiiiiitiiiiiiiiuiiiiiiuiiimiiiiimimiiiiiuiiiiiiiiuiiiiiiiia 

The  Indianapolis  Switch  &  Frog  Co.,  Springfield,  Ohio 
Indianapolis  Economy  Products  That  Make  Dollars  "Grow" 


Indianapolis  Solid  Manganese: 

FroKS,  Crossinrs.  Mates  and  Tonerue-swltchea.  Super^iaality 
materials.  Par-excellent  deeinis.  Gives  many  lives  to  one.  of 
ordinary  construction  and  when  worn  down.  CAN  BB  BK- 
STORED  by  INDIANAPOfLIS  WELDING. 

Indianapolis  Electric  Welder: 

Bfflcient.  Rapid.  ECONOMICAL,  Durable.  Price.  »2.00  (per 
day  tor  three  hundred  days)  thoroncbly  dependable  every  day 
in  the  year,  upkeep  about  76  cents  per  month.  LAST  A  UFE 
TIME. 

Indianapolis  Welding  Steel: 

Fluxated  beat  treated  Metal  BUectrodes.  insure  Uniform  De- 
pendable Weld')  that  are  from  75  per  cent  to  100  per  cent  more 
efBdent,  than  the  "MELT."  from  the  same  High  Grade  basic 
Steele,  antrea'ed. 


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  THOROUGHLT  DB- 
PMNDABLB.  during  10  TEARS  of  "Time  and  nsage"  TMT. 
Extensively  used  in  48  STATES  and  CUONTIB8.  Recocnized 
as  paramount  MAINTENAMCB  ELIMINATORS. 

Indianapolis  Welding  Supplies: 

CABLES.  HELMETS.  LEO^SES,  CARBONS. 

Turntables: 

Ball-bearingr.  for  ash-pits,  storage  yards,  etc 

Indianapolis  "Economy"  Products: 
are  Pre-eminently  "Money  Savers." 
Electric  Railways. 


YES — "Money  Makers"  for 


niiiminiiinhiniiiniiniiiiiiiiniinMniiiniiiiMiUiiiiiiiininiiiiiiiiniiiiiiiiiiiiiiniiniiiiiiiiiiiiMiiniuiiiniiitMUMiniiiiMiiiiiiniiniiHiiiiiiiniiiniiitiiiiiiiiiuiiiMiiHMitMiiniiiniiiiiiiiMiitiiiiiiiiiMiMiiiiiiiHiiniiini 
^iiuniiniiitiiiniiiiMiitiiinMiiMnirHiMiiiMiiMiiiHirMiiiiiiiiinMiniiininiiiniittiiiiMiniiiriiuiiiiMHiiiiiriiniiniiniiiniiiniiniiniiininiiiMiiHiiiuHiMiiiitMiiniiiiHiiiiiiniiiniiiiMiHiiiitiiniiiuiiininiMuin 


MAIL     THAT     ORDER     TO      NIC 


Siiimiiiiiiiiiiiiiiiiiiiiiuiimiiiiiimimiiiiiiiniaiiiimiiniimiiniiiiiiiniiniiiniiiiiiiiiimimiiiiiiiiiiiiiiimimiiiiiiiiiiimiiiiiiiiiiiiimiiiiiiiiniimiiiiiiiimiiniiniiiiiiiiiiiiiiiiiiiii^^^^  iiniiimiiuiiiiiiiiiiimiiuiiiiiiiiiiiiiiiiiiiiiiiirmiiriiiiiiiiiiiiiiiiiii: 


uiiiiiiiiHliintllillliriiiiillllllliiiintiiiiiiiirMiiiiiiiiiiiiniiiiiiiiiniiiiiiuiliniiiiiiniiiitiiitMiiiliniitllliKiiiiiliiiiitiiiiiiiiiiiiiiiiiiiiiiit. 


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. 


uiiiiiiiiiiiittiiittriiniiiniiitiiiniiiniiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniut!iiiniiiiiiiiiiiniiiniiiiiiiuiiiiiiiitiiiiiiiiiiiiiiiiiiiiintiiig 

i                                                B.  A.   Hegeman.  Jr..  Pretldent  = 

I     Cliarlei  C.  Cutle,  First  Ylc^-President           W.   C.   LiDcoln.  Mantser  Saiss   and  = 

I     Harold    A.    Hegeman,    Vice-PrMldent,                Engineering  § 

=         Treaa.   and  Acting  Sec'y  | 

National  Railway  Appliance  Co. 

i           Grand  Central  Terminal,  452  Lexington  Ave.,  Cor.  45th  St..  s 

i                                                               New  York  i 

i                                                         BRANCH    OFFICES:  1 

i     Mimaer   Bldg.,   Washington.  D.    C. ;    100    Boyliton    St.,    Boston,    Mass.:    UaloB  i 

=     Trust  Bldg..   Harrlsburr.   Pa. ;   Hegenun-Castle   Corporstton.   Ballway   Brrhangs  s 

i     Bldg..  Chicago,   ni.                   ^  | 

Railway  Supplies 


Type  R-10 


Exclusive 
HEEREN 


selling     agents     for 
ENAMEL     BADGES, 


The  International  Register  Co. 

15  South  Throop  Street,  Chicago,  Illinois 

MiimimMiHiniiimiiimmiimiimiiMiiHilltiniiMliniiiiiiiiiimiminuiitiiiniiiiiiHniiiMHt 


Tool  Steel  Gears  and  Pinions 
Anderson  Slack  Adjusters 
Genesco  Paint  Oils 
Dunham  Hopper  Door  Devices 
Aniflo-American  Varnish  Co.. 

Varnishes,  Enamels,  ete. 
Drew  Line  Material  and  Railway 

Specialties 
Turnstile  Car  Corporation 
National  Hand  Holds 
PlttsbnrKh  Forge  A  Iron  Co.'* 

Prodaets 

Tnemee  Paint  A  Oil  Co.'B  Cement  Paint 
Fort  Pitt  Spring  A  Mff.  Co.,  Springs 


Economy   Electric    Devices   Co., 

Power  Saving  Meters 
Lind  Aluminum  Field  Colls 
C-H  Electric  Heaters 
Garland  Ventilators 
National    Safety    Car    Eqnlpment 

Co.'s  Ooe-Man  Safety  Cars 
Flaxiinnm  Insulation 
E-Z  Car  Control  Corporation 

Safety  Devices 


1 


Diiiitiia     ^iitiiiiiiiimiiiiiimiiimmHiiMiiHiiiiniirriiiiitiiiriiiuiii i iiiimiiiiiiiiiiiniiiitiiiniiniimiiiiiimimiiiHiiiiiMiiuiiiiiKB 


iiuuiiiHiimiiiiiiiiiiiimiiiMiiiitiiiiMiiiiiHiiniiiMiiifiiiniiiuiitiiHMiinimiimiiHMniiiiiiiiiiiMiiiHiiiiiiiniittiiiHiHiuiiiiiuiiniiuitiiniiinuiiin 

FOSTER  SUPiMEATERS 

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  Plttstnirgh  Kansas  City  Dallas  Chicago  San  Francisco  Loodoo,  bg. 

niHiraniiMfnaimmnimiiiuimMiiwniiiHiiiniiiiiiuiiniiinHiinniiinHiMiiniiiiiiiiHimiiniimiiniimnniiiriiiiniiiiiiniiJiniinniniiHnimnnMiiiiiiiniiiiiinimnimuiiniiiininniiiHiniiiiiiii 


86. 


Electric    Railway    journal 

iiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiimiiiiiimiiniiiiiic    ^iKiiuuiuiJiiiiiuiuiiiiiiiuiuuiiuiiiiimuiiiiiiiiiiiiiiiiUiiK 


March  31,  1923 


unnnb 


VENTILATORS 


u^^^ 


J^ 


th^ 


CORRECT  IT 


USE  LE  CARBONE  CARBON  BRUSHES 


THE  N-L  New  Style  Type  C  Venti- 
lator is  absolutely  weatherproof,  lays 
low  on  roof,  looks  well  and  meets  every 
requirement  of  ventilation. 

Mere  than  seven   thousand  N-L   V entilatori 
sold  during  1922. 

The  Nichols-Lintern  Company 

7960  Lorain  Ave.,  Cleveland,  O. 

N'L  Produetm  mannfactured  and  mold  in  Canada  by 

Railway   and    Power   En^ineerinK   Corporation,    Ltd., 

133  Eastern  Avenue,  Toronto,  Ontario 


'jUiP^f' 


flum4€^ 


COST    MORE    PER    BRUSH 
COST  LESS  PER  CAR  MILE 


"W  J,  Jeandroii 

345  Madison  Avenue,  New;  York 
Pittsburgh  Office:  634  Wabash  Bid/J. 

San  Francisco  Office:  525  Market  Street 

Cauadian  Distributors:  Lyman  Tube  &  Supply  Co.,  Ud., 
Alontreal  and  Toronto 


iiiiiiimimiiiiii iimiiiiiiin     iiiiiiiiiinnuillliimiiiitiiiiniiiliiimiiiuiiiiiiiiiimiiuiiiiiiiiiiiiiiiiiiiraiiiuiiniiniinmiiiminniiiiiiiii 


tlimniiiniHMiiiniiiiiiiiiiiuiiiiillillllllllllnilllllllllHiliiniiiniiiililliiiiiliiliiniiiiuiilliliiiMittiiitiiiiiiiiiiiiiiiimiiiliiuiiiiiiuiim 


JOHNSON 


Universal  | 
Changer     | 


Adjustable 


The  best  chaneer  on  the  market. 
Can  be  adjusted  by  the  conductor  to 
throw  out  a  raryinr  number  of 
coins,  necessary  to  meet  chanrea  in 
rates    of    fares. 


Flexible 


HMiiiHniiiiiiiiiiiiiiiniin>iiuiiiiiiiHMiiiiniiiHiniiiiiinuiniiniiniiniii)iiiiiiiitiiiiiiniiiiiiuiiiiiiniiiniiniiitiiiiiiimiiuiiiiiiiiiiiii£ 

I              BETTER  THAN  BABBITT  | 

i                      weara  longer — rutu  cooler — co*t*  lets  i 

I                   used  by  electric  railways  at  home  and  abroad  | 

I                          AJAX  BULL  BEARING  ALLOY  | 

i  nude  from  the  purest  virgin  metals  to  a  scientifically  correct  formula  by  the  = 

=  AfAX  PROCESS  which  greatly  increases  endurance  and  wearing  qualities.  | 

I              THE  AJAX  METAL  COMPANY  \ 

I                                                            Established   1880  I 

I                 Main  Office  and  Works:  Philadelphia,  Pa.  | 


Each  barrel  a  separate  unit,  pennit- 
tinff  the  conductor  to  interchaoce 
the  iMurels  to  suit  his  personal  re- 
quirements, and  to  facilitate  tlis  ad- 
dition of  extra  barrels. 


JOHNSON  FARE  BOX  COMPANY     | 

Ravenswood,  Chicago,  IlL  | 

■jiiiiiminiliiiiiiiiiiiiiiimiimniiiintiiiiiiiiiiiiHiiiiiiiiiiitniiiiiiiiiiiiiiitiiiiiiiiiiiiiiiinilimiiiiniiiiiiiiiiitlHllllDiiillllimillliiiuiri; 
illllliiiiiriur iiiiiiim iiiiiiii uiiiiiiiiiiiuiiiiiiiliiiliiiiiiiiiiiiiiilimiiiitiiiiiiiiiiiiiiiiiiimiiiiu iiiiiiuiillllillllimill' 

Car  Seating,  Broom  and  Snow  Sweeper 
Rattan,  Mouldings,  etc. 

AMERICAN  RATTAN  &  REED  MFG.  CO. 

Brooklyn,  N.  Y. 

AMERICAN  means  QUALITY 
RATTAN  SUPPLIES  OF  EVERY  DESCRIPTION 

^iiiimiimiiiiinuiiiiiiiiiiiiiiiiiiiiiiiuuiiimiiiiniiiii i nuiuiiiiiin uiii niiii in iiiiiiiiiiiiiuinriiiminHi 


'uiiiiiiilinriliiiMiiiiiiniiiMiluMllMiMiiiiiiiiiiiiitiiiriiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiHiiiriiMiiiuiiiiiiiiliiiiiiiliiiHiiiiiiiiiiiiiiiiuKiuiuuV 
flimniiiiiiiiiiitiiimiiiMiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiuiiniiiHiiiiiiitiiiiiiiiiiimiiiiiiiiiiiiiimiiiiiiiitiiiiiiiiiiiniiiiiiiiiiiiiiiitiiHiiiiu 

I  "Paint  Sells  Transportation'* 

I  Let  us  show  you 

i  BECKWITH-CHANDLER  COMPANY 

I   203  EMMETT  ST  NEWARK.  N.  J. 

^iiiiriiiiiMiiriiiniiiiiiiiiiiiiMiniiiuiiiitiimiimiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiitiiiiiiiiiiiniiijiiHiiiiiiiiiriiiiiiitiiiiiiiiin 


uiiiiiiiiironimiiiiiiiuiniiiiiiiiiuiiiiiiiiiimiiniiiiiiiiiiiiiiii imiriiiiiiiiuiiiiniiiuMimiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiii 

Rolled  and  Forged 

GEAR  BLANKS 

Midvale  Sted  and  Ordnance  Company 
Sambria  Steel  Company 

Cenermi  OfKcmm: 
Widener  Building,  PkUaclelphia,  Pa. 

IIIHIMUIIIIWIWIIIHIIIHWHIHIIIIHMHHIIHtmilltllWIIHIIIIIIIIMIHIIHIIIIIIIIIIIIIIIIMIIIIItlHIWIIItllllHIIIMI 


=;niiiiiiiiitiiitiiiitiiiiirtiintittiiiniiiiiiii(iiiiiiimiiii: 


Direct 

Automatic 

Registration 

Br  the 

Passengars 

Kaalra    Antematic 
Register   C«. 

Prerldenu.  R.  I. 

IlimillHHIMtNttlHimHIIIIHIUIIllttlllU 


March  31,  1923 


Electric    Railway    Journal 


37 


Searchlight  Section 

EMPLOYMENT- BUSINESS  OPPORTUNITIES- EQUIPMENT 

tTNDISPLAYED— RATE  PER  WOBD :  INFORMATION :  DISPLAYED— RATE  PER  INCH ; 

Positions    Wanted^    4    cents    a    word,    minimum  BoM    Numbers    In    care    of    any    of    our    offices             1   to     3   Inches $4.50  an  Inch 

75   cents   an   insertion,  payable   in  advance.  count  10  words  additional  in  undisplayed  ads.             4   to      7   inches 4.30  an  inch 

Positions    Vacant    and    all   other    classifications,  DUcomt  of   10%   if   one  payment   Is  made  In            '    '°    '■*   '"'''"" ^■"'  *"  *""* 

8    cents   a   word,    minimum   charge   12.00.  advance    for    four    consecutive    insertions    of  An   advertising  inch   Is   measured  ve-tically   on 

Proposals,   40   cents  a  line  an  insertion.  undisplayed  ads    (not   including   proposals).  one  column,  3  columns — 30  Inches — to  a  page. 

~~  ~~"  "^  ~~  E.  R.  J 


POSITIONS  VACANT 


WORKING  cai--house  and  shop  foreman 
wanted  for  a  small  electric  railway  in 
New  England,  familiar  with  car  wiring, 
the  most  modern  equipment  and  one-man 
cars.  State  experience.  P-536,  Elec.  Ry, 
Journal,  10th  Ave.  at  36th  St.,  New  York. 


POSITIONS  WANTED 

ENGINEER  with  10  years'  experience  in 
the  construction  and  appraisal  of  electric 
railway  and  power  properties  wishes 
position.  Will  be  available  April  15th. 
Address,  PW-534,  Electric  Railway 
Journal,  Real  Estate  Trust  Building, 
Philadelphia,   Pa. 


MASTER  mechatiic  with  experience  on 
city,  suburban  and  high-speed  interurban 
equipment  (six  years  with  Detroit  United 
lines),  desires  position,  preferably  in  the 
South.  Personal  reasons  tor  desiring 
change.  Good  references.  Can  get  re- 
sults under  any  conditions.  H.  R.  Ret- 
ter,  2219  Allen  Street,  East  Chattanooga, 
Tenn. 


ROAD  master,  20  years'  experience,  con- 
struction and  maintenance  of  large 
properties.  Married.  Age  35.  PW-535, 
Elec.  Ry.  Journal,  Old  Colony  Bldg.,  Chi- 
cago,   111. 


SUPERINTENDENT  of  transirortation 
with  a  proven  successful  record  of  18 
years  on  high  grade  properties  solicits 
correspondence  with  managers  that  are 
in  need  of  a  capable,  praetical,  progress- 
hive  superintendent  of  transportation, 
that  can  get  results.  At  present  em- 
ployed. Present  relations  pleasant,  per- 
sonal reasons  for  desiring  change.  High 
grade  references  as  to  character  and 
ability.  Address  PW-537,  Elec.  Ry. 
Journal,  Leader-News  Bldg.,  Cleveland,  O. 


SUPERINTENDENT  of  transportation. 
Twenty  years'  experience  in  electrical 
line,  operating  city,  interurban  and  sub- 
urban property.  Good  record  based  on 
long  experience  with  large  property. 
Present  relations  are  pleasant,  personal 
reasons  for  desiring  a  change.  PW-533, 
Electric  Railway  Journal,  Old  Colony 
Bldg.,    Chicago,    111. 


mil iitMiiiiiiiii 


FOR  SALE 

G.E.CO.  ROTARY  CONVERTER 

60  cy.,  13,300  or  6600  v.  A.C.  to  590  v. 
D.C..  3200  kw. 

Includes  the  following-: 

Item  1 — Type  HCC.  16  pole,  2200  kw.,  450 
r.p.m..  590  v.  Synchronous  Conver- 
ter with  booster  and  instruments. 

Item  2 — 3  type  WC.  60  cy..  900  kra.. 
13.200-6600  V.  primary.  368  v. 
secondary,  water-cooled  Transform- 
ers with  10%  taps  above  and  below 
normal  and  50%   starting-  tap. 

Item  3 — Complete  3  panel  switchboard  lor 
the  above.     Built  1917 

Has  been  run  only  for  test — prompt  ship* 

m en t— attractive  price 

Picture  of  Converter  appeared  in 

March  nth  issue. 

Apply  General   Chemical   Company 

40  Rector  St..  New  York.  N.  Y. 


IIMtlMtlMMIIIIMIMIIIIIIIItlMIMMt unit 


FOR   SALE 


12— New  G.  E.  247 
Motors 

TRANSIT  EQUIPMENT  COMPANY 

501  Fifth  AvenuB,  New  York. 


7IIIIIIIIIIIIIIIIIIIMI 


.-iiitMiMiiiMiinii 


IIIMMHtllftI  ; 


.■■MtMIIMIIIIIIIIIIItllMltlMIIIMI ■■■■l(lllltllMI>M«IMini>IIIMIMIIIIIIIItlltlilll>ltHM 

TRUSTEES  SALE 

By  decree  of  the  Common  Pleas  Court  of 
Montgomery  County,  aittingr  in  equity,  the 
Norristown  Trust  Company,  Trustee,  will 
sell  ai  the  Court  House,  Norristown,  Pa.,  in 
Court  room  No.  1  at  one  o'clock  P.  M.  on 
Monday.  April  30.  1923.  all  the  charter 
and  franchise  riffhts,  together  with  all  its 
property,  leaseholds,  railway  and  transmis- 
sion lines,  rolling  stock,  and  all  property. 
real,  personal  and  mixed,  of  the  Montgomery 
Transit  Company,  whose  built  line  extends 
from  Trooper  to  Harleysville.  all  in  Mont- 
gomery County,  and  about  12%  miles  in 
length,  with  contract  connections  into 
Norristown  and  other  points.  See  full  ad- 
vertisement in  Norristown  Herald,  Further 
information  furnished  by  Trustee.  Certified 
check  of  $5,000  required  to  be  filed  with 
Trustee  one  hour  before  sale  by  bidders. 
10  per  cent  at  close  of  sale,  balance  sixty 
(60)  days  after  confirmation.  Knock  down 
price  $150,000.   Further  conditions  at  sale. 

By  Norristown  Trust  Oompany, 

Trustee. 
Aaron  S.  Swartz,  Jr. 
Franklin  L.  Wright. 

Solicitors. 
Norristown.  Penna. 


-,  TiMllllllt tllltlllllllltlMltlMltllllt 


riiiitiniiiiiiMMMinHiM tut* 


i  FOR  SALB 

20— Peter  Witt  Cars 

Waicht   Complata,  33,000  lbs. 

I  SMt  63.  4 — O.  E.  No.  268-C  Moton. 
i  K-13-H  Control.  We»t.  Air  Taylor  Trooka. 
1    B.H.  Type.    Complete. 

EUBCTBIO  BQtJIPMENT  OO. 
I        Commonweslth  Bide.,  Vhlladelphlm.  Pa. 


ROTARY   CONVERTER  j 

1 — 300-kw.,  25-cy.  West.    Will  sell  or  trade  | 

lor  60-cy.  Conrerter  ol  same  capacity.  | 

KANKAKEE  &  URBANA  TRACTION  CO.  | 

Urbana,  111.  i 


1,11,1 „i„|ii||MI|iltilllMllttllltItllll I ,„n„millH,lHI,lilliilHIIIHIMllilillll( 


FOR  SALE 

1  Single  Truck  Car 

Remodeled    for   One-Man    Operation 

Lonsrltudinal  Seats:  Golden  Oak  Finish: 
Brill  21-E  Trucks:  33-in.  Wheels:  7-ft.  a-in. 
Wheel  Base:  Westlnrhouse  12A  Motors: 
K-10  Controllers;  Folding  Doors  and  Stsps, 
Hand  Operated. 

Length  over  bumpers  28-ft.  2-in. 

Width  8-ft.  0-in. 

Height  ll-lt.-0-in. 

Weight  about  15  Tons. 

Excellent  condition 

Vincennes  Electric  Railway  Co., 

Vincennes.  Indiana. 

■  ■liillttllHIIIilllltllllHIIIIHilllnill 
lilllMMIillllillllllllilllllli  1 


No.  201—2—3—6. 

4 — 45-lt.  Interurban  Passenger  and  Baggage  Cars — Wood  Body, 

End    Entrance.    Cane   Seat,    Monitor    Roof    Motor    G.E.    67, 

Quadruple,   2-Tiim  Control    Weetinghouse.   K-14.   Single  End. 

Brakes,  Westinghou-se.  Compressors,  Nat.  Brake  &  Electric  Co. 

B.B.  2   Baldwin  Trucks,  34-in.  AVheels,   4% -in.  Axles,  Each 

va.ooo.oo. 

Ten    other  care  In  very  good  condition  ere  covered  by  oar  BaltoHn—nmlted  uvon  reouett 


No.   2u/. 

Interurban  Passenger  and  Baggage.  All  Steel  Center  Entrwce, 
51-lt.  Car.  Motor,  Westlnghouse,  306  V  4  Quadruple.  Con- 
trol Weetinghouse  Hi..,  Brakes.  Westlnghouse.  with  Nat. 
Brake  Compressor.  B.B.2,  Baldwin  Trucks.  34-in.  Wheels,  5-ln. 
Axles.   $4,600,00. 


Buffalo,   N.   Y. 


BUFFALO  HOUSE  WRECKING  &  SALVAGE  CO. 


Phone,  Fillmore  1856 


^llltltltlMMIIMttlMHMIMMIIIIMIfllM 


tllHIIIM IIIIKMMtlllMllltMMIII 


HIIKMMIIIIItMIMIMII'IIMII 


IIIIIIIMIIIIMMIIt IIMMI. 


88 


Electric    Railway    Journal 


March  31,  1923 


WHAT  AND  WHERE  TO  BUY 

Equipment,   Apparatus    and    Supplies    Used    by  tile   Electric    Railway  Industry   nitli 
Nanieti   of   Manufacturers   and   Distributors   Advertisiiis    in   tliis    Issue 


Advertlslni,    Street    Car 

Collier,  inc.,  Barron  Q. 
Air  Keceivers,  Aftereoolert 

luKersoUBaud  Co. 
Anchors.  Guy 

Blectnc  Service  Sup.  Co. 

Ohio  Brass  Co. 

Standard  Steel  Worlu  Co. 

Western  Electric  Co. 

Weslinfiiouse  K.  &  M.  Co. 
Arhiature    Sliop   Tools 

Elec.   Service  Supplies  Co. 
Automatic  Beturo  Switch 
Stands 

Kamapo  AJax  Corp. 
Autos  and  Busses  . 

White  Co..  The 
Automatic    SaTety    Switek 
Stand* 

Ramapo  A]  ax  Corp. 
Axles 

Bemis  Car  Truck  Co. 

Cambria  Steel  Co. 

Midvale  Steel  A  Ord.  0*. 

St.  Louis  Car  Co. 

Standard  Steel  Works  Co. 
Axles,   Car   Wheel 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  O. 

Camecie  Steel  Co 

Westinshouse  B.  *  K.  0*. 
Axis  Straichteners 

Columbia  M.  W.  *  M.  I.  0*. 
Babbitt  Metal 

Aiax  Mietal  Co. 

Hore-Jones  Br.  A  Metal  Co 
Babblttinr  Uevlcea 

Columbia  M.  W.  A  Jf.  I.  Oo. 
Badges  and  Buttons 

Electric  Service  Sup.  Co. 

Intemat'l  Register  Co..  The 
Bearings  and  Bearing  If  <«als 

A]az  MIetal  Co. 

Baldwin  Locomotive  Works 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  A  II.  I.  O*. 

General    Electric  Co. 

Gilbert  A  Sons,  B.  F.  A. 

Le  Grand,  Inc..  tUa 

More-Jones  Br.  &  Metal  Co. 

Westinghouse   E.   &  M.  Oo. 
Bearings,  Center  and  Boiler 
Side 

Stuckl  Co..  A. 
Bearings.  Roller 

Stafford  Roller  Bearing  Car 
Truck  Corp'n 
Bells  and  Gongs 

Brill    Co.,    The  J.  Q. 

Columbia  M.   W.  A  M.  I.  0*. 

Consolidated  Car-Heating  0*. 

Electric  Service  Sup.  Co. 

Western  Electric  Co. 
Boilers 

Babcock  &  Wilcox  Co. 
Boiler  Tubes    (Charcoal  Ii«m 
and  Steel) 

Cambria  Steel  Co. 

Midvale  Steel   A  Ord.  Oo. 
Bonding  Apparatus 

American  Steel   A  Wire  Oo. 

Electric  Railway  Imprar^ 
ment  Co. 

Electric  Service  Sup.  Co. 

Indianapolis  Switch  A  Frog 
Co. 

Ohio  Brass  Co. 

Rail  Welding  A  Bondlar  0*. 

Railway  Track-wnrk  Oo. 

Western  Electric  Co. 
Bonds.  Rail 

American  Steel  A  Wir»  Oo 
Electric  Railway  Imp.  Oo. 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Indianapolis  Switch  A  #rog 
Co. 

Ohio  Brass  Co. 

Railway  Track-Work  Co. 

Rail  Welding  A  Bonding  Co. 

Western  Electric  Co. 

Westingbouse   E.   A   M.   Oo 
Bonk  Publishers 

>rcOraw-HllI  Book  Co. 
Brackets  and  Cross  Arms 
(.See  also  Poles.  Ties. 
PosU.  ete.) 

Bates  Exp.  Steel  A  Tr.  Oo. 

Electric  By.   Equip.  Co. 

Electric  Service  Sup.  Oo. 

Hubbard  A  Co. 

Ohio  Brass  Oo 

Wf  stern  Electric  Co. 
Brake  Adjusters 

National   Ry.  Appliance  Oo. 

Westingbouse  Tr.  Br.  Co. 
Brake  Shoes 

Amer.  Br.  Shoe  A  rdry.  Oo. 

Barbour-Stockwell    Co. 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Columbia  M.  W.  A  V.  I.  Oo. 
Brakes.    Brake   Systems    m4 
Brake  Parts 

A'kley    Brake    A   Snppiy 
Corp. 

Allls-Chslmers  Mfg.  Oo. 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  Q. 

Columbia  M.  W.  A  M.  I.  Oo. 

General  Electric  Co. 

National  Brske  Co. 

Safety  Car  Device*  Co. 

Westingbouse  Tr.  Br.  Co. 


tlruunis.  Track,  Steel  or  lUM- 
luu 
Amer.  Kalian  A  Reed  MXg. 

tfrubhes.   Carbon 

Uviierui    filectnc  Co. 

je  iiiuruij.    W.  J. 

Le  CarDone  Co. 

Weslinghuuse  £.  &  M.  Co. 
Brushes,    Wire  Pneumatic 

IngersoU'Rand  Co. 
Brush   Holders 

Anderson    Mfg.    Co.,    A.    A 
J.  M. 

Columbia  M.  W.  A  M.  I.  Co. 
Buses,   Motor 

Brill  Co..  The  J.  G. 

St.  Louis  Car  Co. 
Bushings 

Kational   Vulcanized  Fibre 
Co. 
Bashings,  Case  Hardened  and 
Manganese 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 
Bus  Seats 

Hale  &  Kilburn 

Heywood-Wakefleld  Co. 
Cables    (See  Wires  and 

Cables) 
Cambric,  Tapes,  Yellow  A 
Black    Varnished 

Irvington  Varnish  A  Ins.  Co. 
Carbon  Brushes    (See  Brushes 

Carbon) 
Car  Lighting  Fixtures 

Elec.  Service  Supplies 
Car  Panel  Safet}    Switches 

Consolidated  Car-Heating  Co. 

Westingbouse  E.  A  M.  Co. 
Cars,   Dump 

Differential  Steel  Car  Co. 

St.  Louis  Car  Co. 
Cars,  Gas  Rail 

St.  Louis  Car  Co. 
Cars,    Passenger,    Freight 
Express,   Etc. 

Amer.  Car  Co. 

Brill  Co.,  The  J.  G. 

Cambria  Steel  Co. 

Kuhlman  Car  Co..  O.  C. 

Midvale  Steel  A  Ord.  Oo. 

National  Hy.  Appliance  Co. 

St.  Louis  Car  Co. 

Wason  Mfg.  Co. 
Cars,   Second   Hand 

Electric  Equipment  (^. 
Cars,  Self-Propelled 

General  Electric  Co. 
Castings,   Brass,    Composition 
or  Copper 

Ajax  Metal  Co. 

Anderson  Mfg.  Co..  A.  A 
J.  H. 

Columbia  M.  W.  A  M.  I.  Co. 

More-Jones  Br.  A  Metal  Co. 
Castings,  Gray  Iron  and 
Steel 

Bemis  Car  Truck  C!o. 

Columbia  M.  W.  A  M.  I.  Co. 

Standard  Steel  Works  (^. 
Castings,  Malleable  and 
Brass 

Amer.  Brake  Shoe  A  Fdry. 
Co. 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  A  M.  I.  Co. 

Le  Grand.  Inc..   Nlc 
Catchers  and  Retrievers. 
Trolley 

Electric  Service  Sup.  Co. 

Ohio  Brass  Co. 

Wood  Ck)..  Chas.  N. 
Catenary  Constrnctlon 

Archbold-Brady  Co. 

Western  Electric  Co. 
Change    Carriers 

Cleveland  Pare  Box  Co. 
Crcnit  Breakers 

General  Electric  Co. 

Westinghuse  E.  A  M.  Co. 
Clamps  and   Connectors  for 
Hires  and  Cables 

Anderson    Mfg.    (3o.,    A.    A 
J.  M. 

Dessert  A  Co. 

Electric  Ry.  Equip.  (Jo. 

Electric  Service  Sup.  (3o. 

<3eneral    Electric  Co. 

Hubbard  A  Co. 

Ohio   Brass  Co. 

Westingbouse   E.    &  M.   Co. 
Cleaners  and  Scrapers — 
Track      {See     also     Snow- 
Plows.    Sweepers   and 
Brooms) 

Brill  Co..  The  J.  G. 

Ohio  Brass  Co. 
Clnsters  and  Rockets 

General  Electric  Co 
Coal  and  Ash   Handling    (See 
Conveying      and      Hoisting 
Machinery) 
Coll   Banding  and   Winding 
Machines 

Columbia  M.  W.  A  »f    :    Co 

Electric  Service   Snp     Co. 
Colls.   Armature  and   Field 

(Columbia  M.  W.  A  M.  I.  Co 

General   Electric  Oo. 

Rome  Wire  Co. 
Cnlls.  Choke  and  Kicking 

(Jeneral  Electric  Co. 

Westingbouse  E.  A  M.  <^. 


Coln-Coontlng    Machines 

Cleveland  Fare  iJox  Co. 

Electric  Service  Sup.  Co. 

iniernal'l  Register  Co..  The 

Johnson  Fare  Box  Co. 
Coin  Sorting  Machines 

Cleveland  Fare  Box  Co. 
Coin  Wrappers 

Cleveland  Fare  Box  Co. 
Commutator  Slotters 

Klectnc  Servic-e  sup.  Oi. 

General  Kiectrie  Co. 

Westlnghouse  E   A  M.  Co. 
Commutator  Truing  Devices 

General  Electric  Vo 
Commutators  or  Parts 

Cameron  Elec'l  Mfg.  Co. 

Columbia  M.  W.  A  M.  I.  Co. 

General   Electric  Ck). 

Westingbouse  E.  A  M.  C^. 
Compressors,  Air 

Ailis-Cbalmers  Mfg.  Ck). 

General   Electric  Co. 

IngersoU-Rand  Co. 

Western  Electric  Co. 

Westingbouse   Tr.    Br.    Co. 
Compressors,  Air,  Portable 

Ingersoll-Rand  Co. 
Concrete  Reinforcing  Bars 

Cambria  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 
Condensers 

Allis-Chalmers  Mfg.  Co. 

(general  Electric  Co. 

Ingersoll-Eand  Co. 

Westingbouse  E.  A  M.  Co. 
Condensor,   Papers 

Irvington  Varnish  A  Ins.  Co. 
Connectors,    Solderless 

Doseert  A  Co. 

Westingbouse  E.  &  M.  Co. 
Connectors.  Trailer  C^r 

(^nsoUdated  Car-Heat'g  Co. 

Electric  Service  Sup.  Co. 

Ohio   Brass  Co. 
Controllers  or  Parts 

Allis-Chalmers   Mfg.   (3o. 

Columbia  M.  W.  A  M.  I.  Co. 

(Seneral   Electric  Co. 

Westingbouse    E.    A   M.    Co. 
Controller   Regulators 

Electric    Service    Sup.    (3o. 
Controlling  Systems 

General    Electric   Co. 

Westingbouse  E.  A  M.  Co. 
Converters,  Rotary 

Allis-Chalmers  Mfg.  Co. 

General   Electric  (S). 

Westingbouse   E.   A  M.   Ck) 
Conveying   and    Hoisting    Ma- 
chinery 

Columbia  M.  W.  A  M.  I.  Co. 
Copper    Wire 

Anaconda    Copper    Min.    Co. 
Cord   Adjusters 

National  Vulcanized  Fibre 
Co. 
Cord,    Bell,    Trolley    Register, 
ete. 

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  A  Couplers 

Electric  Service  Sup.  Co. 

Samson  Cordage  Works 

Wood  <^..   Cbas.   N. 
Couplers,  Car 

Brill  Co..  The  J.  G. 

Ohio  Brass  Co. 

Westingbouse  Tr.  Br.  Co. 
Cranes 

Allis-Chalmers  Mfg.  (3o. 
Cross  Arms  (See  Brackets) 
Crossings 

Ramapo  AJax  Ck>rp. 
Crossing    Fonndatlons 

International  Slee!  Tie  Co. 
'rossing  Frog  A  Switch 

Ramapo  Ajax  Corp. 

Wharton.  Jr..  A  Co.,  Wm. 
Crossing  Manganese 

Indianapolis  Switch  A  Frog 
Co. 

Ramapo    Ajax   Corp. 
Crossing   Signals    (See  Sig- 
nals. Crossing) 
(Jroestngs  Track    (See  Track) 

Speeial  Work) 
Crossings,   Trolley 

Ohio  Brass  (3o. 
Crushers,    Rock 

AlHs-Cbalmers  Mfg.  Co. 
Curtains  and  Cnrtaln 
Fixtures 

Brill  Co..  The  J.  O. 

Electric  Service  Sup.  Co. 

Morton    Mfe.    (>). 
Dealers'  Machinery 

Electric  Equipment  Co. 
Derailing  Devices   (See  Track 

Work) 
Derailing    Switches 

Ramapo   Ajax  Corp. 
Destination  Signs 

Columbia  M.  W,  A  M.  I.  Co. 

Electric  Service  Sup.  <3o. 
Detective  Service 

Wish  Service.  P.  Edward 
Door  Operating  Devlees 

Con.   Car-Heating   Co. 

NatM  Pneumatic  Co     Inc. 

Safety  Car  Devices  Co. 


Doors  and  Door  Fixtures 

Brill  Co.,     The  J.  O. 

(xcnerai  Eleclnc  Co. 

Hale  &  Kilburn 
Doors,  Folding   Vestibule 

Nat'l  Pneumatic  Co.,  Inc. 
Draft  Rigging  (See  Couplers) 
Drills,  Rock 

Ingersoll-Kand  Co. 
OriUs,   Track 

American  Steel  A  Wire  Co. 

Electric  Service  Sup.  Co. 

Ingersoil-Rand  Ck). 

Ohio  Brass  Co. 
Dryers,    Sand 

Electric  Service  Sup.  Co. 
■ars 

Ohio  Brass  Co. 
Electrical    Wires    and    Cables 

Amer.   Electrical   Works 

American   Steel   A   Wire   Co. 

Roebling's   Sons   Co..    J.   A. 

Western  Electric  Co. 
Electric  Grinders 

Railway  Track-Work  Co. 
Electrodes.   Carbon 

Indianapolis  Switch  A  Frog 
Co. 

Railway  Track-Work  Co. 
Electrodes,  Steel 

Indianapolis  Switch  A  Frog 
Co. 

Railway   Track-Work  Co. 
Enamels 

Beokwith-Cliandler    Co. 

Engineers  Consulting  Con- 
tracting and  €)peratiDg 

Allison    A  Co..  J.  B. 

Archbold-Brady  (3o. 

Arnold  Co..  The 

Beeler.  John  A. 

Bibbina,  J.  Rowland 

Day  &  Zimmermann 

Ford.  Bacon  A  Davis 

Hemphill  A  Wells 

Hoist,    Englehardt    W. 

Jackson,  Walter 

Ong.  Joe  R. 

Parsons.  Elapp,  Brinkerhoff 
A  Douglas 

Ricbey.  Albert  9. 

Robinson  A  Co..  Inc.. 
Dwlght  P. 

Sanderson  A  Porter 

Stevens  A  Wood.  Inc. 

Stone  A  Webster 

White  Engineering  Corp.. 
The  J.  G. 
Engines.  Gas,  Oil  or  Steam 

Allis-Chalmers  Mfg.  (^. 

Ingersoll-Rand  Co. 

Westingbouse  E.  A  H.  Co. 
Fare   Boxes 

Cleveland  Fare  Box  <^. 

Johnson   Fare   Box  Co. 

National  Ry.  Appliance  Co. 
Fence 

Cambria  Steel  Co. 

Midvale  Steel   &  Ord.   Co. 
Fences,  Woven  Wire  and 
Fence  Posts 

American  Steel  A  Wire  Co. 
Fenders  and  Wheel  Gtiards 

Brill  Co..  The  J.  G. 

Consolidated  Car  Fender  <3o. 

Electric  Service  Snp.  Co. 

Le  Grand.   Inc..   Nic 
Fibre  and  Fibre  Tab*:>c 

National  Vulcanized  Fibre 
Co. 

Westingbouse  E.  A  M.  Co. 
Field  Colls    (See  Colls) 
Flangeway  Gnards,  Steel 

(lodwin  Co..  Inc..  W.  S. 
Forglngs 

Cambria  Steel  Co. 

Carnegie  Steel   Co. 

(Jolumbia  M.  W.  A  M.  I.  Co. 

Midvale  Steel   A  Ord.   Co. 

Standard  Steel  Works  Co. 
Frogs   A   Crossings,  Tee  Bail 

Ramapo  Ajax  Corp. 
Frogs.    Track 

(See  Track   Work) 

Wbarton.  Jr..  A  Co..  Wm. 
Frogs.  Trolli^ 

Ohio  Brass  Co. 
Fuses   and   Fuse   Boxes 

Columbia  M.  W.  A  M.  I.  Co. 

Consolidated  Car-Heating  Co. 

General  Electric  Co. 

Western  Electric  Co. 

Westingbouse  E.  A  M.  Co. 

Williams  A  Co..  J.  H. 
Fuses,  Reflllable 

Columbia  M.  W.  A  M.  I.  Co. 

General  Electric  (Jo. 
Gages,  Oil  and  Water 

Ohio   Brass  Co. 
Gaskets 

Power  Specialty  Co. 

Westingbouse  Tr.  Br.  Oo. 
Oas-Electrle  C!ars 

(Jenerat   Electric  Co. 
Sfls  Producers 

Westlnghouse  E.  A  M.  (^ 
Gates,  Car 

Brill  Co..  The  J.  Q. 
G«Tir    Blanks 

Cambria  Steel  Co. 

Carnegie  Steel  Co. 


Midvale  Steel  A  Ord.  Co. 

Standard  Steel  Works  Co. 
Gear  Caaee 

Chillingworth    Mfg.    Co. 

Columbia  M.  W.  A  M.  I.  Co. 

Electric  Service  Sup.  Co. 

Westlnghouse  E.  A  M.  Co. 
Gears  and  Pinions 

Acklcy    Brake    A   Supply 
Corp. 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  A  M.  I.  Co. 

Electric  Service  Sup.  Co. 

Oeoeral  Electric  Co. 

National  Railway  Applianoe 
Co. 

Nuttall  Co..  a.  D. 

Tool  Steel  (Sear  A  Pinion 
Co. 
Generating  Sets,  Gas-Eleetrle 

General  Electric  Co. 
Generators  « 

Allis-Chalmers  Mfg.  Co. 

Western  Electric  Co. 

Westingbouse  E.  A  M.  Co. 
Girder    RaUs 

Lorain  Steel  Co. 
Goggles,  Eyes 

Indianapolis  Switch  A  Frog 
Co. 

Smith  Heater  Co..  Peter 
Gongs   (See  Bells  and  Gongs) 
(Ureases     (See    Lubricants) 
Grinders    and    Grinding    Snp- 
pliee 

Indianapolis  Switch  A  Frog 
Co. 

Railway  Track-Work  Co. 
Grinders,    Portable 

Railway  Track-work  Co. 
Grinders,  Portable  Kleetrie 

Railway  Track-work  Co. 
Grinding    Bricks    and    Wheels 

Railway  Track-work  Co. 
Guard  Kail  Clamps 

Ramapo  Ajax  Corp. 
Guard  Rails,  Tee  Ball  and 
Manganese 

Ramapo  Ajax  Corp. 
Guards,   Trolley 

Electric    Service    Snp.    Co. 

Ohio  Brass  Co. 
Hammers,   Pneumatte 

Ingersoll-Rand  Ck). 
Harps,  Trolley 

Anderson     Mfg    (}o.,     A.     A 
J.  M. 

Electric  Service  Sup.  Co. 

More-Jones  Br.  A  Metal  Co. 

Nuttall  Co..  R.  D. 

Star  Brass  Works 

Thornton  Trolley  Wheel  Co. 
Headlights 

Electric  Service  Sup.  Co. 

(Jeneral  Electric  C^. 

Ohio  Brass  Co. 
Heaters,    Car    (Electric) 

Consolidated  Car  Heating  Co 

Gold  Car  Heating  A  light- 
ing Co. 

National  Ry.  Appliance  Co. 

Smith  Heater  Co..  Peter 
Heaters.  Car,  Hot  Air  and 
Water 

Smith  Heater  Co.,  Peter 
Hesters.  Car    (Stove) 

lElectrlc  Service  Stip,  Co. 

Sterling  Varnish  Co. 

Westingbouse  E.  A  M.  Co. 

Helmets,  Welding 

Indianapolis  Switch  A  Frog 

Co. 
Railway  Track-Work  Co. 
Hoists  and  Lifts 
Columbia  M.  W.  A  M.  I.  Co. 
Ford-Chain   Block  Co. 
Ingersoll-Rand  Co. 
Hose.  Bridges 

Oblo  Brass  Co. 
HydranHc   Machinery 
Allis-Chalmers  Mfg.  Co. 
Instruments,  Measuring  and 
Recording 
Electric   Service   Sup.   Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westingbouse  E.  A  M.  Co. 
Insulating   Cloth.    Paper   and 
Tai>o 
General  Electric  Co. 
Irvington  Varnish  A  Ins. 

Oo. 
National  Vulcanized  Fltre 

Oo. 
Okonite  Co. 

Standard  Undereround  Cable 
Westingbouse  E.  A  M.  Co. 
Insulating   SHk 
Irvington    Varnish    A    Ins. 
Oo. 
Insulating  Varnishes 
Irvington  Varnish  A  Ins, 
C« 
Insolation    (See   also    Paints) 
Anderson   Mfg.   Co..    A.    A 

J.  M. 
Electric  Rv    Equln.  Co. 
Tjlectric  Service  Snp.  Co. 
General  Electric  Co- 
T-TinFtnn  Varnish  A  Ins.  Ca 
Okonite  Co. 
Tisvlation.   SIM 
brlarton  Vartilsh  A  Iiu.  Q>. 


March  31,  1923 


Electric    Railway    Journal 


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THORNTONi  | 

The  trolley  wheel  with  the  high  | 

mileage  «ide  bearing  | 

Thornton  Wheels  with  Thornton  side  | 

bearings  are  unusually  long-lived,  re-  | 

quire   less  lubrication,   and  less  main-  | 

tenance.     They   are  free  from   vibra-  | 

tion  and  noiseless.     No  bushings.     In-  | 

<vestigate  them.  | 

Bearing:8  make  fifty  thousand  or  more  miles  | 

Send  for  descriptive  circular  I 

Thornton  Trolley  Wheel  Co.,  | 

Incorporated  = 

Ashland,  Kentucky  | 

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I    The  Kalamazoo  Trolley  Wheel*  \ 

i       have   always  been  made  of  en-  | 

=       tirely  new  metal,  which  accounts 

1       for  their   long  life  WITHOUT 

j      INJURY  TO  THE  WIRE.    Do 

1       not  be  misled  by  statements   of 

1       large  mileage,  because  a  wheel 

i       that  will  run  too  long  will  dam- 

1       age  the  wire.    If  our  catalogue 

1       does    not    show    the    style    you 

1      need,  write  u»— the  LARGEST 

i       EXCLUSIVE       TROLLEY 

1      WHEEL    MAKERS    IN    THE 

I      WORLD.  I 

i  THE  STAR  BRASS  WORKS  | 

I  KALAMAZOO.  MICH.,  U.  S.  A.  I 

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PNEUMATIC 
TIE  TAMPERS 

I  Reduce  track  tamping 

I  and  maintenance  costs. 

I  Ask  for  Bulletin  9123 

INGERSOLL-RAND  COMPANY 

I  11  Broadway,  New  York        itott 

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STAFFORD 

ROLLER  BEARINGS 


Cut    Power    Require- 
ments in  Half 

Prevent  hot  boxes  and 
resulting  iournal  troubles; 
cheek  end  thrust  and  do 
away  with  all  lubrication 
difficulties  BECAUSE — 

They  Eliminate 
Journal  Friction 

Guaranteed  Two  Years 


Aik  tor  litetatv 
STArrOUD  nOLLED.  DCADI/iG 

CAH  ravcK  cohpohation 


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=  Fit   A.B.R.A.    and  M.O.B. 

S  ard  Journaia;   Readily  Applitd  to 

I  EQuipmcnt  Now  in  Uae. 

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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. 

FindUy,  Okio 


The  No-Staff  Brake 

for  any  size  and 

type  of  car 

Apply  the  advantatre*  of  the  staffleu  brak* 
with  its  space-savinr  features,  to  all  your 
ears.  Ackley  No-Stafi  Brakes  are  adaptable 
to  any  kind  of  wrvlee.  The  eccentric  •haln. 
winding  drum  insiu^s  quickest  applications 
and  maximum  power. 

Price  onlr  $32.00 


II  ACKLEY  DRAKE  h  SUPPLY  CORPORATION  Ifi';;  i^-> 


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40 

InmJaton 

(See  alK>  Une  Material) 
Anderson  His.  Co..  A.  A 
J.  M. 
filectric  Ry.  Equip.  Co. 
Electric  Senrice  Sup.  Co. 
General  Electric  Co. 
iTTlnrtoQ  Varnish  &  Ina.  C*. 
Ohio    Brasa    Co. 
Western  Electric  Co. 
Westinghouse  n.  tk  M.  Co. 
bwulator  PUu 
Electric  Service  Sup.  Co. 
Hubbard  &  Co. 
InSDlntors.  High  ToItaS* 
Lapp    Insulator  Co. 
Insulutorij,    High   Voltaj^ 

Lapp  Insulator     Co. 
losnrance,    l-'ire 

Marsh    &   McLennan 
Jacks    (See  also   Cranea, 
Hoists    and    Lifts) 
Buckeye  Jack  Utg.   Co. 
Oolnmbia  M.  W.  &  M.  I.  Co. 
Hleotric  Service  Sup.  Co. 
Joint*.  KaU 

<8m  RaU  Joint*) 
Jonmal  Boxe* 
Bemla  Car  Truck  Co. 
Brill    Co..   The  J.   G. 
Jonctlon  Boxes 
Standard  Underground  Cable 
LAmp  Guards  and   Fixtures 
Anderson  Htg.  Co..  A.  & 

Electric  Service  Sup.  Co 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co 


Electric    Railway    Journal 


— „ — ^„„.^  ^.  .^  j^_  ^^^_ 

Lamps,  Arc  and  Ineandcaeent 
(See    also    HeadliKhts) 

Anderson  Miff.   Co..   A.  ft 

General  Electric  Co. 

Westlnrhouse  E.  ft  M.  Co. 
Umps,  Signal  and  Marker 

Nlchole-Llntem   Co. 

Ohio  Brass  Co. 
(*ntems,  Classlfleatloa 

Hlchole-Lintem  Co. 
Ushtning   Protection 

Anderson  Mljr.  Co..  A.  ft 
J.  M. 

Bectric  Service  Sup.  0* 

Oeneral  Electric  Co 

Ohio  Braes  Co 

Shaw,  Henry  M. 

Westlnghouse  K.  *  M.  Oo 
Une   Material     (See  also 

Brackets,  Insulators,  Wlrta^ 

Anderson  Mfg.  Co.,  A.  ft 

J.  M. 
Archbold-Brady  Oo 
Oolnmbia  M.  W.  ft  M   I  Oa 

Dossort  &  Co.  '    ■ 

Hleotric  Service  Sup  Oo 
Blectric  Ry.  Bqulp.  Oo.  ' 
General  Electric  C!o 

Ohio  Brass  Co. 

Western  Electric  C!o 

Weetlnghouse  B.  ft  M.  Oo. 
I«kln(!  Spring  Boxes 

Wharton,  Jr..  ft  Co..  Wm 
i^romotivFs.    Eleetrlr 

Baldwin   Lo.'omotive  Works 

General   Electric  Co. 

Weatlnghouee  B.  ft  M    Oi 
LnhrlcatlnK  Engineers 

Galpna    Signal    Oil    (ij 

Dniyersal    Lubricating   Oo 
Labrlnints.  Oils  and  Greassa 

Galpna    Sienal    Oil    Co 

Universal  Lubricating  bo. 
Machine  Tools 

Columbia  M.  W.  ft  M.  I.  Ce. 
Marh'nr    Work 

Columbia  M.  W.  4  M.  I.  Oo 
'•vIS'""'*'  *»«1   (Hastings 

Wharton.  Jr..  4  Co..  Wm. 
Hanranese  Steel  Onard  Ralls 

namapo  Aiax  Corp. 
Manganese    Steel    Special 
Track   Work 

Indianapolis  Switch  ft  rrog 

Bamapo  Alax  Corp 
Wharton.  Jr..  ft  Co..  Wm 
2 '*"■*„<''''''    '"wHTiments) 

(nvr  lln«es.  Motor) 
Motor  Leads 
Dossert  ft  (3o. 

Brill  Co.,  The  J.  G. 

Electric  Service  Sup.   Co. 

Wood  Co..  Chas.  N 
Motors     Electric 

Allis  Chalmers  Mfg.  Co 

"estlnrhouse  E.  ft  jtr    <3o 
Hotors   and   Generators.   Sets 

General  Electric  Co 
Nails 

Cambria  Steel  Co. 

Midvale  Steel  ft  Onl.  (Jo. 
Nats  and  nolts 

Allis-(3ialmen  Mfg.  C» 

Barbour-Stockwell  Oo. 

Bemls  Car  Truck  (3o. 

Colombia  M.  W.  ft  M  I  Oa 

Hubbard  ft  Co 
2II«    (See  LobrleaaU) 
Packing 

Elertrlc  Service  Snp.  (^ 

JViwor   Specialty   Co. 

Westlnghouse  B.  ft  M.  Co 
Paints  and  Tarnlshf*   ( 
Tatlve) 

A<*Iey  Brake  ft  Sopplj 

Beckwlth-Chandler  (3o. 


faints  and   \'arnislies  for 
Woodwork 

Beckwith  Chandler  Co. 

National   Hy.   Appliance   0> 
Pavement   Breakers 

IngersoU-Rand  Co. 
Paving  Guards,  Steel 

vjodwin  Co..  Inc.,  W.  S. 
Paving  .Material 

Amer.  Br.  Shoe  ft  Fdry.  Co 
Pickups,    Trolley    Wir» 

Electric  Service  Sup.  Co. 

Ohio  Brass  Co. 
Pijiion   Pullers 

Columbia  M.  W.  ft  M.  I.  C!o 

Electric  Service  Sup.  Co. 

(Jeneral  Electric  Co. 

Wood  Co..  Chas.  N. 
Pinions   (See  Gears) 
Pins,    Case    Hardened,    Wood 
and  Iron 

Bemis  Car  Truck  tX). 

Electric  Service  Sup.  Co. 

Ohio  Brass  Co. 

Westlnghouse  Tr.  Br.  (3o. 
Pipe  Fittings 

Power  Specialty  C!o. 

Standard  Steel  Works  Co. 

Westlnghouse  Tr.  Br.  Co. 
Planers   (See  Machine  Tools) 
Plates  for  Tee  RaU  Switches 

Ramapo  Ajax  Corp. 
Pliers — Rubber   Insulated 

Electric   Service   Sup.   C3o. 

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. 
"Western  Electric  Co. 
Poles,  Trolley 
Anderson  Mfg.  Co.,  A.  ft 

Columbia  M.  W.  ft  M.  I.  Co. 

Electric  Service  Snp.  Co. 

Nuttall  Co..  R.  D. 
Poles,  Tubular  Steel 

Electric  Ry.  Equip.  Cto. 

Electric  Service  Sup.  Co. 
Poles  and  Ties,  Treated 

Bell  Lumber  C!o. 

International  Creosoting  and 
Construction  (^. 

Page  &  Hill  Co. 
Poles.  Ties,  Post,  PUlng  and 
Lumber 
Baker  Wood  Preserving  Co. 

Bell  Lumber  Co. 

International  Creosoting  and 
Construction  Co. 

Le  Grand,  Inc..  Nlc 

Nashville  Tie  Co. 

Page  &  Hill  Co. 
Porcelain,  Special  High 
Voltage 

Lapp  Insulator  Co. 
Pot  heads 

Okonite  Co. 
Power   Saving   Devices 

National   Ry.  Appliance  Co. 
Pressure  Regulators 

General  Electric  (jo 

Ohio    Braes   Co. 

Westlnghouse  E.  4  M.  Co 
Production   Engineellng 

Sherman   Service.  Inc. 
Pumps 

Allis-Chalmers  Mfg.  Co. 

Ingersoll-Rand  Co. 
Pumps,  Vacuum 

IngersoU-Rand  Co. 
Punches.  Ticket 

Bonney-Vehslage   Tool   Co. 

International  Reg.  Co.    Hie 

Wood  Co..  Chas.  N. 
Rails 

Cambria  Steel  Co. 

Midvale  Steel   &  Ord.  Co 
Rail    Braces    &    Fastenings 

Ramapo  AJax  Corp. 
Rail  Grinders    (See  Grinders) 
Rail    Joints 

Carneeie  Steel   Co. 
Rail  Joints,   Welded 

Indianapolis  Switch  ft  Frog 

Rails,    Steel 

Carnegie  Steel   Co. 
Railway  Paving  Guards.  Steel 

f.odwin  Co.,  Inc..  W.  S 
Railway   Safety    Switches 

Consolidated  Car  Heating  Co. 

Westlnghouse  E.  4  M.  Co 
Rail  Welding 

Rail  Welding  ft  Bonding  Co. 

Railway    Track-work    Co 
Rattan 

Amer.  Rat.  4  Reed  Mfg.  Co. 

Brill  Co..  The  J.  G. 

Electric  Service  Sup.  Co 

Halp  &  Kilhiirn 

St.  Louis  Car  Co. 
Registers  and  Fittings 

Brill  Co..  The  J.  G 

Electric  Service  Pup.  Co 

International    Reg.  Co  ,  The 

R«okp    Automatic  Her.    (Jo 
Reinforcement.   Coner^e 

American  Steel   ft  Wire  Co 

f^arnegie  Steel  Co. 
Repair  Shop  Applianees  (See 
also    (V>l|     Banding    and 

^"Indlnr   Machine.) 

Columbia  M    W   ft  M   I   Co 
-  ■-•      "-"^c*  Snn    Oa 

Beiwlr  Work  (See  also  CoUs) 

ColnmNa  M    W.  ft  M    I   Co 


(Jeneral  Electric  Co 
WeetiQghouse  B.  4  M.  Co. 
Beplacers,  Car 
Columbia  M.  W    4  M.  i.  tju. 
Electric   Service   Sup.   Co 
HeHi»>Uilice,   (iriu 

Columbia  M.    W.  4  M,  1.  Co. 
Re»,istance,  Wire  and  Tube 
General  Electric  Co. 
Westlnghouse  E.  4  M.  Co. 
Resistances 

Consolidated  Car-Heating  Co. 
Retrievers,        Trolley         (See 
Catchers     and     Retrievers. 
Trolley) 
Rheostats 
(Jeneral  Electric  Co. 
Westlnghouse  E.  4  M.  Co. 
Rolled  Steel   Wheels 
Cambria  Steel  Co. 
Midvale  Steel  4  Ord.  Co. 
Roller   Bearings 
Stafford  Roller  Bearing  Car 
Truck  Corp. 
Banders,  Track 
Brill  Co..  The  J.  G. 
Coltuubia  M.  W.  4  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  &  Kilbum 
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.  Louis  Car  Co. 
Seats,  Car   (See  also  Rattan) 
Amer.  Rattan  ft  Reed  Mfg. 

Co. 
Brill  Co..  The  J.  G. 
Hale  4  Kilbum 
Heywood-Wakefleld    Co. 
St.  Louis  Car  Co. 
Second    Hand    Eqiilpment 
Electric  Equipment  Co. 
Shades,    Vestlbole 

Brill  Co..  The  J.  G. 
Shovels 
Allis-Chalmers  Mfg.  Co. 
Brill  Co..  The  J.  O. 
Hubbard  4  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..  Cniae.  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  (Gutters 
Anderson  Mfg.  Co..  A.  4 

Columbia  M.  W.  4  M.  I.  Co 

Electric  Ry.  Equip.  Co. 

Electric  Service  Sup.   Co 

More-Jones  Br.  4  Metal  Co. 

Nuttall  Co..  R.  D. 
Smokestacks,  Car 

Nichols-Lintern  Co. 
Snow-Plows,     Sweepers     and 
Brooms 

Amer.  Rat.  4  Reed  Mfg.  Co 

Brill  Co..  The  J.  6. 

Columbia  M.  W.  4  M.  I.  Co 

Conanlldated  Car  Pender  Co. 
Special  Adhesive  Papers 

Irvington    Varnish    4    Ins 
Co. 
Snecial    Track-work 

Lorain  Steel  Co. 
Spikes 

Amer.   Steel  4  Wire  Co 
Snliclng  Compounds 

WpBtinghouse  E.  4  M    Co 
Splicing  Sleeves    (See  Clamps 

and    Connectors) 
Springs,  Car  and  Truck 

Amer.  Steel  ft  Wire  (Jo. 

Bemis  Car  Truck  Co. 

Brill  (Jo..  The  J.  G. 

St.  Louis  Car  Co. 

Standard   Steel   Works  Co 
Snrinklers,    Track    and    Road 

Brill  Co..  The  J.  Q. 
Steel  Castings 

WTiarton.  Jr..  ft  Co..  Wm. 
Steels  and  Steel  Products 

Cambria  Steel  (Jo. 

Morton  Mfg.  Co. 

Midvale   Steel   4  Ord.  Co. 
Steel  Freight  (Jars 

Cambria  Steel  (Jo. 

Midvale  Steel  4  Ord.  Co 
Steps.  Car 

Morton  Mfg.  Co. 
Stokers.  Merhnnlcal 

Bnbcock   4  Wllcfii  (Jo 

Wootinrbr'na,.  E    *  M    (Jo 
Storage    Batteries     (8re    Bat- 

Strain  Insnlatori 

Ohio      Brqae     C.Q 


oirand 

Roebling's  Sons  Oo..  J.  A. 
Structural  l^teel 
Cambria  Steel  Co. 
.MiUvaif   Steel    4   Ord.   Co. 
Superheuteri, 
Babcock   4   Wilcox   uo. 
Power  Specialty  (Jo. 
Sweepers,    Unovt     (See    Snow 
Plows.    Sweepers   and 
Brooms) 
Switch  IStandg 
Indianapolis  Switch  4  Fion 
Co. 
Switch   Stands   and    Fixtu^e^ 

Ramapo  AjaA  Corp 
Switches,    Selector 

Nichols-Lintern  Co. 
Switches,   Track    (See  Track. 

Special  Work) 
Suitchee  and  Switchboards 
Allis-Chalmers  Mfg.   Co. 
Anderson  Mfg.  Co..  A.  ft 

J.  M. 
Electric  Service  Sup.  Co. 
General  Electric  Co. 
Weetnghouse  E.  ft  M.  Co 
Switches,   Tee  Ball 

Ramapo  Ajax  Corp. 
Tampers,  Tie 
Ingersoll-Rand  Co. 
Railway  Track-Work  Co 
Tapes    and    Cloths     (See    In- 
sulating  Cloth.    Paper   and 
Tape) 
Tee  Bail  Special  Track  Work 

Ramapo  Ajax  Corp. 
Telephones   and  Parts 
Electric  Service  Sup.  Co. 
Western  Electric  Co. 
Terminals,  Cable 
Standard  Underground  Cable 
Co. 
Testing  Instruments    (See  In- 
struments, Electrical  Meas 
urlng.   Testing,   etc.) 
Thermostats 
(Jon.  Car  Heating  (Jo. 
Gold  Car  Heating  ft  Light 

ing  (Jo. 
Railway  UtiUty  (Jo. 
Smith  Heater  Co.,  Peter 
Ticket  Choppers  and  Destroy- 
ers 
Electric  Service  Sup.  Co. 
Tie  Plates 
Cambria  Steel  Co. 
Midvale   Steel   4  Ord.  Co 
Ties  and  Tie  Rods,  Steel 
Barbour-Stockwell  Co. 
Carnegie  Steel   (Jo. 
International  Steel  Tie  Co 
Ties.  Alpchanical 

Dayton  Mechanical  Tie  Co. 
Ties,   Wood  Cross    (See  Poles, 

Ties,  etc) 
Tongue  Switches 

Wharton.  Jr.  &  Co..  Wm. 
Tool   Steel 
Cambria  Steel  Co. 
Carnegie  Steel  O*. 
Midvale  Steel  4  Ord.  Co. 
Tools,  Track  and  Miscellane- 
ous 
Amer.  Steel  &  Wire  Co. 
Columbia  M.  W.  ft  M.  I.  Co. 
Electric  Service  Sup.  Co. 
Hubbard  &  Co. 
Railway  Track-work  Co. 
Towers  and  Transmission 
Structures 
Bates  Exp.  Steel  Truss  Co. 
Westlnghouse  E.  4  M.  Co. 
Track    Expansion  Joints 

Wharton.  Jr..  4  Co..  Wm. 
Track    Grinders 

Railway  Track-work  Co. 
Trackless  Trollicars 
St.  Louis  Car  Co. 
Track,  Special  Work 
Barbour-Stockwell  Co. 
Indianapolis  Switch  4  Prog 

Co. 
New  York  Switch  ft  (Jross- 

ing  Co. 
St.  Louis  Frog  ft  Switch  Co. 
Wharton,  Jr..  4  Co..  Wm. 
Inc. 
Transformers 
Allis-Chalmers  Mfg.  Co 
(Seneral  Electric  Co. 
Wrslprn    Elpotrie  Co. 
Westlnghouse  E.   4  M     (Jo 
Treads.  Safety,  Stair  Car  Step 

Morton   Mfg.  Co. 
Trolley  Bases 
Anderson  Mfg.  Co..  A.  4. 

J.   M. 
Electric  Service  Sup.   Co. 
General  Electric  Co. 
Nuttall  Co..  R.  D. 
Ohio  Brass  Co. 
Trolley  Bases.   Retrieving 
Aekley   Brake   4   SuPDiv 
Corp. 

Anderson  Mfg.  Co..  A.4.J.M' 
Electric  Service  Sup.  Co 
General  Electric  Co. 
Ohio    Brass    Co. 
Trolley  Buses 
Brill  Co..  The  J.  G. 
General  Electric  Co. 
Westlnghouse  E.  4  M.  Co 
IJolley    Materials,    Overhead 
More-Jones    Brass    4    Metal 

Co. 
Ohio   Brass   Co. 
Trolley   and   Trolley  Systems 

Pord-Chain    Block   Co. 
Trolley  Wheels  and  Han» 
More-Jones    Brass    ft    Metal 
Co 


March  31,  1923 

Thornton  Trolley  Wheel  Co 
Trolley  Wheels.   (Bee  WheM.. 
Trolley   Wheel  BasUnss) 
Kore-Jooes    Brass    ft    Jieial 
Co. 
XroUey    Wire 
Amer.  Electrical  Work* 
Amer.  ateei  ft  Wire  (Jo. 
Anaeonda    Copper  Min.   Co. 
Boebling's  Sons  Co..  j.  a 
Rome   Wire  Co. 
Western    Electric  Co. 
Trucks,  Automobile 

White  Co..  The 
Trucks,   Car 
Baldwin   Locomotive  Works 
Bemis  Car  Truck  CD. 
BriU  Co.,  The  J.  S. 
St.  Louis  Car  Co. 
TuhinLS,    Vellow  and  Black 

Flexible    Varnishes 
Irvington  Varnish  ft  Ins.  \^ 
Turbines,  Steam 
AlUs-Cbalmers  Mtg.  Co. 
General  Electric  Co. 
Westlnghouse  B.  ft  M.  Oo 
Turbines.   Vtater 

AlUs-(Jhalmers  Mfg.  Ua. 
Turntables 
Indianapolis  Switch  ft  rru. 
Co. 
Turnstiles 
Electric  Servioe  Snp.  0>. 
Ohio  Brass  (Jo. 
Perey  Mfg.  Co. 
Upholstery  Material 
Amer.  Rattan  ft  Beed  Mti 
(Jo. 
Valves 

Westinghonwt  Tr.  Br.  Oo. 
Vacuum  Imnrepistton 

Allis-Cbahners  Mfg.  Oo. 
Varnished  Papers 
Ii^ngton  Vamisli  ft  Ina.  (Jo 
Varnished  Silks 
Irvington  Vanilsh  ft  Ina.  (Jo 
Ventilators,  Car 
Brill  Co.,  The  J.  O. 
National   Ry.  AppUanca  0» 
Nichols-Lintern  Oo. 
Railway  Utility  Oo. 
Welders.    Portable   Eleetrls 
Electric  Railway  Improve- 
ment Co. 
Indianapolis  Swltdh  ft  Tnt 

Co. 
Ohio  Brass  (Jo. 
Railway  Track-work  (Jo. 
Rail  Welding  ft  Bonding  Oe 
Welding    Processes    anil    Av- 
pcwatns 
Electric  Railway  Improve- 
ment Co. 
Oeneral  Electric  Co. 
Indianapolis  Switch  ft  Froi 

G>. 
Ohio  Brass  (Jo. 
Railway  Tra<^-work  Oo. 
Rail  Welding  4  Bonding  (V> 
Westlnghouse  B.  ft  M.  (V> 
Welders,   Rail  Join* 
Indianapolis  Switch  ft  Fros 

Co. 
Ohio  Brass  Co. 
Railway  Tradt-work  Oo. 
Rail  Welding  ft  Bonding  (Jo 
Welders,    Steel 
Indianapolis  Switch  ft  Fros 
Co. 
Welding  Steel 

Railway   Track-Work    Co. 
Wheel    Guards    (See   Fecukr> 

and  Wheel  Guards) 
Wheel   Presses    (See   Haehlnr 

Tools) 
Wheels,  Car,  Cast  Inn 
BcroiR  Car  Truck  Oo. 
Wheels.  Car,  Steel  and  Stew 
Tire 
Bemis  Car  Truck  (Jo. 
Carnegie    Steel    Co. 
Standard    Steel   Works  Co. 
Wheels,  Trolley 
Anderson  Mfg.  (Jo.,   A."  ft 

J.    M. 
Columbia  M.  W.  ft  M.  I.  (Jo 
Copper  Products  Forging  Oo 
Electric  Ry.  Equip.  (Jo. 
Electric  Service  Sup.  Co. 
(Seneral  Electric  Co. 
Gilbert   4   Sons.    B.   P.    A. 
More-Jones  B.  ft  M.  Co 
Nuttall  Co..  R.  D. 
Star  Brass  Works 
Whistles.   Air 
(5«neral  Electric  (Jo. 
Ohio    Bra.ss   Co. 
Westlnghouse  Tr.  Br.  <3o. 
Wire 
Cambria  Steel  Co. 
MidvnlP   Steel  ft  Ord.   (Jo. 
Wire  Rope 
Amer.  Steel  4  Wire  Co. 
Roebling's  Sons  Co..  J.  A 
Wires  and  Cables 
Amer.  Elec'l  Works 
Amer.  Steel  4  Wire  (Jo. 
•"-i-nnrti    Conner   Min.    Co 
General  Blectric  Co 
Indianapolis  Switch  *  Frot 

(Jo. 
Okonite  Co. 

RoebUng'e  Sons  (Jo..  J.  A. 
Rome  Wire  Co. 
Standard  Underground  (Jabl* 
(Jo. 

Western  Electric  Co. 
Westlnghouse  E    &  M.  Oo. 
AVood  Preservntivps 

Raker  Wnntl  Preserving  (Jo. 
WooAworklBg  Msehlnes 


March  31,  1923 


Electric    Railway    Journal 


41 


uimiiiiiiiiriiiiiiiiiimiimiiiiiiiiiiiiiiiiiiiirMiiMitinimiiiiiiiiMiiMiiiiiiiMiiiiii mimiiiiiiiiiiiiimiiiimiiiiiiiMiiifiiiiinmiitmiir      uniiiiiimuiiiiMMiimtriiiiiinii uiiniriiiiiiimiiiiiimiitiimiiiiiiimmiiii 


s  _ 

I  Brake  Shoes 

I    A.E.R.A.  Standards    [ 

I  Diamond  "S"  Steel  Back  is  the  Best  Type  |   | 


Standard 
Patterns 

for 


Car  Seat  and 

Snow  Sweeper  Rattan 


SAFETY 
CAR 


D-67  for  Narrow  Treads 
D-87  for  Wide  Treads 


American  Brake  Shoe  and  Foundry  Co.     |   | 
30  Church  Street,  New  York  |    I 

332  So.  Michigan  Ave.,  Chicago        Chattanooga,  Tenn.    |     | 


For  60  years  we  have  been  the  largest  im- 
porters of  rattan  from  the  Far  East.  It 
is  therefore  to  be  expected  that  when  Rat- 
tan 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: 

Heywood- Wakefield  Co.  Heywood- Wakefield  Co. 

516  West  34th  St.,  New  York  1415  Mlchlran  Are.,  Chlcaco 

E.  F.  Boyle,  Monadnock  Bid?..  San  FranciBCO.  Cal. 

F.  N,  Grifg,  630  Louisiana  Ave.,  Waahlnfton,  D.  C. 

Railway  and  Power  EnyineerinB  Corp..  Toronto  and  Montreal 

G.  F.  Cotter  Supply  Co.,  Houston,  Texas 


OmiiiiiililiiiiiiiiiiiiMiiniiiiiHiiiiiiriiiiiiiriiii>iiitiiiiiiiiiiiniiiiiiiiiiniiiiiiiii'Mii>>iiiiiiiiiii!iiiiiiiiiiiiiiiriiiriiiiiiiiiiiiiiiiiiiniiuriic 
niiHiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimimiiiHiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiKiiiiiiiiiiimiiiiiiiiiimimiiiic 

Lorain  Special  Trackwork    | 
Girder  Rails 

Electrically  Welded  Joints  | 


'iliiiiiltllllllliillltllllilllllllllllllllilllllllllllllliiiiliiiniiiMiiiiiiniiitilllllllliiiiiiiitriiiiiiiiniitiiitiiiniiiniilliiiiiiimiiiiuiiiiuiiiiiii 
amiuiiiiiiiiiiiiuuiiirniin iiiiiiiiiiiimuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii i iiuiiitiiiiiiiiiiiiiiiiitiniiiimiiiiuiiit. 

1  "THEY'RE   FORGED— NOT   CAST 

I  THAT'S  WHY  THEY  LAST' 


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THE  LORAIN  STEEL  COMPANY  | 

Johnstown,  Pa.  | 

Salts  Offices:  | 

Atlanta  Chicago  Cleveland  New  York    I 

Philadelphia  Pittsburgh  | 

Pacific  Coast  Representative :  = 

United  States  Steel  Products  Companjr 
Los  Angeles  Portland  San  Francisco 

Export  Representative: 
United  States  Steel  Products  Company,  New  York,  N.  Y. 


(iVo  Alloy) 

TROLLEY  WHEELS 

Performance  first — the  mileage  takes  care  of  itself — 
no  need  to  grind  oiiE  the  wire 

I     I  Send  for  Particulars 

seatti.  I    I     THE  COPPER  PRODUCTS  FORGING  CO. 


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GOLD  CAR  HEATING  & 
LIGHTING  CO.      . 

NEW  YORK  CITY 


I  Kxmiiimuw^      Car  Heating  and  Ventilation 


I  1412  East  47th  Street,  CLEVELAND 

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umimiiiiiiiimiiiniinMiiiiiiiiiinHiiMiiiiiinMniHiiiiiiiMiiunirHinninMnnnMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii^       uiiimiintMnMinuiiiiiniiiiiiMniiiniiiiiiiiiiiiiiiMiiMniiiiiiniiMiiiiiiiriiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiitiHtiiiiiiiiiiiiMiiiiiiiiin 
I  KLBOnUG  HSATKB  B«0lniK>m  Address  All     I 

Conununi-       = 

cations  to       | 

BUSH  I 

TERMINAL    I 

(220  36th  St.)  I 

Brooklyn.      = 

N.  Y.  I 

Literatarm  on  | 

_  Reaa«cf        = 

THKBMoeiTAT  ooiffTBOL  wvmmmim 

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giiiiiiiiiiiiiiiiitrniiiiiniiiiiiiiiMiiiiiiiiiiniiiKiiininMiiiiiiniiitiiiiiiiiriiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiii*'.        „„„„ 

RAIUWAy  IKIUm/  POMRANV  |    |   ^  single  Segment  or  a  Complete  Commutator   | 


PATENTED 


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ami 


is  one  of  the  winter  problems  that  you  must 
settle  without  delay.  We  can  show  you  how 
to  take  care  of  both,  with  one  equipment. 
Now  is  the  time  to  pet  your  cars  readv  for 
next  winter.     Write  for  details. 

The  Peter  Smith  Heater  Company 

1725   Ml.   Elliott  Ave.,  Detroit,  Mich. 


^iitriiiiiiiiiiiiiiininiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiniiiiiiiiiuiiiiiiiniiiiiiniiiiiiiiiriimiiiriiiiiiiniimiimriiiiuiiiiiiiniE 
mniraniniimiiiiiiilllli minillimimiililillillimi iiimiiiiiliulilinr mllliuil iiiiiiiiiuii iniiiiillliniiii 


I 


Sole  Manufacturers 

"HONEYCOMB"  AND  "ROCND  *ET"  VENTILATOBS 

for  Monitor  and  Arch  Boof  Care,  and  all  classes  of  boildinrs: 

■Uo  ELBCTKIC  TBERMOMETEB  CONTBOL 

of  Car  Temperatures. 

141-lSl  West  aaa  St.  write  tor  1338  Broadway 

Chlcaco,  m.  Catalogue  New  York.  N.  Y. 


iiiiiiiitiiiMiiitiimiiiiiiiHiiiiiiiiiiiiiiiiiiiiiMiiiHiiMiimimiiiHiiiimiiiiB 


is  turned  out  with  equal  care  in  our  shops.     The  orders  w«  fill 

-        differ  only  in  magnitude;  amail  orders  command  our  utmoM  cm  £ 

=         and  sltill  just  as  do  larje  orders.     CAMHBON  quality  appUa*  to  | 

I         erery  coil  or  segment  that  we  can  make,  as  well  a*  to  STerr  com-  c 

i         mtitator  we  build.    That's  why  so  many  electric  railway  ■••  lely  g 

i         absolutely  on  our  name.  S 

I         Cameron  Electrical  Mfg.  Co.,  Anaonia,  Connecticat  | 

aiiMiiiiiiiiiiiiuiiiuiiiiiiiuiiiiiiiimiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiimiiiuiimimiimiiiiiMiiiiiiuiiiiiiiiiiiiiiuiiiiiiiiM^ 


42 


Electric    Railway    Journal 


March  31,  1923 


Ackley  Brake  &  Supply  Corp ...  39 

Ajax  Metal  Co 36 

Alli»-Chalmer8  Mfg.  Co 34 

Allison  &  Co.,  J.  E 20 

Amer.  Brake  Shoe  &  Fdy.  Co.  .  41 

American  Car  Co 43 

American  Electrical  Works 32 

American    Rattan    &   Heed   Mfer. 

Co 36 

American  Steel  &  Wire  Co 33 

Anaconda  Copper  Mining  Co.  .  .  31 

Anderson  iltg.  Co.,  A.   &  J.  M,  31 

Ar<*bold-Brady   Co 32 

Arnold  Co.,  The 20 

Babcock  &  Wilcox  Co 35 

Baker  Wood  Preserving  Co 31 

Baldwin   Locomotive  Works, ,  , ,   30 

Barbour-Stockwell  Co 32 

Bates  Expanded  Steel  Truss  Co.   27 

Beckwith-Chandler  Co 36 

Heeler.  John  A 20 

Bell  Lumber  Co 42 

Bemis  Car  Truck  Co 42 

Bibbins.   J.  Rowland 20 

Bonney-Vehslage   ool  Co 34 

Brill  Co.,  J.  G 43 

Buckeye  Jack  Mfg.  Co 34 

Cambria  Steel  Co 36 

Cameron  Electric  Mfg.  Co 41 

Carnegie  Steel  Co 33 

Chillingworth  Mfg.  Co 33 

Cleveland  Fare  Box  Co 34 

Collier.  Inc..  Barron  Co 14 

Columbia  M.  W.  &  M.  I.  Co 27 

Consolidated  Car  Fender  Co.  .  .  .  42 

Consolidateti  Car  Heating  Co ...  ,  42 

Copper  Products  Forging  Co.  .  . .  41 


Pace 
Day  &  Zimmerman  Co.,  Inc. ,  , ,  20 
Dayton  Mechanical  Tie  Co .  , ,  ,  22-23 

Differential  Steel  Car  Co 39 

Dossert  4  Co 31 

Electric  Equipment  Co 37 

Electric  Railway  Equipment  Co.    32 
Electric     Railway     Improvement 

Co 33 

Electric  Service  Supplies  Co., 

Front  Cover 

Ford.  Bacon  &  Davis 20 

Ford  Chain  Block  Co 34 

"For  Sale"   Ads 37 

Galena-Signal  Oil  Co 17 

General   Electric  Co 18.  B.  C. 

Gilbert  &  Sons,  B.  F.  Co 39 

Godwin  Co.,  W.  S 33 

Gold  Car  Heating  &  Ltg,  Co ,  , ,  .   41 

Hale  &  Kllburn 28 

"Help    Wanted"    Ads 37 

Hemphill  &.  Wells 20 

Heywood- Wakefield  Co 41 

Hoist  Englehardt.  W 20 

Hubbard  &  Co 33 

Indianapolis  Switch  &  Frog  Co.   35 

Ingersoll-Band  Co 30 

International    Creosoting   ft  Con- 
struction  Oo 10 

International  Register  Co..   The.    35 

International  Steel  Tie  Co 9 

Irvington    Varnish    &    Insulator 
Co 32 

J 

Jackson.  Walter 20 

Jeandron.   W.    J 36 

Johnson  Fare  Box  Co 36 


Pa^e 

Kuhlman  Car  Co 43 

Ifepp.  Insulator  Co.,  Inc 33 

Le  Carbone  Co 36 

Le  Grand,  Inc.,  Inc 35 

Lorain  Steel  Co 41 

McGraw-Hill  Book  Co 29 

Marsh  &  McLennan 8 

Midvale  Steel  &  Ordnance  Co . .  ,  36 

More-Jones  Brass  &  Metal  Co,  ,  21 

Morton  Mfg.  Oo 42 

Nachod  Signal  Co..  Inc 31 

Nashville  Tie   Co 33 

National  Brake  Co 19 

National  Pneumatic  Co..  Inc. . ,  ,  11 

National  Railway  Appliance  Co,  35 

National   Vulcanized  Fibre  Co.  ,  33 

New  York  Switch  &  Crossing  Co.  33 

Nichols-Lintem   Co 36 

Nuttall  Co.,  R.  D 29 

Ohio  Brass  Co 7 

Okonjte  Co 32 

Ong.  Joe  B 20 

Page  *  HUl  Co 12 

Parsons,  Klapp,    Brinckcrholf    & 

Douglas     20 

Percy  Mfg.  Co.,  Inc 42 

Positions   Wanted   and  Vacant, .  37 

Power  Specialty  Co 35 

Railway  Track-work  Co 13 

Railway  Utility  Co 41 

Raraapo  Ajax  Corp 33 

Richey,    Albert    S 20 

Robinson  Co..  Dwight  P 20 


Pag-e 
Roebling's  Sons  Co.,  John  A , . ,  ,    31 

Rome  Wire  Co 32 

Rooke  Automatic  Register  Co  ■  ,   36 

Safety  Car  Devices  Co 6 

St.  Louis  Car  Co 28 

Samson  Cordage  Works 32 

Sanderson  &  Porter 20 

Searchlight  Section   37 

Shaw,  Henry  M 31 

Silver  Lake  Co 34 

Smith  Heater  Co..  Peter 41 

Stafford      Boiler      Bearing      Car 

Truck  Corpn   39 

Standard  Steel   Works  Co 16 

Standard  Underground  Cable  Co,  31 

Star  Brass  Works 39 

Stevens  &  Wood.  Inc 42 

Stone  &  Webster    20 

Stuck!  &  Co..  A 42 

Thornton  Trolley  Whed  Co.,.,  39 
Tool  Steel  Gear  &  Pinicm  Co ,  , ,  ,  34 
Transit    Equipment   Co 37 

U,  S.  Electric  Signal  Co 31 

Universal  Lubricating  Co 34 

"Want"  Ads 37 

Wason   Mfg.   Co 43 

Western  Electric  Co 15 

Westinghouse  Elec.  tc  Mfg.  Co.. 2,  4 
Westinghouse  Traction  Brake  Co.     5 

Wharton.  Jr.  &  Co.,  Wm 32 

White  Co.,  The 24 

White    Engineering    Corp.,    The 

J.  G 20 

Wish  Service.  The  P,  Bdw 42 

Wood  Co.,  Chas.  N 31 


'nmiiiiiniiiiuiiiiiiiinininmiiiiniiiiiiiiiiiiiiimiiiiiiiiniiimiiimiiiiiiiiiniiiiiiiiiiiimiiiiniiiiiiniiiiiniiiiiiiniiiniiiiiimiiiiiH' 


STUCKI   i 

SIDE 
BEARINGS 


^    |iiiiiiimiiiiiini(iiHHniiiimiiiiiiiiiiiiiiiiiiiNiiimiiiiiiiiMiiiiiiiimiHiimiiiiimiiMiiiiimiiiiiiiiiiiiiiiiinmiiiimimiitiiiuu 

\  \  Northern     CEDAR    POLES    Western  | 

I   I                                                 We  guarantee  | 

I   I    all  grades  of  poles;  also  any  butt-treating  specifications  f 


A.  stxk:ki  CO.   i 

OUtw  Bide.        i 
Pittsburgh*  Pa.     | 

JMiiiiriiiuiiinniiiitiiiiiiiiiiiiiiiiiHMiinHiHiiiiuiiiiitiiiiiiiiiHiiiiiiiiiHiMifMiiiniiniiinriniiniiiiiiiuiiuiiiuiiiiiiitiiiMiiiiiiiiiinir 
inmitiiiiiiMiiiiHiiiiiiiiiiruiiiiiHMinnniiiiiiiiiiiiiiiiiniiiiininiHiinMiiiiiiriiiiniiniiiiitriitiiiitiiiiiiiiiiiiiiiituiininiiiiiiiiiiiiiiiC: 

"Boyerized"  Products  Reduce  Maintenance      I 


Bemis  Trucks 

Case  Hardened  Brake  Pina 

Case  Hardened  Bushing 

Case  Hardened  Kuts  and  Bolts 


Mangranese  Brake  Heads 
Mang'anese  Transom  Plates 
Manganese  Body  Bushings 
Bronze  Axle  Bearings 
Bemis  Pins    are   absolutely  smooth    and   true   In  diameter.     We 
carry  40  different  sizes  of  case  hardener  pins  in  stock.    Samples 
furnished.    Write  for  full  data. 


^iiiiiiiniMiiMiiiiui)iiiiiiiiiiiiritiitiiiiiiiiitiiiiiiirriiiiiiiiiiiiiiii[niiiiiiiriiiiiiiiiiiiiiiiMiiiiiiiiiiiiiii!ii)iiiiiiiiiiiiiiiiiiiiiiiiiMiiiiuiiiK 


STEVENS  &  WOOD,  iNa 

ENGINEEKS 

Design    and    Construction    of    Steam    and    Hydro- Electric    Power    Stations, 
Transmlaslon  Lines:  Railroad  ElectrlQcation  and  Industrial  Plants. 

Reports  and  Valuations 

ManiigMnent   and  Financing  of  Public  t'tlllty   and   Xnduatrlal  Corporations. 
Mahoning  Bank^Bldg.  120  Broadway 


Youngstown.  Ohio 


New  York 


QflnauuimimiiiiiiHiiiuiiiuuiituiinuMHiiiiiiiiittiiinuiiiHiiiiniiiriiiiiniiiiiiiiiiuiiiiiiiiHiiitMiiuriitiiimiitiiiiiiiiMiiiiiiimiji 


BELL  LUMBER  COMPANY 

i  Minneapolis,   Minn.  | 

'.>'iiiiiiiijiiiii{tiiiiiiiHiiiiiiiiiiijiiiniiiiiijiiiiiiiiiiiiMiiiiiiiiiiiiijiiiiiiiiiiiiiiijiiiijiiiiiiiiiiiiiiiuiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiirriiiiiiB 
uiiiiiiiniiiiiiimiiiniiiiiimiiuiriiiniiiii uiiiiiiiiiiiiimiiiinniijiniiiiiiiiiiiiiiiiiiiiiiiiuiiniiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiH^ 

I   PROVIDENCE        H-B 


FENDERS 


LIFE  GUARDS 


Bemis  Car  Truck  Co.,  Springfield,  Mau.  | 

•^■■"■'"■■i Itnliiiiniiiiriiiiliiiiiiiitilliiiiiiii iiiiitrMinniuilllliililiiliiiiiiiuilllililiiiiiililiuMiiliiilllliililtllllllllliilllluiliiin 


I        The  Consolidated  Car  Fender  Co.,  Providence,  R.  I.        | 

I        Wendell  &  MacDuffie  Co.,  61    Broadway,  New  York        | 

=  General  Sales  Asenks  1 

^iimiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiriiiiiiiiniiiiiiiitiiniMiiiuiiiiiiitriiiriiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiniiiiriiiiiiiiiimiiin 


Gets  Every  Fare  I 

PEREY  TURNSTILES    1 
or  PASSIMETERS         I 

Um  tfiem   In  your  Prepayment  Areas   and        = 
Street  Cars  = 

Percy  Manufacturing  Co.,  Inc.      f 

30  Church  Street,  New  York  City  | 

jiimimniiiiiiiiiiniiiiiiiiiniiiiuiiiiUMitMiiiiniiiuiiiiiiiMiiHiimMiiniiinniiiiiiiniiiiniiiiiiiuiiiuiiiiMiiuiiiiiiitiimiiiiiiniiimiif 

HiimiiuiiiniiniiiiiiiiiiiiiiiiiiiiiiiiitiiiuririiiiiiiuuiiiiiiimiiHiiiiiiiuiiiiiiniiiimiiiiriiiitiiii uHiiiiiiiHiiiiiiiiniiuniiMiiiiiiti 


'.    uiiiiiiHiiiiiiMiiHiiiMiiiiiHHiuiiiiiiiiiiiiiiiMiiiiiiiiiiiiiniiiniiiiiiiMiiiiiiiiiiiittrintiiiiiiiiiiiiiiiMiiiiiiniitMiiiiiniiHiiiiiiiiiiiiuiiiii 
i  55  Nmw  UMers  in  the  Lawt  4  Month» 

KASS  SAFETY  TREADS 

I  present  an  Unusual  Combination 

I  In  that  they  jlve  BETTER  RESULTS  AT  LESS  COST 

I  Manufactured  and  Bold  by 

Morton  Manufacturing  Company,  Chicago 

'iiiiiMiniiiiriMiriiiiiiMriiiiiiiniiiiiiiiiiiHiiniiiniiiiiinnniiuiiiiiMiiiiiiiiifriiriiiiiiiiiiii'iiitiiniiiiriiniiitiiitiiiiiiiniliMiillllliuuiiis 
i:iiuiiiiniiiriiiiniii!utitiiiililltiiililiniiiMitiiiiiiiiiiiiiiiiiMiiiiiitniiiiiii)iiiiiiiiiiit)iMiiiiiiiiiiiMiiiiiniiiiiMiiiiitiiiitiiiiiiiiiiintliiti: 

ELECTRIC  CAR  HEATERS 

THERMOSTATIC  CONTROL" 


ELECTRO-PNEUMATIC 
OOR  OPERATING  DEVICES 

niiiiiiiininiiiiHimiimiiiiiiiiiMuiiiitiiiiiiiiiiiti iiiiiitiiiiiiiniitiMiiiiniiiitiniiiiriiiiiiiuuiiiiitiiiHiiiiiiiuiuniiiuiiKiiiiniic 


THE  P.  EDWARD  WISH  SERVICE 

BO  Church  St.  SfrMf  Kmtwmy  IntpacHon  131  Stata  St. 

NEW  YORK       DETECTIVES        BOSTON 


When  writing  the  advertlaer  for  informatlen 
prices,  a  mention  of  the  Electric  Railwajr 
Journal  would  be  appreciated. 


March  31,  1923 


Electric    Railway    Journal 


A  New  Type  of  Brill  Truck 


Introducing  No.  79-EX  Truck  for  the 
Heavier  Types  of  Short-Length  Cars 


Equipped  with  large  diameter 
wheels  and  arranged  for  hand- 
brakes, this  new  member  of  the 
Brill  truck  family  will  replace 
older  types  of  single  trucks  no 


longer  equal  to  the  service  re- 
quirements. Its  longer  effective 
spring  base  prevents  "galloping" 
and  results  in  a  steadier  and 
more  comfortable  riding  car. 


Ninety  iici-ci'iit  of  tliu  L-arbdily  wi-isiht  is  supported  on  castings  swing-linked 
to  the  ends  ol  Quarter  elliptic  springs  at  the  four  (4)  corners  of  the  Brill 
No.  79-EX  Truck. 


Fully  described  in  Brill  Bulletin  No.  268. 

The  J.  G.  Brill  Company 

Pmii-a.de: L-PMIA.,  Pa. 


American   Car   Co. 

ST.    I-OUIS     MO. 


—        G.C.  KuHLMAN  Car  Co. 

CL.CVd.A.NO.  OHIO. 


—     Wason    Mant'c  Co. 

SPRir>10f^<Ci.0.MASS. 


McGraw-Hill  Company,  Inc. 


April  7,  1923 


Twenty  Cents  Per  Copy 


When  your  bill 

for  LUBRICATION  really  comes  in 


The  time  to  judge  the  cost  of 
lubrication  is  not  when  the  bill  for 
the  oil  is  presented,  but  when  the 
bill  comes  in  for  hot  journals, 
burned-out  armature  bearings,  lost 
gears  and  pinions,  and  repairs  on 
brakes  and  door  engines. 

Idle  cars  collect  no  fares. 


Let  us  show  you  the  proven  econ- 
omy of  using  our  high-grade  car 
oils.  Our  ability  to  deliver  more 
miles  per  gallon  of  oil  is  being 
demonstrated  daily  throughout  the 
world  —  wherever    electric    street 


G^*!S^ 


cars  run. 


Our  nearest  branch  office  will  be 
glad  to  get  in  touch  with  you. 


Domestic  Branches: 

New  York — {Main  Office)    Boston  Chicago  Philadelphia  Pittsburgh 

Buffalo  Rochester       Albany  Detroit  Indianapolis 

Milwaukee  Minneapolis  Des  Moines  Dallas  Kansas  City,  Kan. 

Oklahoma   City 


Lubricating  Oils 

^  grade  for  each  type  of  service 


VACUUM  OIL  COMPANY 


Electric    Railway    Journal 


April  7,  1923 


Treigbt^Haulage  onElectriclRta^^vays 


One  of  the  first  requisites,  when  establishing  a  general 
freight  business,  is  to  create  confidence  in  the  minds  of 
all  shippers  that  your  road  is  properly  equipped  to  assure 
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  Publication  No.  1634,  "The  Electric  Rail- 
way and  Freight  Transportation,"  will  help  you 
analyze  your  freight  haulage  problems. 

Address  either  company; 

The  Baldwin  Locomotive  Works  ' 

Philadelphia,  Pa. 

Westinghouse  Electric  &  Manufacturing  Company 

East  Pittsburgh,  Pa. 


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Vol.  61,  No.  14 


New  York,  April  7, 1923 


Pages  589-630 


HENBY  R.  NOBBIS 
Engineering  Editor 

MORRIS  BUCK 
Associat«  Editor 

C.  W.  SQUIEB 

Associate  Editor 

CARIiW.  STOCKS 
AssoclBte  Editor 

O.  J.  MaoMUBRAY 
News  Editor 

JOHN  A.  MILLER,  Js. 
Gdltorial  Assistant 


Henry  W.  Biake  and  Harry  L.  Brown,  Editors 


N.  A.  BOWERS 
Paclflo  Coast  Editor 
Riallo  Bldg..  San  Francisco 
H.  S.  KNOnXTON 
New  England  Editor 
Tremont  Temple,  Boston 
MERRILL  B.  KNOX 
Editorial  Assistant 
Old  Colony  Bid*.,  Chicago 
PAUL  WOOTON 
Washington  Bepresentatire 
Colorado  Bldg. 

BAROLD  V.  BOZEIX 
Consulting  Editor 


CONTENTS 

Editorials    589 

Northern  Texas  Has  New  Interurban 591 

By  Sam  R.  Fowler. 

Texas  Interurban  Railway's  Dallas-Terrell  line  most  recent  ex- 
ample of  interurban  construction.  Methods,  materials  and  equip- 
ment described.  Automatic  substations  and  light-weight  one-man 
cars  are  features. 

Some  New  Light  on  Electrolysis 596 

By  E.  R.  Shepard. 

Earth  potential  gradients  main  factor  in  determining  electrolysis. 
Many  of  the  assumptions  heretofore  made  in  regard  to  the  flow  of 
currents  in  pipes  are  erroneous.  The  earth  current  meter  has 
yielded  data  of  great  value. 

Central  Station  for  Interurban  Lines  at  Kansas  City. . .  .599 

One-Man  Car  Desirable 601 

At  a  hearing  in  Washington,  statistics  and  other  testimony  show 
the  value  of  one-man  operation  from  safety  and  other  standpoints. 

Better  Methods  for  Taxing  Utilities 603 

Special  committee  of  National  Tax  Association  recommends  gradu- 
ated gross  and  net  earnings  tax  as  most  equitable  method,  and 
favors  abandonment  of  property  taxes  for  utilities. 

St.  Louis  Will  Save  $189,900  in  Power  Bills 605 

The  Personal  Touch  in  Public  Relations 606 

Midi  Electrification  Mal<ing  Rapid  Progress 607 

The  Need  for  Industrial  Standardization 607  ^ 

The  Readers'  Forum 608 

Association  News  and  Discussions 609 

American  Association  News 610 

Maintenance  of  Equipment 612 

News  of  the  Industry 615 

Financial  and  Corporate 618 

Traffic  and  Transportation 622 

Legal  Notes 624 

Personal  Mention    626 

Manufactures  and  the  Markets 629 


McGraw-Hill  Co.,  Inc.,  Tenth  Ave.  at  36th  St,  New  York 

Cable  Addreii:   "Machinist.  N.  Y." 
Publlahers  of 


Jauu  H.  MoOraw,  Prealdent 
Abtbcb  J.  Baldwiw.  Vice-President 
Maloolm  Mdib,  Vioe-Presldent 
S.  J.  MaHBSM,  Vioe-Preildnit 
Mabom  Bbittoh.  Tlc»-Preeldent 
O.  D.  STBBBrr.  vlo*-PT«ildaat' 
jAUn  H.  MoObaw,  JI.,  8e«.  and  Treu 


Engin«9rin0  S«v:*-R«eerd 

American  MaehinUt 

Power 

Okmnieal  and 

WAaBINOTOM:  UilMwiio^  Bnaln<mlns 

COlando  BulldtJW  ^**  ^^' 

Cbioaoo'  iliSSSi        Bneinterinc  mtt  Uittlnt  JMrnal-Prm 

Old  Coionj  Building  JiS^\  '"'-'"**^  Ii>t4rnatiUmal 

Philadblphia:  /^7llk<^  Bm  TrOMporlotMin 

Beat  Bsute  Trust  Building  »?eoS^  ^"^.S?"'!^,  ^TT^ 

Leader-Newt  Building  ^J    tW?  ?'**'t"'.  ^""^f^'*'*' 

St.  Lodu  :  ^S!MH^  ,/eirnal  ot  ElaclrUitv  mi 

Star  BulIdlDg  ^*Sfti**^  Wnttrn  Industry 

Bah  rxAMonoo:  "*•'  iPubtU\»d  <n  Ban  FrvtcUct) 

Rlalto  BulldlDg  Indtutrial  Entrtnetr 

LOKDOK  :  (PullUhtd  in  CMaac) 

i  Bourerla  SCreet,  London,  a  C.  4  Amcitcn  MacMyUt—Byrcrion 

Member  AjtMlated  Business  Papers,  Inc.  Edition 

Member  Au<it  Bureau  of  Clrxulatlims  (PuHUIttd  in  London) 

The  annual  suhicrlption  rate  is  14  in  the  United  States,  Canada,  Mexico,  Alaska, 
Hawaii,  Philipplnei,  Porto  Rico,  Canal  Zone,  Honduras,  Cuba,  Nicaragua.  Peru,  Co- 
lombia, Bollria,  Dominican  Republic,  Panama,  El  Salrador,  Argentina,  Brazil.  Spain, 
Uruguay,  Costa  Rica,  Ecuador,  Guatemala  and  Paraguay,  EUra  foreign  postage  in 
-other  countrlef  ;3  (loUl  IT,  or  39  sUIilngt).  Subserlptionj  may  be  sent  to  the 
New  York  office  or  to  the  London  office.  Single  eopiei,  postage  prepaid,  to  any  part 
of  the  world,    20   cents. 

Change  ef  Addreea — When  change  of  address  Is  trdered  the  new  and  the  old  addroM 
mUBt  be  giresi,  notice  to  be  received  at  least  tea  days  before  the  change  takes  olae*. 
CaPTright.   lt:i,  by  McOraw-HlU  Company,  Inc.  -~>  v 

Published^  waokly.     Entered  as  second-olass  matter,  June  3S,  1918.  at  the  Pott  Ofllo* 
--  "■-    ■-'   -'  •■ — '    •     IIT».      Printed  In  U.   8.   A. 


at  New  York,  under  the  Act  of  Marcb 


Adding  Chapters 
to  the  Bible 

Do  YOU  keep  your  back 
numbers  of  ELECTRIC 
RAILWAY  JOURNAL  in  the  most 
readily  available  form?  This  is  a 
great  convenience  if  you  would  get 
the  most  out  of  them  as  a  reference 
work. 

Glancing  around  railway  offices, 
all  arrangements  may  be  seen  from 
the  complete,  handy,  bound  vol- 
umes to  loose  copies  stacked  about 
the  room.  When  it  is  desired  to 
look  up  data  or  information  on  any 
subject,  it  is  a  rather  formidable 
task  if  one  must  hunt  back  through 
many  individual  issues.  But  this 
work  is  made  very  simple  if  the 
issues  of  each  volume — two  a  year 
— are  bound  in  book  form  with  the 
index  for  the  twenty-six  issues  in 
the  front  of  the  book. 

A  great  many  subscribers  do 
bind  their  JOURNALS,  but  every 
electric  railway  company  would 
find  it  a  great  advantage  to 
maintain  at  least  one  set  of  bound 
volumes  of  the  JOURNAL.  Com- 
pared with  the  very  low  cost  of 
subscription,  the  cost  of  binding 
may  seem  high,  but  even  so  there 
is  no  more  valuable  addition  to  the 
electric  railway  man's  library  than 
a  new  volume  of  the  JOURNAL 
each  July  and  January.  Each 
volume  adds  a  chapter  to  the 
"Bible"  of  the  industry. 


Circulation  of  this  issue,  6,025 


Advertising  Index — Alphabetical,  54;  Classified,  50,  52;  Searchlight  Section,  4«.4<» 


Electric    Railway    Journal 


AprU  7,  1923 


The  lockWasher 
Assures  ATight  Fit 


The  Type  B-1:  Suspension 

is  similar  to  our  well-known  Type  B 
straight  line  suspension  except  that  the 
stud  is  longer  and  is  fitted  with  a  lock 
washer  held  in  a  recess  by  a  thin  copper 
washer.  This  enables  the  ear  to  be 
ahgned  accurately,  without  "backing  it  off 
the  stud,"  thereby  always  assuring  a  tight 
connection  between  the  suspension  and 
the  ear.  The  lock  washer  will  not  be- 
come loose. 


Wettinghoute   Electric  &    Manufacturing    Company 
Eact  Pittsburch,  Pa. 


VESTINCHOUSE^ 
ELECTRIC 


Westinghouse 


AprU  7,  1923 


Electric    Railway    Journal 


Save  Power! 


^     A  Complete 
I     Industrial 
Line  of 


WESTINGHOUSE— NATIONAL 

AIR  COMPRESSORS 

Stationary  and  Portable  Types 

IN  power  stations  and  car  barns,  or  on  track  construc- 
tion jobs,  Westinghouse-National  Air  Compressors 
offer  distinctive  operating  features  which  assure  the 
highest  type  of  service  at  extremely  low  cost. 

You  will  be  interested,  for  example,  in  the  Automatic 
Control,  which  has  reached  the  height  of  its  develop- 
ment as  a  standard  part  of  Westinghouse-National 
Compressors. 

The  Automatic  Control  starts  and  stops  the  motor  as 
the  pressure  generated  by  the  machine  drops  or  rises 
beyond  certain  pre-determined  points;  consequently 
no  power  is  consumed  during  a  considerable  portion  of 
the  time,  although  air  might  be  used  constantly. 

Write  for  further  details.  Literature  mailed  on  request. 

Westinghouse-National  Air  Compressor*  are  fur- 
nished in  all  sizes  from  11  to  550  cu.  ft.  piston  dis- 
placement; stationary  and  portable  types;  A.C.  or 
D.C.  motor. 

Westinghouse  Traction  Brake  Company 

General    Offices    and    Works:      Wilmerding,    Pa. 


Boston. 
Chicasro.  111. 
Columbus,  Ohio 
Denver,  Colo, 
Houston.  Tex. 


OFFICES: 

Los  Angeles 
Mexico  City 
St.  Louis,  Mo, 
St,  Paul,  Minn. 


New  York 

Pittsburgh 

Washington 

Seattle 

San  Francisco 


WestinciiouseTractionBr^kes 


Electric    Railway    Journal  April  7,  1923 

-^  insurance  plus 

Marsh  &yK-I^ennan  Semce 


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,  III. 


Minneapolis 

Denver 

San  Francisco 

Winnipeg 

New  York 

Duluth 

Seattle 

Montreal 

Detroit 

Columbus 

Cleveland 

London 

April  7,  1923 


Electric    Railway    Journal 


Light  for  Safety,  Light  for  Speed 
with  Imperial  Headlight  on  your  interurbans 


Type  DC  Headlight  with  front  door  open. 
Four  types: 

DCS — Surface  Mounting 
DCF— Flush  Mounting 
DCH— Roof  Mounting 
DCP— Portable 


New  Interurban  Incandescent 

Especially  designed  for  interurban  serv- 
ice, Imperial  Type  DC  Incandescent 
Headlight  sends  out  a  powerful  and  far- 
reaching  beam  of  light.  It  takes  a  lamp 
up  to  500  Watts  and  the  shallow  reflec- 
tor concentrates  the  light  into  a  sharp, 
long  range  shaft. 

Lamps  are  adjusted  to  the  focal  point 
of  the  reflector  by  two  screws  on  the 
outside  of  the  case.  Furnished  with 
Crystal  Ray,  Gold  Ray  or  Sterling  Ray 
Reflectors. 


Constant  Light  on 
Fluctuating  Voltage 

If  your  voltage  varies  your  high  speed 
cars  need  Imperial  Luminous  Arc 
Headlights  They  deliver  a  strong, 
safety-bringing  beam  of  light  even  when 
voltage  drops  way  below  normal. 

Imperial  Luminous  Arcs  are  sturdy 
headlights  which  require  minimum 
maintenance. 


Imperial  Type  LAA  Luminous  Arc 


Crouse-Hinds  Imperial  Headlights  are  made  for  every  class  of  service. 
Various  types  of  Luminous  Arc,  Carbon  Arc  and  Incandescents. 


1^^ 


Sold  exclusively  by 


The 


Ohio  fS)  Brass  co 


Mansfield, 


Ohio.  US.  A. 


New  York     Philadelphia     Pittsburgh     Charleston,  W.Va.     Chicago     Los  Angeles      San  Francisco      Paris,  France , 
products:   Trolley  Material.    Rail  Bonds.    Electric  Railway  Car  Equipment.    High  Terision  Porcelain  Insulators.    Third  Rail  lnsulat->ri 


Electric    Railway    Journal 


April  1,  1923 


^ 


SEMAPHORE 


L  I   G    H 


§1  PROCEED 


STOP 


CAUTION 


PROCEED 


fORDOUDLETRACK 

Inter  urban  RaiMays 

Union  automatic 
E>  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. 


Un  the  If.  B.  &  A.  Railroad 


PftOCEEO 


STOP 


CAUTION  r^ 


PROCEED 


as 

i 


■a 

f 


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. 


^nton  ^tDttclb  ^  Signal  Co. 


SWISSVALE,  PA. 


"^^^mj^m^^^^^^^^^mi^^f^^^^Mmim^^m^mk 


f 

I 

M 

afork       ^1 


Trade 

69 


April  7,  1923  Electric    Railway    Journal  9 


High  Class  Construction 

Need  Not  Be  Expensive 

Less  Material  Excavation  and  Labor 
with  Steel  Twin  Ties 

Steel  Twin  Tie  Construction  has  lowered  the  first  and  final  cost  of 
paved  track. 

The  utilization  of  the  concrete  formerly  wasted  between  and  below 
wooden  ties  has  in  every  case  effected  a  large  saving  in  construction 
materials.  And  this  saving  is  at  no  sacrifice  in  quality  because  more 
effective  bearing  is  provided,  both  on  the  concrete,  and  the  subgrade 
than  with  wooden  ties  while  the  steel  cross  members  serve  to  rein- 
force the  foundation  concrete. 

Write  for  the  folder  "Costs,  Methods  and 
Best  Practice  in  Steel  Tie  Construction"  and 
delivered  prices  at  your  material  yard. 

The  International  Steel  Tie  Company 

Cleveland 


ijBiaEiaisiaiaifflaia/BifflM3iM3ifflMMEMMfflaiaMBiaiM5fMM3M3]fflaisi3EJ^^ 


10 


Electric    Railway    Journal 


April  7,  1923 


lowest  cost 


bonding 


ERICO  BRAZED  BONDS 


are  lower  in  purchase  price  than  any  other 
bonds,  of  like  capacity,  on  the  market.  The 
additional  cost  of  the  necessary  supplies  for 
installing  our  Brazed  Bond  in  only  $.05  per 
bond. 


The  labor  cost  of  installing  the  Brazed 
Bond  is  very  low,  our  portable  brazed 
bonding  outfit  requiring  the  services 
of  only  three  men.  10  to  25  bonds  can 
be  installed  per  hour,  depending  on 
conditions. 


We  guarantee  that  when  installed  as 
we  recommend,  the  terminals  of  our 
Brazed  Bonds  cannot  become  detached 
from  the  rail  except  by  actual  mutila- 
tion. Our  guarantee  insures  you  mini- 
mum maintenance  costs. 


ERICO  offers  the  minimum  bonding  cost 
Do  you  get  it? 

The  Electric  Railway  Improvement  Co. 

Cleveland,  Ohio 


AprU  1,  1923 


Electric    Railway    Journal 


11 


Remove  the  gag 

— so  your  "salesmen" 
can  talk — 


Your  cars  are  your  salesmen.  They  must  do 
the  talking  that  sells  all  that  you  have  to  sell 
— car  rides.  Cars  with  indistinct  destination 
and  route  markings  are  no  better  than  dumb 
and  blind  salesmen. 

Give  them  a  chance  to  talk  to  your  customers 
—  actual  and  potential.  Let  them  present 
your  case  with  Keystone-Hunter  Destination 
and  Route  Signs.  Mr.  Colby,  the  super- 
intendent who  specifies  these  signs  for  the 
Detroit  cars  (see  illustration),  hits  the  nail 
on  the  head  when  he  says,  "The  value  of  a 
car  as  a  revenue  getter  is  in  direct  ratio  with 
the  effectiveness  of  its  markings." 

Shall    we    send    you    copies    of    the 
same  data  sheets  we  sent  Mr.  Colby? 


12 


Electric    Railway    Journal 


AprU  7,  1923 


Type  Cl'A 


UNA 

RaU 
Bonds 


Tjrpe  CB,  long  base  bond 


A  Path  of  Copper 
from  Rail  to  Rail 

Even  after  UNA  Rail  Bonds  are  installed  they  are  all  copper  from 
rail  to  rail.  Thus  copper  alone  carries  the  turrent.  This  in  itself 
is  of  great  importance,  as  it  makes  power  savings  a  maximum. 
There  are,  however,  other  important  features  of  UNA  Bonding. 

The  installation  is  not  at  all  difficult.  It  is  not  necessary  to  grind 
the  rails.  The  bond  is  simply  placed  in  a  mold  against  the  rails. 
Then  an  electric  arc  is  drawn.  With  this  source  of  heat  the  bond 
strands  are  melted  together  with  sufficient  UNA  Metal  to  fill  the 
mold.  Just  as  soon  as  the  mold  is  full  the  bond  is  installed — a 
simple  indication  to  the  operator.  By  means  of  the  UNA  Metal 
the  oxides  and  slag  are  removed  from  the  rail,  leaving  clean  steel 
to  which  the  copper  welds.  The  UNA  Metal  also  produces  a  fine 
grain  solid  structure  in  the  finished  bond  head.  Under  many  tests 
the  weld  of  copper  to  steel  has  proved  so  strong  that  25,000  to 
32,000  pounds  are  necessary  to  shear  a  bond  head. from  the  rail — 
and  this  shear  always  takes  place  through  the  bond  head,  leaving 
the  weld  of  copper  to  steel  undisturbed.  These  qualities  are  indica- 
tive of  the  long  life  of  UNA  Bonds. 

UNA  Bonds  are  also  quickly  installed.  With  a  welding  current 
from  either  a  portable  RWB  Dynamotor  or  a  resistance  welder  of 
ample  capacity  it  requires  only  about  30  seconds  to  actually  weld 
a  4/0  bond  head  to  the  rail.  This  makes  the  cost  of  UNA  Bond- 
ing low,  as  a  large  number  of  bonds  can  be  installed  per  day. 

UNA  Rail  Bonds  of  standard  capacities  are  available  in  both  laminated 
and  cable  types.    Let  us  send  you  a  sample  for  your  particular  rail  joint. 

Rail  Welding  &  Bonding  Company 

Cleveland,  Ohio 


Third  rail  bonding 


Type  V\\.    Also  suitable  for   Weber  Joints 


April  7,  1923 


Electric    Railway    Journal 


13 


The  latest  thing 
in  rolling  stock 

More  than  anything  else,  the  double-truck  car, 
adapted  to  either  one-man  or  two-man  operation,  as 
conditions  require,  is  the  outstanding  development 
of  recent  months.  The  practicability  and  the  econ- 
omy of  the  one-man  car  has  been  completely  demon- 
strated by  the  smaller  Birney  car  after  several  years 
of  service. 

Now  it's  one-man  operation  for  the  larger  units. 

Whether  you  are  designing  entirely  new  cars,  or  re- 
modeling old  ones  for  this  new  kind  of  service,  you 
need  proper  equipment  to  make  them  entirely  safe, 
and  more  speedy  in  operation.  The  most  successful 
results  are  obtained  by  judicious  selection  from  this 
list  of  modernizing,  pneumatizing  devices. 

National  Pneumatic 

Door  and  Step  Operatiiti^  Mechanisma       Door  and  Step  Control 
Safety   Interlocking  Door  Control  Motorman's    Signal    Lights 

Multiple  Unit  Door  Control 


Get  in  touch  with  us  now  for  consultation  on 
your  rolling  stock  plans.  Let  us  figure  with 
vou  on  National  P>fEUMATic  Equipment. 


Manufactured  in  Canada  by 

Dominion  Wheel  &  Foundries,  Ltd. 

Toronto,   Ont. 


National  Pneumatic  Company,  Inc. 

Originator  and  Manufacturer 

PRINCIPAL  OFFICE:  50  Church  St.,  NEW  YORK 

Philadelphia — Colonial  Trust  Building         Chicago — McCormick  Building 

Works — Rahway,  New  Jersey 


14 


Electric    Railway    Journal 


AprU  7,  1928 


Loading  in  tilted  position.     Greatly  reduced  height  for  hand  loading. 

The  track  work  season  is  near! 

Differentials  haul  your  ballast,  concrete  ma- 
terials and  ties,  and  dispose  of  your  excavated 
materials  at  a  fraction  of  the  cost  of  any  other 
method. 

They  place  the  load  clear  of  the  track — 

You  still  have  time  to  pay  for  Differentials  with 
this  season's  savings  if  you  order  now. 

The  Differential  Steel  Car  Company 

Findlay,  Ohio 

Unloading  in  congested  section  of  large  city.    Material  placed  clear  of  track. 
No  interference  luith  traffic. 


Avril  7,  1923 


Electric    Railway    Journal 


15 


I  wonder  what's  the  matter  with  the  cars  on  this  Hne.  They  used  to  run  so 
quiet  and  smooth,  and  now  they  are  just  as  noisy  as  they  used  to  be.  I  thought 
they  had  these  cars  all  equipped  with  Helical  Gears. 

They  had,  but  all  those  cars  have  been  shifted  over  to  the  Avenue  line  in  order 
to  give  quiet  service  in  the  Hospital  Zone.  The  people  over  there  think  every 
day  is  Sunday  now,  and  the  people  on  this  line  are  doing  the  same  old  kicking 
about  noisy  cars.  The  Boss  is  promising  them  that  he  will  put  Nuttall  Helical 
gears  and  pinions  on  all  the  cars  as  fast  as  he  can;  he  says  they  have  had  a  taste 
of  them  and  won't  be  satisfied  till  they  are  changed;  besides  that  he  says  he  is 
satisfied  the  maintenance  costs  are  reduced  with  Helicals. 


RJ).NUnALL  COMPANY 

PrrrSBURGHi^PCNNSYLVM 


All  Weatinghouae  Electric  and 
Mfg.  Co.  District  Office*  are 
Sale*  Repreaentatioe*  in  the 
United  Statea  for  Nuttall  Elec- 
tric Railway  and  Mine  Haulage 
Producta. 

In  Canada:  Lyman  Tube  A 
Supply  Co.,  Ltd.,  Montreal  and 
Toronto. 


EVER  Y  GEAR  REGISTERED 


16 


Electric    Railway    Journal 


April  7,  1923 


City  and  interurban  cars  and  trucks,  safety  cars,  combina- 
tion and  work  cars,  snow-plows,  sweepers  and  electric 
locomotives. 

Twenty  years  of  specialization  in  the  construction  of  all 
classes  of  rolling  stock  for  the  successful  operation  of 
electric  railways. 


McGuire-Cummings  Manufacturing  Co. 

Ill  W.  Monroe  St.,  Chicago,  111. 


McGuire  -  Cummings 
No.  62  Motor  Truck 
for  loiv  car  body  for 
city  service. 


Inside      hung     brake- 
egualizer  design. 


April  7,  1923 


Electric    Railway    Journal 


17 


^ILS- 


A  straight  line 

is  the  shortest  distance  between  two 
points.  The  installation  of  Galena 
Oils  leads  immediately  to  better  oper- 
ating conditions,  through  increased 
lubricating  efficiency. 

A  checking-up  of  hot  journals,  hot 
armature  bearings  and  hyt  axle  bear- 
ings per  100,000  car-miles  will  deter- 
mine the  degree  of  improvement  to 
your  own  satisfaction  —  a  reliable 
comparison  that  will  tell  the  story 
truthfully. 

The  reduction  in  expenses  through 
the  improved  performance  in  these 
items  alone  will  convince  you  of  the 
actual  economy  of  Galena  lubrication, 
without  even  considering  the  better 
service  it  brings. 


A  complete  line 

of  Galena  lubricants  covers  every  re- 
quirement of  Electric  Railway  car  or 
power  house  equipment.  Each  prod- 
uct is  built  specially  to  suit  the  type 
of  equipment  used. 

Galena  Oils  are  not  ordinary  refin- 
ery lubricants.  They  are  made  from 
selected  stocks  by  our  own  special 
processes.  Over  a  half  century  of  ex- 
perience in  practical  railway  lubrica- 
tion has  contributed  to  their  develop- 
ment. 

Hundreds  of  electric  properties  are 
now  using  Galena  Lubrication  Serv- 
ice. Their  uniformly  efficient  per- 
formance in  mileage  and  low  upkeep 
costs  is  conclusive  evidence  of  its 
economic  value. 


Lubricating  Efficiency 


Galena-Signal  (HI  GDntpany 


New  York  Franklin.  Pa. ,  Chicago 
^  ,        and  offices  in  principal  cities  ^ 


18 


Electric    Railway    Journal 


April  7,  1923 


The  quality  once  sought  is  worth  maintaining 


"G-E  Parts  for  G-E  Equipment," 
A  Good  Motto  and  why: 

— Operating  economy  is  determined  by  perfonn- 
ance.  Cheap  materials,  necessarily  requiring 
frequent  replacement,  are  most  expensive  in  the  end. 

— ^You  cannot  be  assured  the  good  will  of  a  public 
served  with  equipment  made  unreliable  by  renewal 
parts  purchased  at  random. 

— G-E  Renewal  Parts  Catalogs,  specially  compiled 
to  cover  your  equipment,  facilitate  prompt  ship- 
ments and  cut  down  losses  in  revenue  from 
"shopped"  cars. 

— Only  the  maker  of  your  G-E  equipment  can  make 
parts  which  exactly  duplicate  the  originals.  Could 
any  other  parts  give  better  service? 


Gem 


General  Office 
Scheixectad;^  I^ 


Electric 


Company 


Sales  Offices  in,    4W4« 
all  large 'cities 


( 


Electric  Railway  Journal 


] 


Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Company,  Inc. 


Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


Volume  61 


New  York,  Saturday,  April  7, 1923 


Number  14 


New  Interurban  Provides 
a  Service  Demanded 

IT  HAS  become  a  more  or  less  popular  indoor  sport  to 
predict  the  early  demise  of  the  interurban  railway. 
Prophets  sometimes  think  that  motor  trucks  and  buses 
will  entirely  replace  this  form  of  transportation.  It  is 
refreshing,  therefore,  to  read  reports  of  recent  inter- 
urban construction,  such  as  that  of  the  new  Dallas- 
Terrell  interurban,  which  is  given  in  this  week*s  issue 
of  the  Journal.  It  takes  courage  to  invest  some  two 
millions  of  dollars  in  an  enterprise  like  this.  The  fact 
that  the  promoters  have  faith  in  it  is  shown  by  the  solid 
type  of  construction  which  has  been  adopted  through- 
out. Many  early  interurban  roads  had  grades  as  high 
as  5  or  6  per  cent,  but  here  is  a  line  where  the  maximum 
grade,  except  for  a  short  overpass,  is  restricted  to  2 
per  cent.  This  is  almost  in  line  with  steam  railroad 
practice.  The  wisdom  of  it  undoubtedly  will  be  seen  in 
low  operating  costs.  Another  interesting  feature  is  the 
type  of  light-weight  car  adopted,  the  weight  being 
lower  than  is  customary  for  many  city  cars.  This, 
also,  should  be  conducive  to  economy.  This  design  of 
car  is  quite  appropriate  on  a  30-mile  line. 

A  question  that  may  be  raised  concerns  the  construc- 
tion of  a  new  road  paralleling  an  existing  steam  rail- 
road. Would  it  not  have  been  better,  from  an  economic 
standpoint,  for  the  steam  road  to  put  up  a  trolley  wire, 
and  give  the  kind  of  service  which  the  interurban  now 
is  furnishing?  Even  though  the  traffic  on  the  steam 
road  were  such  that  additional  trackage  would  be  neces- 
sary, the  total  cost  would  be  less  than  for  the  construc- 
tion of  an  independent  and  competing  line,  and  the 
financial  results  would  be  better.  This  instance  is  rather 
typical  of  the  lack  of  aggressiveness  that  has  always 
existed  on  the  part  of  the  steam  railroads  in  territories 
where  better  local  service  is  demanded  by  the  public. 


Taxation  Is  a  Problem 

of  Serious  Import  to  Utilities 

IT  IS  a  basic  principle  of  government  that  it  must  be 
supported  by  its  citizens.  It  is  only  in  a  state  such 
as  Monaco,  with  its  world-famous  Monte  Carlo,  that 
others  can  be  induced  to  finance  it.  The  principle  of 
taxation  is  just  as  old  as  organized  government  itself. 
Taxation  is  either  direct  or  indirect,  depending  upon 
whether  the  citizens  pay  directly  to  the  government  or 
through  some  collecting  agency.  Utility  taxation  is  in 
this  latter  classification.  So  long  as  the  public  can  be 
induced  to  pay,  this  is  a  fairly  efficient  means  of  collect- 
ing revenues  for  the  support  of  the  government.  But 
when  the  government  gets  more  than  the  owners  of  the 
property,  it  becomes  a  question  as  to  whether  this  is 
the  correct  method  of  collecting  taxes.  For  instance,  in 
a  study  made  of  taxation  in  New  York  State,  it  was 


shown  that  fifty-six  electric  railways  paid  over  half  of 
their  net  incomes  for  taxes  to  the  State  of  New  York 
and  to  localities  within  the  State. 

State  Senator  Frederick  M.  Davenport  of  New  York 
is  a  deep  student  of  the  problem  of  utility  taxation. 
The  report  of  his  committee  to  the  National  Tax  As- 
sociation, abstracted  in  this  week's  issue,  takes  up 
utility  taxation  in  its  broader  national  aspect.  The 
principle  of  basing  taxes  on  ability  to  pay  is  entirely 
logical  and  can  be  questioned  by  few.  The  method  pro- 
posed, consisting  of  a  graduated  tax  on  gross  and  net 
incomes,  seems  to  be  a  satisfactory  general  solution  of 
the  problem.  By  properly  adjusting  the  rate  the  burden 
may  be  made  to  correspond  in  fairness  with  the  property 
tax  of  other  taxpayers,  remembering,  of  course,  that 
much  intangible  property,  and  also  a  good  deal  of  tan- 
gible property,  escapes  under  the  general  property  tax. 
A  thorough  understanding  of  the  utility  taxation  prob- 
lem, such  as  that  given  in  Senator  Davenport's  analysis, 
will  do  much  toward  improving  the  relations  of  the  utili- 
ties and  the  public  that  they  serve. 


Electrolysis  Situation 
Is  Clearing 

READERS  of  this  paper  will  appreciate  the  explana- 
.  tion  of  the  fundamentals  of  stray  current  distribu- 
tion which  are  given  in  an  article  by  E.  R.  Shepard, 
published  elsewhere  in  this  issue.  Recent  researches 
made  with  the  earth-current  meter  have  made  possible 
the  statement  of  these  fundamentals  in  a  way  which 
was  not  possible  earlier;  hence  the  present  timeliness 
of  this  article.  The  author  is  qualified  to  state  the 
modern  concept  of  the  subject  because  for  many  years 
he  has  been  devoting  his  time  and  thought  to  research 
in  this  field. 

Much  of  the  misunderstanding  regarding  the  cor- 
rosion of  underground  pipes,  caused,  or  alleged  to  be 
caused,  by  electric  railway  currents,  has  been  due  to 
ignorance  as  to  what  actually  goes  on  in  the  soil.  Pipes 
corroded  and  electric  railways  were  in  the  vicinity, 
hence,  argued  the  owners  of  the  pipes,  the  burden  of 
proof  was  upon  the  railways  to  show  that  they  did  not 
cause  the  damage.  This  was  difficult  to  do,  and  in 
many  cases  the  proof  was  impossible  because  the  facts 
were  against  the  railways.  However,  the  mysterious 
character  of  the  return  circuit  made  any  kind  of  con- 
vincing proof  difficult  to  produce. 

Fortunately,  the  electrolysis  muddle  is  clearing  up. 
The  American  Committee  on  Electrolysis  is  proceeding 
systematically,  although  deliberately,  to  formulate  the 
knowledge  which  is  available  on  the  subject.  Electric 
railways  are  getting  their  return  circuits  into  better 
shape  so  as  to  minimize  the  escape  of  return  current. 
Pipe  owning  interests  are  coming  to  see  that  they  have 
responsibility   in   the  'matter.     The   possibilities    and 


590 


Electric    Railway    Journal 


Vol.  61,  No.  14 


extent  of  corrosion  without  stray  current  are  increas- 
ingly appreciated.  Investigations  are  constantly  under 
way  for  the  purpose  of  determining  the  facts,  which 
means  that  ultimately  the  procedure  to  be  followed  in 
protecting  buried  structure  will  be  fairly  well  stand- 
ardized. 


When  the  Bus  Will  Replace 
the  Urban  Railway 

SO  MUCH  idle  talk  is  getting  into  the  newspapers 
these  days  about  the  coming  replacement  of  the 
street  railway  by  the  motor  bus  that  it  behooves  the 
industry  to  see  to  it  that  the  general  public  is  given 
information  that  is  more  substantial,  so  that  it  may 
have  the  basis  to  think  for  itself  and  not  merely  follow 
the  leadership  of  these  over-night  transportation  ex- 
perts. We  may  expect  the  bus  to  replace  the  railway 
when  the  total  cost  of  service  is  less,  when  it  will  cause 
less  street  congestion,  when  it  will  carry  the  people 
faster,  when  it  will  provide  greater  comfort,  when  it 
can  provide  more  dependable  service  or  greater  safety. 
In  how  many  of  these  requisites  does  the  bus  surpass 
the  railway? 

No  one  yet  has  demonstrated  that  the  motor  bus 
can  be  operated  to  supply  regular  all-day  service  for 
less  total  cost  per  seat  furnished  than  the  electric  rail- 
way, except  where  traffic  is  light.  In  fact,  the  higher 
cost  of  one-man  bus  service  as  compared  to  one-man 
single-truck  safety  car  service  is  shown  in  practically 
every  bonafide  statement  of  operating  costs,  in  spite 
of  the  very  great  excess  of  investment  necessary  in 
the  railway. 

As  to  its  value  in  reducing  congestion,  H.  A.  Little- 
dale,  writing  in  the  New  York  Evening  Post  on  New 
York  City  traffic  congestion,  recently  attributed  New 
York's  congestion  primarily  to  the  presence  of  street 
cars.  No  doubt  these  street  cars  do  add  to  congestion, 
but  Mr.  Littledale  neglected  to  give  his  readers  any 
information  as  to  how  the  substitution  of  buses  would 
solve  this  problem.  While  the  ability  of  the  bus  to 
load  and  unload  at  the  curb  and  pass  traffic  obstructions 
which  delay  rail  service  is  an  advantage,  he  failed  to 
show  that,  to  transport  the  equivalent  number  of  pas- 
sengers, each  street  car  would  have  to  be  replaced  with 
three  single-deck  buses.  The  principal  point  of  traffic 
delay  is  at  the  street  intersections.  Common  sense 
would  tell  any  one  that  to  multiply  by  three  the  number 
of  vehicles  necessary  to  carry  the  passengers  in  each 
direction  across  an  intersection  would  greatly  increase 
the  congestion  rather  than  ease  it. 

Nor  is  it  demonstrated,  after  considerable  experience, 
that  buses  can  provide  a  faster  service  than  street  cars. 
Under  equivalent  traffic  conditions,  the  street  car  is  able 
to  make  a  little  faster  schedule  than  the  motor  bus 
because  with  modern  railway  equipment,  as  against  the 
modern  bus,  the  street  car  can  accelerate  faster  than 
the  motor  bus,  and  its  free  running  speed  is  at  least 
equivalent.  It  may  be  admitted,  however,  that  Man- 
hattan street  cars  are  hardly  a  fair  sample  of  modern 
railway  equipment. 

On  the  point  of  comfort,  however  uncomfortable  a 
street  car  may  be  with  the  crowding  of  its  space  that 
must  be  tolerated,  there  is  only  one  basis  on  which  the 
motor  bus  can  possibly  be  considered  more  comfortable 
and  that  is  when  the  loading  is  limited  to  a  seat  for 
every  passenger — a  condition  which  it  would  be  impos- 
sible to  meet  if  the  motor  bus  were  the  only  means  of 


transportation  available.  With  the  loading  that  must 
be  permitted  under  city  conditions,  and  with  the  nar- 
rower aisle  and  smaller  dimensioning  generally  of  the 
bus,  this  matter  of  greater  comfort  popularly  attributed 
to  the  bus  is  largely  an  illusion.  It  has  come  out  in 
several  instances  that  where  the  people  have  at  first 
been  very  enthusiastic  about  bus  service,  they  have 
later  with  experience  been  disappointed  and  have  turned 
their  attention  back  to  the  street  car. 

There  has  not  yet  been  sufficient  e3q)erience  to  deter- 
mine that  the  motor  bus  is  more  or  less  dependable  than 
the  street  car,  but  it  may  be  said  that  the  motor  bus 
will  have  to  "go  some"  to  equal  the  record  commonly 
established  by  the  street  car.  And  taking  into  account 
the  influence  of  weather  conditions  throughout  the 
year,  one  would  be  safer  to  stake  his  wager  of  depend- 
ability on  the  tried  and  proved  trolley  car. 

On  the  element  of  safety,  it  is  again  hard  to  find 
wherein  the  motor  bus  can  possibly  excel  the  street  car, 
from  the  point  of  view  of  the  passenger.  Any  one  who 
has  driven  an  automobile  knows  with  what  risk  a 
rubbee-tired  vehicle  is  handled  when  pavements  are 
wet  or  icy.  In  addition  to  uncertain  traction,  there 
is  the  hazard  which  the  railway  does  not  have  of  holes 
and  humps  in  the  pavement.  Then  there  is  the  danger- 
ous operation  on  hills,  from  which,  it  is  feared,  we  shall 
have  to  go  through  a  course  of  serious  accidents  before 
the  safety  of  the  motor  bus  mechanism  can  be  consid- 
ered on  a  par  with  that  of  the  street  car. 

All  of  this  is  not  losing  sight  of  the  fact  that  the 
bus  has  its  place,  as  has  been  repeatedly  pointed  out  in 
these  columns. 


The  "Journal"  Is  an 

Independent  Institution 

INSTANCES  occur,  seemingly  more  frequent  of  late, 
in  which  persons  not  very  familiar  with  the  ELECTRIC 
Railway  Journal  or  the  American  Electric  Railway 
Association  confuse  them  to  the  extent  that  they  con- 
sider that  the  American  Electric  Railway  Association 
publishes  the  Electric  Railway  Journal.  Close  asso- 
ciation of  the  two  institutions  in  the  minds  of  some 
may  not  be  surprising.  Both  were  started  about  the 
same  time,  and  as  the  primary  purpose  of  both  has 
always  been  to  help  the  electric  railway  industry  by 
the  exchange  of  information,  though  in  different  ways, 
their  relations  have  always  been  close  and  friendly. 
Nevertheless,  it  is  distinctly  to  the  benefit  of  the  in- 
dustry that  there  is  such  a  publication  as  the  ELECTRIC 
Railway  Journal  which  is  completely  independent  of 
the  association. 

One  reason  for  this  is  that  the  detached  position  of 
the  magazine  gives  it,  if  not  a  broader  outlook  at  least 
a  different  one,  and  permits  it  to  take  a  more  advanced 
position  in  some  directions  than  the  association  would 
be  warranted  in  doing.  Again,  as  the  Journal's  sub- 
scribers include  many  foreign  roads  and  many  persons 
entirely  outside  of  the  industry,  as  well  as  many  railway 
men  not  members  of  the  association,  its  clientele  is  very 
much  larger  than  the  association  would  want  to  include 
in  its  membership.  In  consequence,  the  strength  of 
these  outside  groups  is  added  to  the  forces  aiding  in  the 
development  of  the  industry.  The  Electric  Railway 
Journal  gains  and  the  industry  gains  from  the  fact  that 
as  an  enterprise  the  JOURNAL  is  quite  apart  from  the 
American  Electric  Railway  Association. 


April  7,  1923 


Electric    Railway    Journal 


591 


Northern  Texas  Has  New  Interurban' 

Texas  Interurban  Railway's  Dallas-Terrell  Line  Most  Recent  Example  of 
Interurban  Construction — Methods,  Materials  and  Equipment  Described — 
Automatic  Substations   and   Light-Weight  One-Man   Cars   Are   Features 

By  Sam  R.  Fowler 

Superintendent  of  Construction  Texas  Construction  Company 


CloMlng   the  Last  Gap  In  the  Roadbed   tirnding 


DUE  to  various  economic  considerations  interurban 
development  has  been  dormant  for  several  years. 
The  Dallas-Terrell  interurban  line,  opened  on 
Jan.  14,  is  one  of  the  few  examples  of  recent  construc- 
tion. This  road  was  projected  more  than  ten  years  ago, 
and  preliminary  work  was  done  by  the  Stone  &  Webster 
Engineering  Corporation  in  1912-1913,  the  writer  mak- 
ing the  preliminary  surveys,  final  location  and  reports. 
Financial  considerations  in  1914  caused  the  temporary 
abandonment  of  the  project. 

In  connection  with  the  new  franchise  granted  the 
Dallas  Railway  in  1917  by  the  city  of  Dallas,  it  was 
agreed  that  the  owners  would  construct  certain  inter- 
urban railways,  among  which  was  this  one.  Although 
thus  assured,  financial  arrangements  were  not  com- 
pleted until  early  in  1921. 

The  route  parallels  the  Texas  &  Pacific  Railroad 
practically  all  the  way.  It  is  nearly  due  east  for  31.5 
miles  from  Dallas  to  Mesquite,  Forney  and  Terrell, 
with  populations  respectively  of  1,000,  1,500  and  12,000. 
Including  these  the  tributary  area  has  an  estimated 
average  population  of  1,200  per  mile  of  line.  The  ter- 
ritory consists  mainly  of  fertile  farms  in  the  black  land 
belt,  similar  to  that  traversed  by  the  four  other  inter- 
urban lines  centering  in  Dallas.  The  original  route 
was  followed,  except  for  necessary  relocations  through 
Mesquite,  Forney  and  Terrell,  caused  by  improvements 
in  these  towns. 

An  hourly  passenger  service  is  maintained  with  a 
running  time  of  one  hour  and  twenty  minutes  with  a  ten- 
minute  layover  at  each  terminal.  Two  express  trains 
are  run  each  way  daily.  At  Terrell  the  Texas  Inter- 
urban Railway  has  arranged  close  connections  with  the 


•A  brief  description  of  this  line  was  Included  in  the  report  of 
Its  opening  in  the  Electric  Railway  Journal  for  Feb.  3,  1923. 
page  218. 


Texas  Midland  Railroad,  a  north  and  south  steam  road, 
so  that  its  passenger  trains  use  the  interurban  depot. 
Both  the  Texas  Midland  Railroad  and  Texas  Interurban 
Railway  sell  through  tickets  to  points  on  the  other  road 
at  short-line  rates.  They  also  have  co-operative  adver- 
tisement service.  The  Texas  Midland  Railroad  has 
accommodated  its  schedules  to  the  new  interurban  line 
and  soon  will  operate  gasoline  motor  cars  with  greater 
frequency  than  is  possible  at  present  with  steam  equip- 
ment. Ultimate  plans  contemplate  the  electrification  of 
the  Texas  Midland  Railroad. 

The  Texas  Construction  Company  was  organized  to 
build  and  equip  the  line,  with  Richard  Meriwether  as 
vice-president  and  general  manager.  B.  R.  Brown, 
chief  engineer,  had  supervision  over  all  designing,  pur- 
chasing and  construction  of  the  line.  The  writer,  as 
superintendent  of  construction,  had  charge  of  all  con- 
struction work.  W.  R.  Burns,  assistant  secretary  and 
treasurer,  handled  the  financial  matters.  B.  Frank 
Cooke  superintended  the  building  of  substations  and 
installation  of  electrical  equipment.  H.  N.  Clagett  and 
B.  H.  Hart  were  resident  engineers. 

A  ruling  grade  of  2  per  cent  was  maintained.  The 
only  variations  in  excess  of  this  grade  are  the  ap- 
proaches to  an  overpass  of  a  steam  road  and  to  follow 
the  existing  grades  of  streets  traversed.  This  neces- 
sitated some  short  3  per  cent  grades.  The  maximum 
degree  of  curvature  in  high-speed  territory  is  3  deg. 
In  the  26  miles  not  included  in  the  limits  of  incor- 
porated towns  there  are  but  116  deg.  of  curvature.  The 
total  curvature  in  the  29.3  miles  constructed  is  490 
deg.  Actual  surveys  of  drainage  areas  were  made 
where  they  were  less  than  500  acres.  Talbot's  formula 
was  used  for  determining  the  size  of  waterways.  The 
track  outside  the  corporate  limits  of  the  towns  served 


592 


Electric    Railway    Journal 


Vol.  61,  No.  14 


is  on  private  right-of-way  100  ft.  wide,  with  additional 
width  where  required. 

Roadbed  Grading  and  Trestling 

During  the  several  months  required  for  preparing 
and  acquiring  the  right-of-way  deeds,  2  miles  of  the 
grading  was  done  by  a  small  outfit.  On  Nov.  1,  1921, 
a  general  contracting  firm  began  the  grading,  trestle 
bridging  and  drain  pipe  laying.  On  March  1  following, 
95  per  cent  of  the  distance  and  90  per  cent  of  the 
roadbed  was  complete.  In  moving  the  194,000  cu.yd. 
of  excavation  and  306,000  cu.yd.  of  borrow,  nearly 
every  kind  of  grading  apparatus  was  used,  including 
slips,  fresnoes.  Western  wheelers,  Maney  wheelers,  ele- 
vating graders  and  steam  shovel  with  wagons  and  a 
dragline. 

The  minimum  width  of  roadbed  excavations  was  26 
ft.,  and  slopes  one  and  one-half  to  one.  Embankments 
up  to  20  ft.  in  height  have  an  18-ft.  crown.  For  each 
additional  5  ft.  in  height  the  crown  was  made  2  ft. 


E-30  loading.  This  construction  work  started  on  Nov. 
1  and  was  completed  in  four  months.  The  substruc- 
tures contain  465  cu.yd.  of  reinforced  concrete,  and 
the  superstructures  weigh  a  total  of  189,000  lb.  One 
85-ft.  pony  truss  on  reinforced  concrete  piers  spans  the 
east  fork  of  the  Trinity  River.  One  span  of  52-ft. 
through  girders  on  reinforced  concrete  abutments  over- 
passes the  Dixie  Highway.  The  railroad  overpass 
consists  of  three  spans.  Fifty-two-feet  through  girders 
on  steel  pedestals  and  concrete  footings  clear  the  tracks 
and  the  approaches  consist  of  35-ft.  deck  girders  span- 
ning to  reinforced  concrete  abutments. 

Track  Laying  and  Ballasting 

Trackwork  started  on  Aug.  1,  1922,  and  ballasting 
two  weeks  later.  The  rail,  of  70-lb.  A.S.C.E.  section, 
was  laid  with  A-in.  x  5§-in.  spikes,  standard  four-hole 
24-in.  angle  bars,  and  f-in.  x  3i-in.  Harvey  grip  bolts. 
Untreated  white  oak  6-in.  x  8-in.  x  8-ft.  ties  spaced  at 
24-in.  centers  were  used.    All  curves  were  tie  plated 


Koute  ot   New  Texas  Intemrban  Railway 


wider.  Embankments  made  with  wagons  were  carried 
out  in  6-ft.  layers.  A  10-ft.  embankment  through 
bottom  lands  was  built  with  a  dragline  shovel  in  three 
layers,  each  lift  being  thoroughly  rolled  with  a  10-ton 
roller.  Several  heavy  rains  and  a  6-ft.  overflow  have 
done  this  part  of  the  embankment  no  serious  damage. 
No  material  was  wasted  from  excavation,  overhaul  be- 
ing paid  on  it  to  adjacent  embankments. 

It  required  2,940  lin.ft.  of  reinforced  concrete  pipe 
of  24  to  48  in.  diameter  to  care  for  the  small  drainage 
through  the  roadbed.  One  6-ft.  x  7-ft.  reinforced  con- 
crete box,  143  ft.  long,  was  constructed.  Galvanized, 
corrugated  cast-iron  pipe,  18  in.  to  30  in.  in  diameter, 
was  used  under  road  crossing  ramps,  etc.,  1,600  ft. 
being  required. 

There  are  4,886  lin.ft.  of  trestle  on  the  line.  Bents 
are  at  14-ft.  centers  having  four  long-leaf  yellow  pine 
piles  (12-in.  butts),  and  averaging  12-ft.  penetration. 
The  piles  had  12-lb.  full-cell  treatment,  the  creosote  oil 
being  applied  at  about  190  deg.  F.  A  final  vacuum  was 
applied  for  cleaning  the  surface  of  the  piling.  Where 
penetration  could  not  be  obtained  concrete  footings 
and  12-in.  x  12-in.  posts  were  substituted.  Two-ply 
chords  were  used  in  the  deck,  and  ties  spaced  with 
16-in.  centers.  All  decking  was  of  untreated  90  per  cent 
long-leaf  yellow  pine. 

The  three  steel  structures  were  designed  for  Cooper's 


with  Sellers  type  "G,"  6-in.  x  8-in.  x  §-in.  anchor- 
bottom  tie  plates.  The  outer  rail  was  elevated  on  curves 
for  a  car  velocity  of  35  m.p.h. 

In  carrying  out  the  construction  work  on  the  track 
and  overhead,  two  widely  different  methods  were  used. 
One  was  to  build  the  track  first  and  then  do  the  trolley 
work,  the  other  to  build  the  overhead  and  follow  with 
the  track  laying.  Steam  locomotives  and  flat  cars  were 
used  in  laying  19  miles  of  track  extending  west  from 
Terrell.  The  cars  of  rail  were  carried  in  front  of  the 
engine  and  the  tie  cars  behind.  Three  wagons  were 
used  to  haul  the  ties  ahead.  A  mule  on  each  side,  with 
a  short  chain  and  snatch  hook  attached  to  its  single- 
tree, dragged  forward  the  rail  as  it  was  thrown  off  the 
cars.  With  a  gang  of  thirty-five  men,  an  average  of 
530  ft.  per  hour  was  laid,  half  tied  and  quarter  spiked. 
Full  tying,  spiking  and  lining  were  kept  within  a  mile 
of  the  end  of  the  track. 

The  remaining  portion  was  laid  with  two-car  electric 
work  trains  out  of  Dallas.  The  ties  were  carried  ahead 
on  the  flat  car  and  the  rail  on  the  motor  car.  Specially- 
constructed  work  cars  were  built  in  the  Dallas  Railway  ■ 
shops  for  this  purpose.  The  motorman's  cab  was  at  the 
center  of  the  car  and  elevated  15  in.  above  the  floor  to 
permit  stacking  the  steel  on  the  car.  The  ties  were 
carried  ahead  by  hand  and  mules  dragged  the  rail,  as 
in  the  other  instance.    This  method,  using  thirty-eight 


April  7,  1923 


Electric    Railway    Journal 


593 


At  l^eft,  Type   of  Building  ConHtruotion   Used  for  Automatic   Substations.     At  Right,  Mesqnite   Substation  r,ayout 


men  nine  hours  per  day,  averaged  1,584  ft.  full  tied, 
spiked  and  lined  per  day. 

Ballast  for  the  eastern  14  miles  was  hauled  from 
Terrell  by  steam  engines  in  center-dump  ballast  cars, 
averaging  twelve  carloads  per  day.  The  gravel  ran 
about  60  per  cent  aggregate  with  very  little  clay,  1,850 
cu.yd.  being  used  per  mile  to  make  a  6-in.  raise.  Ballast 
for  the  remaining  portion  was  hauled  from  Dallas  by 
three  electric  Differential,  side-dumping  cars,  averaging 
four  trips  each  per  day.  This  gravel  ran  about  50 
per  cent  aggregate,  35  per  cent  sand  and  15  per  cent 
clay.  The  same  amount  of  this  was  used  for  a  6-in. 
raise.  A  Doone  scraper  (go-devil),  attached  by  a  cable 
to  a  small  street  car,  pulled  the  ballast  into  the  center 
of  the  track. 

In  addition  to  the  29.3  miles  of  first  main  track,  1.13 
miles  of  second  main  track,  three  sidings,  three  wyes 
and  three  spurs  were  laid.  In  Dallas  f  mile  of  the 
double  track  is  in  hard  surface  paving,  with  concrete 
base.  On  private  right-of-way  the  main-line  track 
occupies  double-track  position,  the  pole  lead  being  on 
the  center  line  of  the  right-of-way. 

Power  for  the  line  is  furnished  by  three  substations, 
one  of  which,  located  in  the  city  of  Dallas,  is  manually 
operated.  The  two  others  are  automatically  operated 
and  are  located  14  miles  and  27  miles  from  Dallas.  A 
800,000-circ.mil  feeder  and  No.  0000  grooved  trol- 
ley are  used  as  conductors.    The  substation  equipment 


was  furnished  by  the  General  Electric  Company.  The 
automatic  stations  are  supplied  with  power  at  22  kv. 
from  the  high-tension  line  of  the  Texas  Power  &  Light 
Company  serving  this  territory.  This  voltage  is  stepped 
down  to  445  through  three  single-phase  transformers 
and  is  converted  into  direct  current  by  means  of  a 
300-kw.  synchronous  converter. 

In  addition  to  the  power  transformers  and  con- 
verters, each  station  is  equipped  with  a.c.  and  d.c. 
arresters  for  lightning  protection,  one  5-kva.  control 
power  transformer,  instrument  transformers  and  auto- 
matic switching  equipment  for  performing  the  starting 
and  stopping  operations  ordinarily  done  by  the  station 
operator  in  manually-operated  stations.  Various  pro- 
tective devices  safeguard  the  station  against  damage 
by  abnormal  conditions  or  irregularities  occurring  on 
the  system  or  within  the  station. 

The  Ohio  Brass  Company  furnished  the  line  material 
for  the  overhead  system,  which  is  of  the  catenary 
type  with  five-point  suspension,  supported  by  single 
poles  set  7  ft.  deep  and  spaced  150  ft.,  except  around 
curves  and  in  streets,  where  double-pole  direct  sus- 
pension is  used.  Pole  spacing  in  streets  was  reduced 
to  100  ft.  Lightning  arresters,  feed-in  taps  and 
ground  taps  were  placed  six  per  mile. 

Long-leaf  yellow  pine  35-ft.  poles,  7  in.  to  8  in.  tips, 
gained  and  roofed  before  being  creosoted,  were  used 
in   the    lead.    AJl   poles   were   treated   by   the    Lowry 


Work  Car  and  Trailer  Fsed  In  Line  and  Track  Construction 


594 


Electric    Railway    Journal 


Vol.  61,  No.  14 


Track  and  Overhead 

Construction 

Texas  Interurban 

Railway 

• 

No.  1 — Arrangement  of 
catenary  in  passing  from 
curved  to  tangent  track. 

No.  2  —  Typical  track 
and  trolley  construction  on 
curve  showing  heavy  fill. 

No.  3 — Overpass  of  T. 
&  P.  Railroad  near  Dallas. 

No.  4  —  Overhead  con- 
struction at  siding. 

No.  5 — How  catenary  is 
carried  under  public  road 
overpass. 


V 

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SEdUL 

m 

April  1,  1923 


Electric    Railway    Journal 


595 


At  Left,  Station  at  Terrell.  Tex.     At  Kight.  Typical  Wayside  Waiting    Slielter 


process  using  English  oil  (grade  No.  1,  American  Wood 
Preservers'  Association)  with  specific  gravity  of  1.03. 
The  30-ft.  poles  used  for  stubs  and  span  construction 
were  made  by  cutting  5  ft.  off  the  ends  of  stock  poles. 
Where  this  was  done,  the  cut  surface  was  treated  with 
creosote  preparation  applied  cold. 

The  5-ft.  ends  cut  from  stub  poles  were  used  for 
back-guying  at  storm  guys,  which  were  placed  every 
half  mile  on  tangents  and  at  each  end  of  curves.  Spe- 
cial curve  hangers  were  used  by  stringing  the  mes- 
senger sufficiently  outside  the  center  line  of  the  curved 
track  to  hold  the  trolley  to  the  proper  position.  By 
bringing  the  messenger  back  to  true  line  at  the  strain 
plate  in  the  storm  guy  at  each  end  of  the  curves  the 
trolley  was  held  in  proper  alignment.  The  trolley  was 
made  "hot"  as  each  mile  or  so  was  completed. 

All  rail  joints  were  bonded  with  No.  0000,  Type 
A.  W.,  Form  2  arc-weld  bonds.  At  all  feed-in  taps 
No.  0000,  Type  A.  W.,  Form  3  cross  bonds  were  used. 
Two  portable  electric  welders  were  operated  by  the 
day  shift  and  two  heavier  ones,  mounted  one  on  each 
end  of  a  work  car,  bonded  at  night. 

On  the  eastern  half  of  the  line,  the  pole  gang  of 
eighteen  men  used  a  gasoline  motor  car  and  trailer  for 


transportation.  Three  days  were  devoted  to  hole  dig- 
ging, and  poles  were  set  every  fourth  day  with  a  steam 
train  and  derrick.  This  required  but  half  of  the  day 
and  averaged  eighty  poles.  Gravel  for  tamping  the 
poles,  which  was  done  on  the  same  day,  was  taken 
from  the  track  ballast  as  it  had  not  been  dressed  off. 
Bracket  arms  were  placed,  messenger,  trolley  and 
feeder  were  strung  and  pulled  with  the  steam  train 
by  a  gang  of  six  linemen  and  a  foreman.  They  aver- 
aged 0.8  mile  per  day  for  the  17  miles  built  in  this  way. 

On  the  western  portion  of  the  line,  the  gangs  and 
tools  were  carried  out  of  and  into  Dallas  by  trucks. 
All  poles  and  fixtures,  gravel  and  wires  were  hauled  and 
placed  by  trucks,  excepting  the  feeder,  which  was 
strung  with  a  line  car  after  the  track  was  laid.  The 
pole  gang  on  this  end  of  the  line,  consisting  of  fifteen 
men  and  a  truck,  erected  480  poles  in  forty-one  work- 
ing days. 

Two  metallic-return  telephone  lines  were  strung  on 
the  same  crossarms  with  the  feeder.  A  single  pin  on 
the  track  side  of  the  pole  carries  the  feeder,  and  pins 
on  the  outside  carry  the  four  telephone  wires.  Trans- 
position pins  occur  every  1,000  ft.  Under  normal  con- 
ditions one  circuit  cares  for  dispatching  and  other  com- 


One-Man,  SO.OUO-Lb.  Car  Used  by   New  Texas  Line.    Inset,  Comfortal>le  Seats,  Wide   Aisle  amd  Observation 

Compartment  Ar«  Features  of  the  Interior 


596 


Electric    Railway    Journal 


Vol.  61,  No.  14 


mercial  business.  These  two  lines  are  arranged  at  all 
telephones,  with  the  necessary  two-way  knife  switches, 
so  that  in  case  of  trouble  on  a  circuit  any  section  of 
either  line  can  be  cut  out  and  the  other  circuit  used  in 
dual  service.  At  passing  tracks  and  substations,  4-ft. 
X  4-ft.  telephone  booths  are  provided. 

Depots  and  Waiting  Sections 

Brick  veneer  depots  were  built  at  the  principal  sta- 
tions. Those  at  Mesquite  and  Forney  are  20  ft.  x  32  ft. 
and  that  at  Terrell  is  20  ft.  x  64  ft.  Track  wyes  are 
provided  to  serve  the  express  room.  At  Dallas  the  line 
uses  the  joint  interurban  passenger  and  express  ter- 
minals in  common  with  the  other  interurban  roads. 

Shelters  have  been  placed  at  seventeen  public  road 
crossings.    They  are  6  ft.  x  10  ft.,  with  one  open  side. 

Rolling  Stock 

The  rolling  stock  consists  of  five  passenger  cars  and 
two  express  cars,  which  were  designed  under  the  per- 
sonal supervision  of  J.  L.  Brown,  master  mechanic  of 
the  Dallas  Railway,  and  built  by  the  American  Car 
Company.  These  cars  are  45  ft.  in  length  and  8  ft. 
6  in.  in  width  over  all.    They  are  mounted  on  Brill  77-E 


trucks  at  25-ft.  centers.  They  are  equipped  with  26-in. 
rolled  steel  wheels,  having  3-in.  treads  and  ItW  in. 
flanges,  +i  in.  high.  The  equipment  consists  of  four 
35-hp.  G.  E.  265  motors,  with  K-35-G2  controllers,  Elec- 
tric Service  Supplies  Company's  compensating  lighting 
fixtures,  and  150-watt  headlights  of  the  Golden  Glow 
type,  with  dimming  device.  The  cars  are  painted 
medium  Malori  green,  with  ivory  finish. 

The  passenger  cars  are  of  the  one-man  type.  A  door 
in  the  rear  vestibule  permits  a  car  to  be  used  as  a 
two-man  car  when  traffic  requires.  The  doors  are  of 
the  sliding  type,  operated  pneumatically.  The  cars  seat 
fifty-four  passengers,  having  37-in.  seats  upholstered  in 
green  plush  and  a  27-in.  aisle.  Grab  handles  are  of 
aluminum  to  avoid  hand  sweating  and  tarnishing.  The 
cars  complete  weigh  30,000  lb. 

One  two-car  work  train,  with  a  tower  for  line  work, 
and  two  Buda  No.  19-L  air-cooled  gasoline  motor  cars 
are  provided  for  section  work.  This  equipment  also 
was  used  in  the  construction  work. 

No  shops  or  carhouse  facilities  have  been  provided, 
as  the  cars  will  be  cared  for  at  the  carhouses  and  shops 
of  the  Dallas  Railway,  which  has  ample  facilities  for 
handling  the  work. 


Some  New  Light  on  Electrolysis 

Earth  Potential  Gradients  Main  Factor  in  Determining  Electrolysis — Many  of  the  Assumptions 

Heretofore  Made  in  Regard  to  the  Flow  of  Currents  in  Pipes  Are  Erroneous — 

The  Earth  Current  Meter  Has  Yielded  Data  of  Great  Value 

By  E.  R.  Shepard 

Conaultlng  Electrical  Engineer,   Chicago;  formerly  Electrical 
Engineer  United  States  Bureau  of  Standards 


THERE  are  few  technical  problems  in  which  the 
interpretation  of  experimental  data  is  so  baffling 
and  difficult  of  analysis,  and  in  which  a  proper 
sense  of  judgment  and  proportion  is  so  necessary,  as 
that  of  stray  current  electrolysis.  This  is  not  because 
stray  currents  fail  to  obey  the  ordinary  and  well-known 
laws  relating  to  the  flow  of  electric  currents,  but  rather 
because  of  the  difficulty  in  obtaining  a  proper  sense  of 
proportions  of  the  numerous  variable  factors  involved. 
In  the  first  place,  in  dealing  vdth  stray  earth  currents 
we  are  concerned  with  a  secondary  or  residual  effect, 
the  major  portion  of  the  current,  as  a  rule,  being 
returned  on  the  rail  circuit.  Moreover,  the  shunt  path 
over  which  stray  currents  flow  is  a  most  complicated 
one,  including  underground  structures  in  various  rami- 
fications as  well  as  the  limitless  earth  with  its  water 
courses  and  geologic  variations.  With  this  complex 
circuit  involving  variable  and  unknown  resistances  and 
relations,  it  is  not  surprising  that  great  difficulty  is 
often  encountered  in  determining  the  course  and  effects 
of  stray  currents. 

Potential  Difference  Data 

Potential  difference  measurements  between  under- 
ground piping  systems  and  adjacent  electric  railway 
tracks  have  long  been  used  to  indicate  electrolysis  con- 
ditions, although  practically  all  engineers  have  known 
that  such  measurements  do  not  afford  a  reliable  criterion 
as  to  the  actual  hazard  to  which  the  pipes  are  exposed. 
The  need  for  a  better  method  of  determining  electrolysis 
conditions  has  long  been  recognized  and  led  to  the  recent 


development  of  the  earth  current  meter  by  the  Bureau 
of  Standards,  an  instrument  which  measures  the  current 
density  in  the  earth  rather  than  potential  differences 
between  structures. 

The  limitations  of  potential  difference  measurements 
as  an  electrolysis  criterion  have  been  ascribed  largely  to 
varying  earth  and  roadbed  resistance  and  vaguely  to 
"other  local  conditions."  Earth  resistivity  undoubtedly  is 
an  important  factor,  but  there  are  other  factors  which 
are  thought  to  be  of  even  more  importance.  It  is  the 
object  of  this  article  to  discuss  these  and,  if  possible,  to 
modify  or  clarify  the  prevailing  conceptions  regarding 
the  flow  of  earth  currents  in  such  a  manner  as  will  be 
helpful  to  those  who  are  interested  in  this  branch  of 
engineering  and  research.  The  conception  here  pre- 
sented is  largely  the  result  of  a  careful  analysis  of 
recent  intensive  studies  with  the  earth  current  meter, 
supported  by  previous  observations  and  experiences  in 
the  field. 

Usual  Methods  of  Representing  Stray 
Currents  Misleading 

The  usual  elementary  explanation  of  stray  current 
electrolysis  as  set  forth  in  the  report  of  the  American 
Committee  on  Electrolysis  and  numerous  papers  and 
articles  includes  a  diagram  similar  to  Fig.  1.  which 
shows  current  leaving  the  tracks  and  flowing  to  the 
pipes  in  areas  remote  from  the  supply  station,  and  after 
being  transmitted  along  the  pipe  through  the  neutral 
area,  discharging  to  the  rails  in  the  vicinity  of  the  supply 
station. 


April  1,  1923 


Electric    Railway    Journal 


597 


This  diagram,  while  not  altogether  incorrect,  gives  a 
false  and  exaggerated  idea  of  the  extent  to  which  pipes 
as  a  rule  transmit  stray  currents.  Such  a  condition  as 
thus  graphically  depicted  may  prevail  under  special  or 
exceptional  conditions  as,  for  example,  where  a  welded 
steel  main  or  other  low-resistance  and  continuous  con- 
ductor in  direct  contact  with  the  earth  parallels  an  elec- 
tric railway  for  a  considerable  distance  and  has  few 
or  no  laterals  or  services.  Under  simple  conditions  of 
this  kind,  the  pipe  will  perform  in  accordance  with  the 
usual  diagrams  and  explanations,  and  current  collection 
or  discharge  at  any  point  will  be  approximately  propor- 
tional to  the  magnitude  of  the  potential  difference  be- 
tween the  pipe  and  the  track. 

The  usual  condition,  however,  is  quite  different,  in- 
volving pipe  networks,  either  continuous  or  discon- 
tinuous, with  many  services  and  laterals,  and  is  so 
different  from  the  simple  example  just  cited  that  the 
usual  explanation  fails  utterly  to  account  for  following 
commonly  observed  phenomena: 

Electrolysis  Anomalies 

1.  Attempts  to  locate  currents  on  pipes  in  neutral  or 
positive  areas  almost  invariably  meet  with  negative  or 
insignificant  results  unless  the  pipes  are  metallically 
bonded  to  the  railway  return  circuit.  It  is  a  matter 
©f  frequent  comment  and  experience  that  pipe  currents 
of  magnitude  are  not  found  where  they  logically  should 
be  expected. 

2.  Severe  electrolytic  damage  is  often  observed  on 
service  pipes  crossing  under  electric  railway  tracks 
where  no  appreciable  damage  has  occurred  on  the  main, 
although  the  main  may  be  positive  to  the  rails. 

3.  Earth  current  measurements  often  reveal  a  dis- 
charge from  mains  strongly  biased  toward  parallel  elec- 
tric railways,  that  is,  when  the  angle  between  the  pipe 
and  the  track  approaches  45  deg.  In  many  instances 
such  mains  have  been  found  to  be  collecting  current  on 
one  side  and  discharging  on  the  opposite  side,  although 
potential  difference  measurements  show  them  to  be 
strongly  positive  to  the  track.  An  example  of  this  kind 
was  observed  in  New  Orleans  in  1922,  and  is  illustrated 
in  Fig.  2.  A  6-in.  castiron  main  3  ft.  deep  and  parallel- 
ing an  electric  railway  track  at  a  distance  of  about 
4  ft.  was  1.65  volts  positive  to  the  track.  The  main  was 
uncovered  and  the  end  of  the  trench  squared  up.  A 
polar  diagram  of  current  discharge  was  obtained  by 


^ 


DDD'" 


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P3 


¥f 


7  /  /  / 


riK.  1- 


-Conuuon  bat  MlNleadtng:  MetJiod  of  Representing: 
Stray  Currents 


taking  readings  at  15  deg.  intervals  with  the  non- 
polarizing  electrodes  and  the  earth  current  meter.  The 
main  was  found  to  be  collecting  current  on  one  side  and 
discharging  it  toward  the  track  on  the  other  side.  The 
current  density  at  different  points  is  shown  in  the 
diagram  in  milliamperes  per  square  foot  of  pipe  sur- 
face. This  condition  is  typical  of  many  other  observa- 
tions made  on  pipes  paralleling  electric  lines. 

An  extreme  and  striking  case  has  recently  developed 
in  which  a  cast-iron  main,  7  ft.  from  a  track  and  posi- 


tive to  it  by  about  4  volts,  was  found  by  the  earth 
current  meter  to  be  collecting  current.  The  main  was 
in  good  condition,  but  the  services  which  extended  under 
the  track  were  badly  corroded  and  were  found  to  be  dis- 
charging heavily. 

In  attempting  to  explain  these  various  phenomena,  it 
will  be  necessary  to  present  certain  ideas  which,  though 
not  contrary  to  usual  conceptions,  may  be  stated  in  such 


]<—— 


-3^6" 


TI 


K^ 


_Y 


Flgr. 


— Polar    Earth    Current    Diagram    Showing    Transverse 
Electrolysis.     Pipe  1.65  Volts  Positive  to  Track 


a  way  as  to  seem  at  variance  with  them.  The  ideas 
which  it  is  desired  to  present  are  but  partially  ai>d 
inadequately  embodied  in  the  following  statements: 

Lateral  Versus  Transverse  Potential  Gradients 
Responsible  for  Electrolysis 

1.  Lateral,  as  against  longitudinal,  potential  gradients 
in  the  earth  are  directly  responsible  for  stray  current 
electrolysis. 

2.  The  function  of  underground  structures  in  the 
longitudinal  transmission  of  stray  currents  is  small  and 
almost  negligible  in  comparison  with  the  part  played  by 
the  earth,  unless  such  structures  are  electrically  drained 
to  the  railway  return  circuit. 

3.  Piping  systems  in  general  assume  the  average 
potential  of  the  earth  in  which  they  are  buried  and 
limited  portions  of  such  systems  should  be  considered 
as  equipotential  bodies  and  not  subject  to  the  same 
potential  gradients  that  exist  in  the  earth. 

4.  Potential  gradients  in  the  earth  are  in  general 
very  much  smaller  in  a  direction  parallel  to  street  rail- 
way tracks  than  at  right  angles  to  them. 

5.  The  familiar  over-all  voltage  curves  showing  the 
potentials  of  tracks,  earth  and  pipes  are  misleading, 
as  such  potential  profiles  cannot  be  made  to  apply  to 
the  earth  as  a  mass  nor  to  the  structures  as  a  network 
without  rigid  qualifications.  Such  profiles  are  applicable 
only  to  line  conductors  such  as  a  wire  or  an  electric 
railway  line. 

The  significance  of  these  statements  will  be  better 
understood  by  the  following  explanations  and  illus- 
trations : 

Consider  an  electric  railway  line  for  which  the  over- 
all potential  curve  is  shown  as  A  in  Fig.  8.  Because  of 
the  fall  of  potential  along  the  track,  current  will  leave 
the  rails  in  the  area  remote  from  the  supply  stations  and 
return  to  them  near  the  supply  stations  as  indicated  by 
the  arrows  B  and  C.  The  stray  currents  in  the  earth 
will  in  general  assume  long,  sweeping  stream  lines  which 


598 


Electric    Railway    Journal 


Vol.  61,  No.  14 


will  be  substantially  perpendicular  to  the  track  for  a 
considerable  distance  and  which  will  reach  great  dis- 
tances before  they  again  converge  to  return  to  the 
track.  The  potential  gradients  in  the  earth  will,  there- 
fore, be  steep  in  a  direction  perpendicular  to  the  tracks 
and  slight  in  a  direction  parallel  to  the  tracks.  Another 
way  of  expressing  this  idea  is  by  saying  that  most  of 
the  over-all  potential  drop  through  the  earth  is  consumed 
in  discharging  the  current  at  one  end  of  the  line  and 
collecting  it  on  the  other  end  and  relatively  little  in 
transmitting  the  current  longitudinally  through  the 
earth. 

The  potential  gradient  curves  in  the  earth  in  a  direc- 
tion perpendicular  to  the  tracks  at  the  two  ends  of  the 
line  are  shown  as  D  and  E.  The  curve  D  is  drawn  from 
the  extremity  of  the  over-all  track  potential  curve  which 
represents  the  potential  of  the  rail  at  that  point.  It  is 
steep,  close  to  the  track,  and  becomes  almost  horizontal 
at  a  remote  location.  The  curve  E  at  the  supply  station 
is  even  more  steep  and  rises  to  almost  the  same  level 
as  that  assumed  by  D.  The  distances  from  the  tracks 
at  which  such  curves  will  become  practically  flat  will 
depend  upon  the  earth  and  roadbed  resistances,  but  in 
general  there  will  be  very  little  change  in  earth  poten- 
tial at  distances  greater  than  200  to  300  ft.  from 
the  track.    This  means  that  the  over-all  potential  drop 


leaving  -fracff 
Fig.    3 — Potrntial    Curves  of   Track  and  Earth 

in  the  earth  will  be  vei-y  small  if  the  reference  points  are 
taken  several  hundred  feet  from  the  two  ends  of  the 
railway  line  in  question.  It  follows,  therefore,  that 
-pipe  networks  through  which  electric  railway  lines 
extend  will  have  but  little  tendency  to  transmit  current 
from  one  region  to  another,  although  high  local  gra- 
dients may  exist  on  them  in  a  direction  perpendicular 
to  the  track,  causing  local  currents  and  consequent  col- 
lection and  discharge  of  current  at  different  points. 

The  difficulty  of  attempting  to  draw  a  curve  to  repre- 
sent the  potential  of  the  earth  at  various  points  along 
the  track  is  at  once  obvious  when  it  is  seen  that  the 
form  of  such  a  curve  would  depend  entirely  upon  the 
distance  from  the  track  of  the  reference  line. 

Electrolysis  Conditions  in  Different  Forms  op 
Pipe  Networks 

Various  conditions  which  obtain  in  practice  will  be 
discussed  with  reference  to  the  possibility  of  stray 
current  electrolysis. 

In  Fig.  4  is  shown  a  potential  gradient  curve  in  the 
positive  area  which  represents  the  potential  of  the  earth 
at  the  depth  of  the  pipes,  say  4  ft,  and  in  a  direction 
perpendicular  to  the  tracks.  The  base  line  to  which  it 
is  referred  is  the  track  potential  at  that  point.  Con- 
sider a  very  small  piece  of  iron,  or  other  metal.  A, 
buried  in  the  earth.     It  will  assume  the  potential  of 


the  earth  at  that  point  and  will  neither  collect  nor  dis- 
charge current.  A  metal  bar  placed  horizontally  in  the 
earth  will  be  an  equipotential  body  or  nearly  so  and  will, 
therefore,  assume  the  average  potential  of  the  earth  in 
which  it  lies  as  shown  at  B.  One  end  of  such  a  bar  will 
collect  current  and  the  other  end  will  discharge  it,  the 
magnitude  of  the  current  depending  upon  the  length 
of  the  bar  and  the  steepness  of  the  gradient  in  the  earth. 


'Fb-hnficr/ 
ofearfh 
4it  behw  -fracJrs 


i^-Pcrfterrfial  of-hrachs 


Fig.  4 — Positive  Area  Near  Power  Snpply  Station 

A  sphere  or  a  cylinder  of  appreciable  size,  as  for  ex- 
ample a  pipe,  will  assume  a  potential  as  shown  at  C  and 
will  be  subjected  to  slight  transverse  electrolysis.  That 
is,  it  will  collect  current  on  one  side  and  discharge  it 
on  the  other.  This  condition  prevails  in  the  case  of  a 
main  paralleling  an  electric  railway  and  having  but  few 
services  or  laterals.  However,  if  such  a  main  line  is 
close  to  the  track  and  parallels  it  for  a  considerable  dis- 
tance the  longitudinal  gradient  will  tend  to  make  one 
end  positive  to  earth  and  the  other  end  negative.  In 
such  a  case  the  magnitudes  of  the  potentials  will  be 
governed  largely  by  the  distance  between  the  mains 
and  the  track. 

Consider  now  a  main  parallel  to  and  a  few  feet  dis- 
tant from  an  electric  railway  and  carrying  services 
which  extend  under  the  track.  The  main  and  services 
will  comprise  an  equipotential  system  and  will  assume 
an  intermediate  position,  such  as  BE  in  the  earth  po- 
tential field  which  they  occupy.  In  this  case  the  services 
will  be  positive  to  the  track  and  also  to  the  earth,  while 
the  main  itself  being  at  the  same  potential  as  the  serv- 
ices will  also  be  positive  to  the  track,  but  may  actually 
be  negative  to  the  earth  and  collecting  current  from  it. 
Such  a  condition  has  recently  been  observed  under  con- 
ditions similar  to  those  just  described.  The  main  had 
few  laterals  but  a  large  number  of  services  which  con- 
trolled its  potential  to  a  large  extent.  In  the  case  re- 
ferred to,  the  piping  system  was  from  3  to  4  volts 
positive  to  the  tracks.  The  earth  current  meter  showed 
the  services  to  be  discharging  heavily  to  the  earth  under 
the  tracks,  and  the  main  to  be  collecting  slightly. 

Poferrfia/  ofearffi 


■-FMeniia/  of  earHi 
4-if.  behiv  Avrc/rs 


Fig.  5 — Negative  Area  Near  End  of  Line 


Still  another  and  the  most  common  condition  is  illus- 
trated by  the  piping  system  GFH.  The  main  F  extends 
parallel  to  the  rails  but  is  connected  to  numerous  laterals 
FG  which  have  a  greater  influence  in  determining  its 
potential  than  do  the  small  services  FH.  The  system 
will,  therefore,  assume  some  such  potential  as  that  indi- 
cated in  the  diagram,  in  which  the  network  in  general 


April  7,  1923 


Electric    Railway    Journal 


599 


will  be  negative  to  the  earth  and  the  services  strongly 
positive  to  it.  The  main  in  question  may  be  either 
positive  or  negative  to  the  earth,  depending  upon  its 
position  with  respect  to  the  track  as  well  as  the  loca- 
tion of  that  portion  of  the  network  which  controls  its 
potential.  Or  it  may  be,  and  often  is,  subject  to  trans- 
verse electrolysis,  collecting  current  on  one  side  and 
dischai'ging  it  on  the  other. 

In  a  negative  territory,  the  condition  will  be  that 
shown  in  Fig.  5.  Here  the  pipes  collect  current  under  a 
high  potential  difference  shown  as  P,  and  discharge  it 
from  a  relatively  large  area  at  a  small  potential  dif- 
ference, P..  The  area  of  discharge  is  ordinarily  so 
large  and  the  current  density  so  small  that  electrolytic 
damages  are  not  discernible.  Contrary  to  this,  in  the 
positive  territory  the  current  is  collected  over  a  rela- 
tively large  area  at  a  small  potential  difference,  P„  and 
discharged  near  the  tracks  at  a  high  potential  differ- 
ence, P.,.  Naturally  there  will  be  some  current  trans- 
mitted along  the  piping  system  from  the  negative  to 
the  positive  area,  but  in  many  instances,  and  particu- 
larly where  long  feeding  distances  are  conceraed  and 
not  very  dense  piping  systems,  this  amount  will  be 
small  in  comparison  to  the  total  amounts  of  current  dis- 
charged and  collected  by  the  pipes. 

Potential  Difference  Not  a  Criterion 

It  is  evident  from  the  foregoing  that  potential  dif- 
ference measurements  between  pipes  and  tracks  give 
practically  no  information  as  to  the  density  of  current 
discharge  or  collection  at  any  particular  point  of  the 
pipe  surface.  However,  they  do  indicate  the  possibility 
of  danger  to  that  portion  of  the  piping  system,  usually 
the  services,  which  most  closely  approaches  the  tracks 
in  the  area  under  consideration.  It  is  possible  that  a 
fairly  definite  relation  exists  between  current  density 
at  pipe  surfaces  and  potential  differences  for  a  given 
set  of  conditions  involving  earth  resistivity,  roadbed 
construction,  size  of  pipe  and  distance  between  pipe  and 
track  at  nearest  approach.  While  these  factors  are 
variable  and  some  of  them  often  indeterminate,  thereby 
preventing  an  accurate  evaluation  of  their  quantitative 
significance,  it  may  safely  be  assumed  that  high  poten- 
tial differences  between  pipes  and  tracks  are  accom- 
panied by  damage  to  some  portion  of  the  piping  system. 

The  foregoing  also  explains  why  small  potential  dif- 
ferences between  adjacent  piping  systems  or  between 
pipes  and  cable  sheaths  are  not  indicative  of  current 
discharge  between  such  structures.  As  a  rule,  meas- 
urements of  this  kind  merely  show  the  change  in  the 
earth  potential  between  the  points  occupied  by  the  two 
structures.  If,  however,  by  drainage  or  by  any  other 
means,  one  system  is  caused  to  assume  a  potential 
greatly  different  from  that  of  the  adjacent  earth,  there 
will  be  a  local  gradient  in  the  earth  near  the  drained 
structure  which  may  cause  local  electrolysis  at  points 
of  intersection  with  other  systems.  The  potential  dif- 
ference observed  between  grounded  systems  may,  there- 
fore, be  considered  as  active  only  at  the  points  of 
nearest  approach  of  the  two  systems  and  not  through- 
out their  course  generally. 

No  attempt  has  been  made  here  to  consider  the  numer- 
ous variables  which  enter  into  the  electrolysis  problem. 
The  sole  object  has  been  to  present  a  proper  concep- 
tion of  the  directions  and  relative  magnitudes  of  poten- 
tial gradients  in  the  earth,  with  the  thought  that  it 
may  be  of  value  to  others  in  analyzing  and  interpreting 
electrolysis  phenomena. 


Central  Station  for  Interurban 
Lines  at  Kansas  City 

Proposed  Building  Provides  Excellent  Terminal  Facil- 
ities and  a  Modern  Office  Building — It  Will  Be 
Located  Near  Center  of  Retail  District — 
Construction  to  Be  Begun  May  1 

ARRANGEMENTS  have  been  made  to  underwrite 
jt\  $2,950,000  of  bonds  for  the  proposed  central  station 
for  the  interurban  lines  entering  Kansas  City,  and  con- 
struction of  the  building  and  station  will  begin  May  1. 
It  is  expected  that  the  electric  lines  will  use  it  imme- 
diately on  completion,  which  will  be  within  a  year. 

The  station  is  to  be  erected  by  the  Interurban  Central 
Station  Company,  which  has  the  following  officers: 
President,  C.  C.  Peters,  secretary  Emery-Bird-Thayer 
Dry  Goods  Company;  vice-president,  R.  A.  Long,  head 
of  the  Long-Bell  lumber  interests  and  owner  of  a  mod- 
ern office  building  one  block  from  the  station ;  secretary 
and  general  counsel,  W.  C.  Scarritt,  attorney,  interested 
in  the  Scarritt  Building,  within  two  blocks  of  the 
station,  and  interested  in  much  Kansas  City  residence 
and  business  real  estate.  The  architects  are  Wight 
&  Wight  of  Kansas  City. 

The  following  electric  railways  entering  Kansas  City 
are  under  franchise  obligations  to  use  the  new  station, 
and  contracts  for  such  use  exist  with  them:  Kansas 
City,  Clay  County  &  St.  Joseph  Railway;  Kansas  City, 
Kaw  Valley  &  Western;  Missouri  &  Kansas  ("Strang 
Line") ;  Kansas  City  Western  (Leavenworth  Line)  ; 
Kansas  City,  Lawrence  &  Topeka.  The  Kansas  City 
Railways  is,  of  course,  a  party  to  contracts  with  the 
entering  lines  and  with  the  central  station  company. 

The  site  of  the  station  is  at  the  northeast  corner  of 
Tenth  and  McGee  Streets,  the  company  owning  304  ft. 
on  McGee  and  128  ft.  on  Tenth,  and  also  a  strip  in  the 
center  of  the  block  through  to  Oak.  The  building  will 
be  erected  on  the  corner  with  200  ft.  frontage  on  McGee 
Street.  The  ground  floor  will  be  used  for  the  passenger 
station,  except  for  stores  and  a  restaurant  on  the  street 
frontages.  The  concourse  and  waiting  rooms  will  have 
the  height  of  two  stories,  a  mezzanine  floor  around  the 
waiting  room  being  used  for  beauty  shops,  writing 
rooms,  etc.  The  main  building  will  be  ten  stories  in 
height  on  the  McGee,  Tenth  and  trainshed  sides,  with 
an  open  court  above  the  concourse  and  west  side  of 
the  building.  This  vnll  provide  light  and  air  for  the 
offices,  the  concourse  having  a  skylight.  Public 
entrances  will  be  on  both  McGee  and  Tenth  Streets. 

Building  Will  Have  Many  Good  Features 

The  building  will  be  high  class  in  every  respect.  The 
concourse  or  main  lobby  will  be  finished  in  marble  with 
marble  columns  and  tile  floors.  It  will  contain  the 
ticket  ofllces,  baggage  and  parcel  windows.  Entrances 
to  the  restaurant  and  the  various  stores  will  also  be 
included.  There  will  be  a  large  general  waiting  room, 
and  a  separate  waiting  and  retiring  room  for  women 
will  be  provided. 

The  trainshed  will  have  six  tracks,  each  of  which 
will  hold  six  cars.  North  of  the  trainshed  will  be  a 
building  for  the  trainmen  and  an  emergency  hospital. 

All  trains  will  enter  the  station  over  the  tracks  of 
the  Kansas  City  Railways  via  Tenth  and  Oak  Streets.' 
They  will  loop  through  the  station  and  leave  by  way 
of  McGee  Street. 

The  location  of  the  station  downtown,  at  the  very 


600 


Electric    Eailway    Jouknal 


Vol.  61,  No.  14 


edge  of  the  high-class  shopping  district,  is  considered 
significant.  This  was  a  factor  in  the  decision  to  pro- 
duce a  particularly  fine  type  of  building,  which  should 
assist  in  development  of  the  downtown  district.  The 
location  will,  it  is  said,  also  greatly  encourage  traffic 
because  of  its  convenience,  visitors  leaving  trains  close 
to  the  business  center.  The  fact  that  trains  and  wait- 
ing rooms  are  on  the  same  ground  floor  also  is  expected 
to  encourage  traflfic. 

About  4,000,000  passengers  now  come  into  Kansas 
City  annually  over  the  electric  lines.  The  station,  it 
is  estimated,  will  accommodate  7,000,000  annually. 
Oflacers  of  the  central-station  company  suggest  that  use 
of  the  new  station  will  encourage  the  construction  of 
new  electric  lines. 

The  preliminary  engineering  work  toward  the  loca- 
tion of  the  central  station  was  done  by  Robert  P. 
Woods,  now  vice-president  and  general  manager  of  the 
Kansas  City,  Clay  County  &  St.  Joseph  Railway.  Mr. 
Woods  made  pyossible  trackage  layouts  at  various  loca- 
tions, studying  them  in  their  relation  to  connections 
with  local  and  entering  lines,  and  with  reference  to  the 
city's  physical  and  commercial  development.  These 
studies  were  considered  by  the  interurbans  prior  to  the 
organization  of  the  company  which  financed  the  pur- 
chase of  the  site,  and  which  now  has  completed  steps 
toward  financing  the  building.  Howard  E.  Huselton 
and  Leslie  E.  Baird,  who  were  given  the  task  of  select- 


ing the  site  and  who  enlisted  Mr.  Woods'  aid,  were 
instrumental  in  securing  the  franchise  and  in  organiz- 
ing the  central  station  company. 


Compulsory  Motor  Insurance 

A  SERIES  of  arguments  on  the  need  of  compulsory 
insurance  to  cover  accidents  caused  by  automobiles 
has  recently  been  made  public  by  Jonas  Rice,  general 
manager  of  West  Chester  Street  Railway,  Philadel- 
phia, Pa.,  and  has  been  attracting  considerable  attention 
in  Pennsylvania.  Mr.  Rice  advocates  the  plan  of  mak- 
ing the  insurance  policy  apply  not  to  the  driver  but  to 
the  car  and  requiring  the  showing  of  such  a  policy 
before  a  car  is  licensed.  The  Philadelphia  Evening 
Bulletin  has  printed  Mr.  Rice's  arguments  at  length, 
with  the  views  of  various  representatives  of  automobile 
interests  on  the  subject,  and,  in  general,  they  support 
the  plan.  A  summary  is  also  printed  under  the  heading 
"A  Word  for  Compulsory  Motor  Insurance"  in  the 
Literary  Digest  for  March  24,  1923. 

During  1922  the  London  County  Council  Tramways 
carried  726,000,000  passengers,  this  being  the  highest 
number  on  record.  The  total  shows  an  increase  of  36,- 
000,000  passengers  over  1921,  which  is  ascribed  to  im- 
proved service  and  lower  fares.  The  average  speed  of 
cars  has  been  increased  so  that  it  is  now  the  highest 
tramway  speed  attained  in  Great  Britain. 


April  7,  1923 


Electric    Railway    Journal 


601 


One-Man  Cars  Desirable 

At  a   Hearing  in  Washington,   Statistics  and   Other 

Testimony  Show  the  Value  of  One-Man  Operation 

from  Safety  and  Other  Standpoints 


AT  A  HEARING  held  before  th'e  Public  Utilities 
l\  Commission  of  the  District  of  Columbia  on  the 
■J.  \~  subject  of  one-man  cars  on  Feb.  21  some  interest- 
ing testimony  was  brought  out.  The  hearing  was  held 
because  of  complaints  by  several  citizens  that  the  re- 
converted one-man  cars  recently  put  in  service  by  the 
Washington  Railway  &  Electric  Company  were  objec- 
tionable. The  complainants  admitted  that  the  cars  had 
a  place  in  transportation 
service,  but  claimed  that 
their  service  should  be  con- 
fined to  the  suburban  sec- 
tions. The  company  has 
seventy  of  these  cars  in 
operation. 

W.  F.  Ham,  president 
Washington  Railway  &  Elec- 
tric Company,  was  the  first 
witness.  He  said  that  on  a 
basis  of  1,523,823  car-miles, 
the  one-man  cars  had  had 
4.20  passenger  accidents  per 
thousand  car-miles,  whereas 
the  two-man  cars,  on  a  basis 
of  9,991,704  car-miles,  had 
had  9.58  passenger  accidents 
per  thousand  car-miles.  Cer- 
tain accidents,  such  as  oc- 
cur in  boarding  and  alight- 
ing, have  been  greatly  re- 
duced with  the  one-man  car. 
For  accidents  of  all  kinds 
the  one-man  cars  had  shown 
29.92  per  thousand  car-miles 
as  against  the  two-man  car 

figure  of  30.04.  This  includes  every  accident,  even 
trivial  ones.  Other  figures  were  given  to  show  the 
greater  immunity  from  accidents  with  the  one-man  car. 
The  only  serious  accident  which  has  been  experienced 
was  when  a  controller  flashed  and  some  of  the  passen- 
gers became  panic-stricken  and  tried  to  get  out  quickly 
by  the  windows  instead  of  the  rear  door.  To  prevent 
a  recurrence  of  this  trouble,  since  that  time  a  line 
switch  has  been  installed,  and  a  painted  handle  to  indi- 
cate the  means  of  opening  the  emergency  exit  door. 
The  accompanying  view  of  the  interior  of  the  car  shows 
this  emergency  handle  at  the  right  of  the  vestibule  and 
over  the  ratchet  brake  wheel.  The  emergency  handle 
is  painted  with  stripes,  and  lettering  appears  just  above 
it  reading  "emergency  door  lever."  It  is  true,  Mr.  Ham 
continued,  that  the  car  has  only  the  front  entrance,  but 
this  he  considered  an  advantage  as  the  emergency  exit 
would  not  be  blocked.  The  most  serious  accident  the 
company  ever  had  was  with  an  open  type  of  car  where 
there  were  twenty-eight  exits,  fourteen  On  each  side. 
Data  on  comparative  accidents  with  one  and  two-man 
cars  as  given  in  the  accompanying  table  were  presented. 

The  patronage  in  Washington  did  not  indicate  that 
the  cars  weren't  popular  there.    On  the  lines  on  which 


Front  of  One-Man  Car,  Showing  EmerKency  Door  Liever 
with  Painted  Handle 


these  cars  were  being  operated,  during  the  last  five 
months  there  had  been  a  slight  increase  in  traffic, 
whereas  on  the  whole  system  there  had  been  1.14  per 
cent  decrease.  Mr.  Ham  brought  out  that  the  discon- 
tinuance of  one  man  on  seventy  cars  during  the  year, 
even  at  the  higher  wage  paid  for  one-man  car  opera- 
tion, would  save  the  company  $157,000  a  year.  The  in- 
come of  the  company  during  1922  available  for  a  return 

was  $739,620,  which  was 
$315,886  short  of  6  per  cent 
on  the  value  of  the  property 
as  determined  by  the  com- 
mission. If  the  one-man 
cars  operated  had  not  been 
available  this  income  would 
have  been  reduced  by  $71,- 
879.  Particulars  were  also 
given  of  the  extent  of  the 
one-man  car  service  in  other 
cities. 

The  cost  to  convert  the 
cars  was  about  $1,800  a  car. 
The  cost  of  a  new  car  would 
be  $7,702,  about  the  same 
as  for  a  two-man  car.  Views 
of  the  one-man  car  operated 
were  shown. 

Henry  G.  Bradlee,  Stone 
&  Webster,  the  next  witness, 
then  gave  some  particulars 
of  the  thirty  street  railways 
operated  by  that  organiza- 
tion and  the  development  of 
the  Bimey  car  in  1916.  The 
success  with  this  led  to  the 
development  of  the  larger  double-truck  one-man  car. 
The  Stone  &  Webster  organization  now  operates  about 
500  Birney  cars,  both  single  and  double  truck,  and  100 
converted  cars.  Records  kept  by  Stone  &  Webster  show 
that  on  their  properties  during  a  recent  twelve-month 
period  18,000,000  car-miles  were  run  by  one-man  cars 
and  14,000,000  by  two-man  cars,  with  accident  records 
per  10,000  car-miles  for  the  one-man  cars  3.8,  and  for 
the  two-man  cars  5.76,  or  34  per  cent  less  for  the  one- 
man  car.  Serious  injuries  had  decreased  51  per  cent 
with  the  one-man  car.  Mr.  Bradlee  attributed  the  re- 
duction of  accidents  principally  to  the  decrease  in  step 
accidents,  because  passengers  board  the  car  under  the 
eye  of  the  operator.  He  pointed  out  that  in  Philadel- 
phia the  Chamber  of  Commerce  of  that  city  had  inves- 
tigated the  conditions  on  this  type  of  car  in  136  cities 
and  approved  the  operation  of  the  car  for  Philadelphia. 
In  St.  Joseph,  Mo.,  at  the  request  of  City  Council, 
the  city  engineer  had  carried  on  extensive  experiments 
to  determine  the  value  of  the  safety  devices  on  the 
one-man  type  of  car  and  had  reached  the  conclusion 
that  the  car  with,  these  safety  devices  was  safer  than 
the  ordinary  two-man  car;  In  the  course  of  these  ex- 
periments a  Birney  car  was  started  at  the  top  of  an 


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602 


Electric    Railway    Journal 


Vol  61,  No.  14 


11  per  cent  grade  after  the  trolley  had  been  pulled 
down  and  the  air  and  hand  brakes  had  been  discon- 
nected, but  the  motorman  was  able  to  stop  the  car 
within  120  ft.  by  reversing  the  motors.  In  Seattle  the 
municipality  had  continued  and  extended  the  use  of 
one-man  cars  on  the  recommendation  of  Peter  Witt. 
In  Detroit  one-man  cars  had  been  forbidden  until  the 
city  engaged  in  street  railway  operation,  when  a  num- 
ber of  Birney  cars  were  immediately  ordered. 

Mr.  Bradlee  said  that  sometimes  the  charge  was  made 
that  there  was  excessive  physical  and  mental  strain  to 
the  operator  of  a  one-man  car.  That  this  is  incorrect 
is  shown  by  the  fact  that  companies  have  no  diiiiculty 
in  securing  volunteers  among  their  operators  to  take 
these  cars  because  of  the  slight  bonus  paid,  and  by  the 
fact  that  accidents  are  reduced,  which  would  not  occur 
if  the  operator  was  subject  to  undue  strain. 

Tests  have  shown  that  it  takes  a  group  of  passengers 
somewhat  longer  to  board  Birney  cars  than  two-man 

COMPARISON  OF  INJURY  ACCIDENTS   WITH  TOTAL  ACCIDENTS 
DIVIDED  AS  TO  ONE-MAN  CARS  AND   TWO-MAN   CARS  FOR    1922 
One-Man  Car  Accidents  Two-Man  Car  Accidents 
Injury  Total  Per  Injury  Total          Per 
Acci-  Acci-  100.000     Acci-  Acci-     100,000 
dents  dents  Car-  dents  dent*        Car- 
Number  Number  Miles  Number  Number    Miles 
Passenger  Acddentfi: 

Boarding 4  12  0.79  79  271       2.71 

.yighting 5  15  0.98  126  423       4.24 

Fellfromcar 0  0  ...  3  18       0.18 

FeUincar 7  17  1. 12  58  143       1.43 

.Stealing  ride 0  0  ...  0  0 

Brakehandle 0  0  ...  II  II       0.11 

Collision  of  cars 2  20  1.31  7  91       0.91 

Non-Passenger  Accidents: 

Collision,  vehicles 10  361  23.69  74  1,686     16.87 

ColUsion.  persons 10  13  0.85  51  122       1.22 

CaroiTtrack 0  0  ...  4  5       0.05 

Assaults,  ejecetc 0  I  0.06  0  24       0.24 

Property  damage 0  3  0.20  0  32       0.32 

Miscellaneous 8  14  0.92  95  176       1.76 

Total 46  456         29.92         508  3,002     30.04 

Notes:   10.1  injury  accident  per  1 00  one-man  car  accidents. 
16.9  injury  accidents  per  1 00  two-man  car  accidents. 
One-man  car-miles,   1,523,823;  two-man  car-miles,  9,991,704.      Accidents  in 
favor  of  one-man  cars  per  100,000  car-miles,  5. 38. 

Percentage  of  one-man  accidents  to  two-man  accidents  involving  personal 
injuries,  9 . 0.    Percentage  of  one-man  mileage  to  two-man  mileage,  15.2. 

cars,  perhaps  a  quarter  of  a  second  longer  per  passen- 
ger, but  the  Birney  cars  have  no  trouble  in  making  the 
two-man  schedule,  because  of  their  more  rapid  accelera- 
tion. The  records  of  the  J.  G.  Brill  Company  show  that 
in  percentage  of  all  cars  built  at  its  works  one-man 
cars  constituted  in  1917  28  percent,  in  1918  42  per 
cent  and  in  1919  77  per  cent. 

The  speaker  then  gave  some  statistics  in  regard  to 
the  practice  of  the  Eastern  Massachusetts  Street  Rail- 
way with  one-man  cars,  95  per  cent  of  its  service  now 
being  of  this  type,  and  said  that  in  all  New  England 
there  are  455  single-truck  and  417  double-truck  cars  for 
one-man  operation.  The  one-man  car  is  used  with  every 
kind  of  service  except  where  train  operation  is  advis- 
able, that  is  to  say,  it  is  used  in  city  service,  in  subur- 
ban service,  in  one-fare  zones,  in  more  than  seven  zones, 
and  in  the  subway  in  Boston.  Since  1917  nineteen 
states  have  approved  one-man  car  operation,  Montana 
being  the  latest. 

The  one-man  car  is  the  effort  of  the  industry  to 
adapt  itself  to  modern  economic  conditions.  In  1898 
the  cost  of  operation  of  the  two-man  car  was  practically 
50  per  cent  of  that  today,  and  the  one-man  car  prevents 
the  cost  going  as  high  as  it  otherwise  would,  as  each 
car  saves  from  $2,000  to  $3,000  a  year. 

He  considered  the  Washington  Railway  &  Electric 
Company's  car  vdth  its  double-door  front  entrance  better 
than  a  car  with  a  single  entrance  for  Washington  con- 
ditions.   He  did  not  know  of  any  city  in  which  service 


was  given  by  Stone  &  Webster  where  serious  opposition 
had  developed  against  one-man  car  operation. 

C.  E.  Morgan,  Brooklyn  City  Railroad,  was  another 
witness.  He  said  that  in  Brooklyn  there  are  206  single- 
truck  Birney  cars,  fifty  double-truck  converted  one-man 
cars  with  a  single  passageway,  and  175  cars  whose 
platforms  had  been  lengthened  to  provide  for  double 
passageways  and  to  permit  either  one-man  or  two-man 
operation.  The  company  has  sixty-eight  lines,  thirty- 
eight  of  which  are  operated  with  one-man  cars.  In 
January,  1923,  the  double-truck  two-man  cars  made 
3,332,920  car-miles,  the  Birney  cars  594,337  car-miles, 
and  the  double-truck  one-man  cars  260,005  car-miles. 
The  one-man  cars  are  used  in  all  sorts  of  service,  in- 
cluding that  on  the  Brooklyn  Bridge,  and  are  operated 
on  Fulton  Street  in  the  most  congested  part  of  Brook- 
lyn, where,  on  this  trunk  line,  they  are  mixed  in  with 
other  cars  and  trains,  all  operating  on  a  nine-second 
headway  in  the  evening  rush  hour.  Their  average  time 
for  loading  and  unloading  is  no  greater  than  any  other 
car  operated  in  Brooklyn,  the  average  stop  being  five 
seconds.  On  Nassau  Avenue  these  cars  run  on  a  two- 
minute  headway,  in  one  direction  pay-as-you-enter  and 
in  the  opposite  direction  pay-as-you-leave.  It  is  the 
practice  in  Brooklyn  to  make  frequent  traffic  studies 
and  change  the  schedule  in  accordance  with  the  needs, 
but  there  is  only  one  route,  Jamaica  Avenue,  where 
additional  running  time  is  required  because  of  in- 
creased traffic  and  the  one-man  car. 

Mr.  Morgan  also  pointed  out  that  traffic  officers  par- 
ticularly favor  the  one-man  car  because  when  they  give 
the  signal  to  start  to  the  motorman  he  does  not  have  to 
wait  for  the  conductor's  signal.  One  case  where  there 
has  been  objection  to  one-man  cars  in  Brooklyn  is 
the  Nassau  Avenue  line,  where  pay-enter  had  not  pre- 
viously been  used,  and  the  objection  was  more  to  the 
change  in  the  method  of  collecting  fares  than  to  the  car 
itself.  If  it  were  not  for  the  one-man  car,  eleven  lines 
in  Brooklyn  would  not  be  paying  their  way.  The  aver- 
age schedule  speed  in  Brooklyn  for  all  cars  is,  average 
per  day,  9.7  m.p.h. ;  rush-hour,  9.204  m.p.h. 

Brooklyn  has  often  had  to  increase  the  number  of 
cars  on  a  line  to  handle  the  traffic.  The  figures  on  acci- 
dents per  100,000  car-miles,  as  reported  by  109  com- 
panies to  the  American  Electric  Railway  Association, 
are  forty-four  for  the  one-man  car  and  eighty-three  for 
the  two-man  car ;  for  collisions  196  for  the  one-man  car 
as  against  207  for  the  two-man  car.  There  have  been 
no  accidents  in  Brooklyn  due  to  the  use  of  only  one 
man  on  the  car.  The  experience  in  Brooklyn  did  not 
indicate  that  there  were  any  ill  effects  to  the  operator 
from  the  operation  of  the  one-man  cars  or  that  the 
work  was  considered  more  arduous.  In  fact,  the  men 
preferred  the  one-man  cars  because,  as  one  man  said, 
"He  was  his  own  boss."  Of  the  surface  car  mileage 
operated  in  Brooklyn  20.4  per  cent  is  furnished  by  means 
of  one-man  cars. 

Ventilation  Problem  Settled 

The  next  witness  was  William  A.  Pine  of  Chicago, 
vice-president  of  the  Railway  &  Utility  Company,  manu- 
facturer of  the  "Honeycomb"  ventilators  used  on  the 
cars  of  the  Washington  Railway  &  Electric  Company. 
He  explained  that  the  ventilator  was  used  extensively 
by  street  and  steam  railroads.  He  presented  a  chart 
showing  the  cubic  feet  of  free  air  discharged  per  hour 
from  a  railway  car  at  different  wind  velocities.  He 
pointed  out  that  at  10  m.p.h.,  the  average  speed  of  the 


April  7,  1923 


Electric    Railway    Journal 


603 


Washington  cars,  17,000  cu.ft.  of  air  per  hour  per  ven- 
tilator would  be  changed  in  the  car  each  hour  with 
the  windows  and  doors  open.  With  the  doors  and  win- 
dows closed  the  six  ventilators  would  exhaust  75,000 
cu.ft.  of  air  per  hour,  equivalent  to  thirty  changes  per 
hour.  The  ventilator  is  used  on  20,000  street  and  elec- 
tric cars  in  the  United  States.  It  is  particularly  well 
adapted  to  one-man  cars  because  a  car  with  closed  ends 
does  not  have  the  natural  ventilation  that  one  does  with 
both  ends  constantly  being  opened. 

One  of  the  operators  then  testified.     He  had  been 
running  a  car  for  one  and  a  half  years  and  thought  it 


safer  than  a  two-man  car,  and  he  had  found  no  trouble 
in  performing  his  duties  and  had  noticed  no  ill  effects 
on  his  health.  The  men  choose  one-man  cars  in  prefer- 
ence. 

J.  H.  Hanna,  vice-president  Capital  Traction  Com- 
pany, said  he  had  had  very  slight  experience  with  the 
one-man  cars,  but  was  very  glad  to  see  the  commission 
approve  them  and  would  object  if  the  commission  at- 
tempted to  curtail  the  use  of  these  cars,  as  some  of  his 
lines  could  be  operated  with  satisfactory  results  with 
the  one-man  cars.  He  would  probably  purchase  some 
today  if  he  was  in  the  market  for  new  equipment. 


Better  Methods  for  Taxing  Utilities 

Special  Committee  of  National  Tax  Association  Recommends  Gradaated 

Gross  and  Net  Earnings  Tax  as  Most  Equitable  Method,  and  Favors 

Abandonment  of  Property  Taxes  for  Utilities' 


AT  THE  conference  of  the  National  Tax  Association 
l\  in  1920  a  committee  was  appointed  to  make  a 
Jl  a.  study  of  the  taxation  of  public  utilities  engaged  in 
interstate  commerce.  This  committee  was  composed  of 
Hon.  Frederick  M.  Davenport,  member  of  the  New  York 
State  Senate,  chairman ;  J.  G.  Armson  of  the  State  Tax 
Commission  of  Minnesota,  Fred  R.  Fairchild  of  Yale 
University,  F.  N.  Fletcher  of  the  Nevada  Public  Econ- 
omy League,  and  M.  T.  Sanders  of  the  Northern  Pacific 
Railway.  This  committee  has  just  presented  a  report 
covering  this  subject. 

In  his  capacity  as  chairman  of  the  New  York  State 
joint  legislative  committee  on  taxation  and  retrench- 
ment Senator  Davenport  has  paid  particular  attention 
to  the  subject  of  utility  taxation.  The  Electric  Rail- 
way Journal  at  various  times  has  published  the  re- 
sults of  his  work.  In  the  issue  of  Feb.  4,  1922,  a  volu- 
minous report  to  the  Legislature  of  New  York  is  ab- 
stracted, covering  utility  taxation  in  this  state.  In  the 
issue  of  Feb.  17,  1923,  is  the  abstract  of  an  address 
by  Senator  Davenport  on  the  same  problem  presented 
at  the  mid-year  meeting  of  the  American  Electric  Rail- 
way Association  in  Washington,  D.  C,  Feb.  16,  1923. 

The  committee  states  that  it  has  made  investigations 
covering  the  past  two  years.  The  following  is  an  ab- 
stract of  its  report,  just  presented  to  the  National  Tax 
Association : 

There  is  great  confusion  in  the  taxation  of  property 
of  interstate  public  utilities,  resulting  from  an  extraor- 
dinary variety  of  taxes  and  of  methods  being  pursued 
in  different  states.  There  is  duplication  and  con- 
fusion arising  from  the  decentralized  taxation  of  prop- 
erty by  local  jurisdictions  and  there  is  also  lack  of  any 
guiding  principle  in  the  taxation  of  public  utilities  and 
in  the  placing  of  taxes  in  the  tax  system  as  a  whole. 

From  the  bewildering  collection  of  tax  methods  the 
committee  finds  it  possible  to  select  three  outstanding 
types.  These  are  (1)  the  ad  valorem  basis;  (2)  the 
capitalization  basis;  (3)  the  earnings  basis. 

Under  the  ad  valorem  basis  the  tax  is  imposed  upon 
the  value  of  the  property  of  the  corporation.  It  is 
most  widely  employed.  About  half  the  states  use  it 
exclusively  for  the  taxation  of  steam  roads  and  nearly 
as  many  for  the  exclusive  tax  on  telephone  and  tele- 


graph companies.  About  a  dozen  states  use  it  as  the 
only  method  for  taxing  electric  railways  and  water,  gas 
and  electric  properties.  This  method  as  employed  in 
the  more  progressive  states  involves  expert  valuation 
of  the  property  of  the  corporation  as  a  whole.  It  is 
also  used  in  connection  with  other  methods  in  many 
other  states. 

The  capitalization  basis  involves  the  imposition  of  a 
tax  upon  the  securities  of  the  corporation.  Sometimes 
the  stock  only  is  taxed,  while  in  other  cases  the  bonds 
are  also  included.  This  is  generally  unsatisfactory  and 
is  of  declining  importance.  It  is  only  used  alone  by  a 
few  states,  perhaps  a  half  dozen  combining  it  with 
other  methods. 

Next  to  the  ad  valorem  method,  the  earnings  basis  is 
in  widest  use.  The  tax  is  a  certain  percentage  of  the 
earnings,  the  rate  being  fixed  to  make  the  tax  corre- 
spond roughly  with  the  property  tax  generally.  This 
form  of  tax  is  almost  always  based  on  the  gross  earn- 
ings of  the  corporation. 

The  committee  states  that  the  lack  of  any  guiding 
principle  is  evidenced  by  even  a  cursory  study  of  pres- 
ent methods  of  taxation.  This  is  not  merely  a  result  of 
difference  of  opinion  regarding  the  means,  but  it  rep- 
resents a  lack  of  agreement  on  fundamental  matters 
and  principles. 

In  formulating  its  recommendations  the  committee 
has  assumed  the  general  plan  of  taxation  outlined  by 
the  committee  on  a  model  tax  system  of  the  same  asso- 
ciation. In.  this  three  taxes  are  included:  (1)  An  in- 
dividual income  tax;  (2)  a  property  tax  on  real  estate 
and  tangible  properties  but  not  on  intangibles;  (3)  a 
business  tax.  The  committee  feels  that  taxation  of 
tangible  personal  property  is  destined  to  hold  a  less 
important  place  in  the  future. 

Economic  Relations  of  Public  Utilities 

Utilities  are  distinguished  from  other  business  enter- 
prises by  two  important  characteristics:  (1)  They  are 
in  possession  of  certain  special  privileges  granted  by 
the  government;  (2)  they  are  under  obligation  to  ren- 
der service  and  make  reasonable  charges  therefor.  This 
double  obligation  is  enforced  by  public  regulation. 

There  are  three  theories  of  taxation  of  utilities:  (1) 


604 


Electric    Railway    Journal 


Vol.  61,  No.  14 


Heavy  taxation  to  be  passed  to  the  consumer;  (2)  no 
taxation;  (3)  taxation  on  an  equality  with  other  busi- 
ness. The  committee  states  that  the  first  is  unsound, 
making  high  rates  for  service  necessary,  but  the  tax 
will  take  all  over  a  fair  return.  The  utilities  thus  act 
as  tax  gatherers  for  the  government.  The  committee 
considers  this  unsound.  It  calls  for  unequal  distribu- 
tion of  taxes  on  account  of  unequal  use  of  the  facilities 
by  the  public.  If  the  rates  are  as  high  as  the  traffic 
will  bear  it  is  futile  to  attempt  to  shift  taxes  in 
this  way. 

The  second  theory,  that  of  no  taxation,  is  also  un- 
tenable, as  the  utilities  are  granted  certain  privileges 
from  the  government  like  any  other  property  owners. 
Such  governmental  service  must  be  regarded  as  one  of 
the  costs  of  service. 

The  third  basis  the  committee  declares  to  be  sound, 
as  the  general  principle  of  equality  in  taxation  will  be 
questioned  by  few.  The  committee  fails  to  find  any 
valid  argument  for  Heparture  from  this  principle  in 
the  case  of  the  taxation  of  public  utilities. 

The  committee  emphasizes  two  points  in  this  con- 
nection. First,  it  should  be  recognized  that  equality 
of  taxation  does  not  require  uniformity  of  methods  or 
of  rates,  but  refers  only  to  the  burden  of  taxation. 
Second,  the  equality  must  be  real  and  not  merely  for- 
mal. For  example,  the  development  of  an  efficient  proc- 
ess for  the  centralized  assessment  of  public  utility  cor- 
porations may  produce  gross  inequality  because  equally 
efficient  methods  of  assessment  are  not  applied  to  other 
taxpayers. 

To  fit  utility  taxation  into  the  model  tax  system,  it 
must  be  remembered  that  a  fair  measure  of  the  con- 
tribution to  be  demanded  is  the  essential,  but  that  the 
methods  used  may  vary.  The  individual  income  tax  does 
not  enter  into  corporation  taxation.  The  burden  of  the 
property  tax  should  depend  on  the  amount  of  real  estate, 
i.e.,  land  and  buildings.  The  basis  of  the  assessment 
must  be  the  same  as  for  other  taxpayers.  A  business 
tax  should  be  levied  similar  to  that  from  other  business. 
The  committee  feels  that  a  special  tax  treatment  is 
required  because  of  the  character  of  the  property  and 
on  account  of  rate  regulation.  The  property  is  peculiar 
on  account  of  its  highly  technical  character,  since  its 
value  can  be  appraised  only  as  a  whole,  and  on  account 
of  the  widespread  locations  of  the  property  in  many  tax 
jurisdictions. 

The  assessment  of  public  utilities  is  a  special  prob- 
lem. Local  assessors  generally  are  not  qualified  for 
this  work,  while  central  assessment  brings  the  danger 
that  the  property  will  be  fully  valued,  whereas  prop- 
erty in  general  is  largely  undervalued  or  overlooked. 
These  peculiarities  already  have  met  with  a  breakdown 
of  the  old  general  property  tax  as  applied  to  public 
utilities. 

Proposed  Method  for  Taxing  Utilities 

Rate  regulation  and  taxation  must  go  together  and 
supplement  each  other.  The  utility  should  in  the  long 
run  be  enabled  to  earn  a  fair  return  on  all  its  properties 
and  secure  fresh  capital,  if  required,  for  proper  main- 
tenance and  development  of  the  enterprise.  The  return 
must  permit  abnormal  profits  in  good  years  to  offset 
smaller  profits  or  losses  in  other  years.  Taxation  should 
take  part  of  these  extra  profits  made  under  unexpectedly 
favorable  conditions  or  by  the  more  fortunate  corpora- 
tions. 

Experience  shows  that  the  choice   of  the  taxation 


basis  practically  is  narrowed  down  to  the  ad  valorem 
basis,  which  is  open  to  the  serious  objections  already 
pointed  out,  and  an  earnings  basis.  The  thing  that 
really  gives  worth  to  a  corporation  is  its  earning  power. 
An  earnings  tax  involves  the  fewest  theoretical  diffi- 
culties, and  is  comparatively  simple  and  inexpensive  to 
administer.  It  usually  fluctuates  with  the  prosperity  of 
the  corporation  and  generally  is  equitable  between  cor- 
porations. 

The  next  question  has  to  do  with  the  relative  merits 
of  net  earnings  and  gross  earnings  as  the  basis  of  the 
tax.  The  committee  considers  the  net  to  be  the  fairest 
and  most  accurate  measure  of  ability  to  pay  taxes,  but 
the  gross  earnings  method  has  the  advantage  of  greater 
certainty  and  simplicity,  gross  earnings  being  a  matter 
of  fact  about  which  there  seldom  can  be  a  difference  of 
opinion.  The  determination  of  net  income  involves  the 
deduction  of  a  great  variety  of  expenses,  requiring 
exercise  of  judgment  and  possibility  of  disagreement 
and  evasion. 

The  decision  really  rests  upon  the  fundamental  ques- 
tion as  to  whether  the  obligation  to  contribute  to  the 
support  of  the  state  is  to  be  limited  to  those  corpora- 
tions that  make  profits.  If  so,  the  net  earnings  tax 
is  indicated.  If  all  corporations  are  to  contribute,  and 
if  taxes  are  one  of  the  necessary  costs  of  business,  the 
gross  earnings  tax  is  the  proper  method.  Obviously 
the  government  must  function  in  years  when  business 
is  poor,  as  well  as  in  years  of  prosperity. 

This  practical  consideration  seems  to  preclude  com- 
plete adoption  of  the  net  earnings  basis.  In  the  opinion 
of  the  committee  the  dilemma  may  be  met  by  a  combina- 
tion of  gross  and  net  earnings  taxes.  The  tax  should 
be  upon  the  net  at  a  certain  rate  with  the  proviso  that 
the  tax  should  never  be  less  than  a  certain  per  cent  of 
the  gross.  This  is  the  same  as  providing  two  taxes,  one 
on  the  gross  at  a  moderate  rate,  the  other  on  the  net 
at  a  higher  rate,  with  the  proviso  that  the  tax  collected 
is  the  higher  of  the  two.  For  example,  a  tax  might  be 
provided  at  10  per  cent  of  the  net  or  2  per  cent  of  the 
gross,  whichever  were  greater.  Such  a  combination  tax 
is  a  reasonable  compromise  between  the  gross  earnings 
and  the  net  earnings  basis. 

Virtually  the  same  result  could  be  obtained  by  a  pro- 
gressive gross  earnings  tax,  starting  with  a  moderate 
rate  where  the  net  earnings  bear  a  small  ratio  to  the 
gross  or  are  non-existent,  and  advancing  with  the  in- 
crease in  ratio  of  net  to  gross.  Such  a  combination  tax 
is  a  reasonable  compromise  between  the  gross  earnings 
and  the  net  earnings  methods.  Based  primarily  on  net 
earnings  the  tax  takes  account  of  the  varying  abilities 
of  the  several  utilities  to  pay,  while  the  requirement 
of  a  minimum  contribution  meets  the  public  require- 
ment of  regular  and  dependable  revenue.  By  a  proper 
adjustment  of  the  rates  the  burden  may  be  made  to 
correspond  fairly  with  the  property  tax  on  other  tax- 
payers, remembering  that  much  intangible  property  and 
also  a  good  deal  of  tangible  property  escape  under  the 
general  property  tax.  The  yearly  fluctuations  of  this 
utility  tax  may  be  reduced  by  taking  as  a  base  the 
average  of  the  earnings  of  several  years  instead  of  a 
single  year.  Additional  tax  on  the  net  may  serve  to 
take  some  part  of  the  profits  from  the  more  favorably 
situated  utilities.  The  committee  is  inclined  to  favor 
such  a  tax. 

The  committee  is  firmly  convinced  that  with  the  alter- 
native gross  or  net  tax  as  an  exclusive  tax  no  further 
taxation  of  the  utility's  property,  either  real  or  personal. 


April  1,  1923 


Electric    Railway    Journal 


605 


need  be  required.  Probably  most  states  will  see  fit  to 
continue  taxation  of  real  estate  at  least,  in  which  case 
the  amount  of  such  tax  should  be  allowed  as  a  deduc- 
tion from  the  earnings  tax,  or  adequate  allowance 
should  be  made  in  fixing  rates  for  the  earnings  tax. 

Doubt  is  sometimes  expressed  as  to  the  constitutional 
power  of  a  state  to  impose  a  tax  measured  by  gross 
earnings  derived  from  interstate  commerce,  but  the 
committee  states  that  this  can  arise  only  from  mis- 
apprehension of  the  decisions  of  the  United  States  Su- 
preme Court. 

As  to  the  apportionment  of  taxes  on  interstate  utili- 
ties, the  committee  states  that  in  view  of  the  scope  of 
the  problem  and  the  issues  involved,  it  requests  an  op- 
portunity to  study  the  subject  further. 


"Move  Up  Front" 

VARIOUS  methods  of  inducing  passengers  to  move 
to  the  front  of  the  car  after  they  enter  at  the  rear 
platform  have  been  tried  by  railway  companies,  with 
varying  degrees  of  success.  The  Georgia  Railway  & 
Power  Company,  which  operates  the  Atlanta  system,  is 
using  a  new  method.    This  consists  of  a  series  of  car 


WHEN  YOU  MOVE  UP  FRONT 

YOU Speed  Up  Service 

TRY  IT  AND  SEE! 

GEORGIA  RAILWAY  &  POWER  COMPANY 

P  S.  ARKWRIGHT.  Presidfiil 


One  of  tlio  Cards  Urging:  Passengrerg  to  "Move  TTp  Front" 

cards  which  tell  the  advantages — -to  the  passenger — 
of  following  this  commendable  practice.  These  car 
cards  read  alike  except  for  the  second  line.  This 
is  varied  to  give  the  reason. 

One  of  these  cards  is  reproduced  herewith.  The 
others  are  like  it  except  for  the  second  line,  which  reads 
as  follows: 

"You  Help  Yourself  and  Others." 

"You  Keep  Your  Seat  Longer,  Women  Will  Not  Move 
Up  Front." 

"You  Stand  More  Comfortably." 

"You  Get  a  Seat  More  Quickly." 


Speeding  Up  Swiss  Railway 
Electrification 

THE  director-general  of  the  Swiss  Federal  Railways 
states  that  the  railway  electrification  program  of 
the  government  is  to  be  pushed  rapidly.  The  adminis- 
tration has  been  hampered  by  high  costs  of  materials, 
which  reached  a  peak  of  130  to  140  per  cent  above 
normal  and  are  still  70  to  80  per  cent  higher  than  in 
1913.  However,  bituminous  coal  costs  twice  as  much 
as  in  that  year,  hence  the  incentive  to  electrification 
is  strong. 

At  present  238  miles  of  the  federal  railways  are  in 
electric  operation,  as  follows:  Sitten-Iselle,  46*  miles; 
Berne-Scherzligen,    21    miles;    Lucerne-Chiasso    (Got- 


thard),  140  miles;  Lucerne-Zug,  16  miles;  Zug-Goldau, 
10  miles;  Immensee-Rotkreuz,  4i  miles.  The  Zug-Zu- 
rich  section  was  also  due  to  be  completed  within  the 
past  few  days. 

According  to  the  program  of  1918  other  lines  of  a 
combined  length  of  695  miles  were  to  be  electrified  in 
fifteen  years,  including  the  following:  Lausanne-Ge- 
neva, Solothurn-Olten,  Lausanne-Berne,  Basle-Brugg, 
Zurich-Olten-Berne,  Zurich-Winterthur,  Winterthur-St. 
Gall  and  Thalwil-Chur. 

The  electrification  program  will  require  more  than 
750,000,000  francs,  of  which  300,000,000  francs  had  been 
expended  up  to  the  end  of  1922.  In  addition  23,000,000 
more  will  be  required  for  the  reconstruction  of  bridges. 

Redently  the  schedule  has  been  advanced  with  a  view 
to  completing  the  above  program  by  1928,  or  at  the 
rate  of  about  118  miles  per  year. 

To  provide  electrical  energy  for  the  electrified  lines, 
the  power  of  the  Barberine  River  will  be  developed  first, 
in  the  plants  at  Vernayaz  and  Chatelard.  The  cost,  in- 
cluded in  the  above,  will  be  about  42,000,000  francs. 
Connections  will  be  arranged  with  the  St.  Gotthard  and 
Canton  of  Valais  power  plants.  Substations  will  be  con- 
structed at  Coppet,  Bussigny,  Yverdon,  Fribourg,  Biel, 
Burgdorf,  Basle,  Brugg,  Oerlikon,  Eglisau,  Winterthur, 
Gossau  and  Sulgen. 

Altogether  400  electric  locomotives  and  motor  cars 
will  be  required,  of  which  141  have  been  delivered  to 
date.  Of  the  total  expenditure  one-quarter  will  be  made 
abroad. 


St.  Louis  Will  Save  $189,900  in 
Power  Bills 

THE  use  of  an  Economy  meter  in  each  of  the  cars  of 
the  United  Railways  of  St.  Louis  will  result  in  a 
total  net  saving  for  the  first  year,  after  paying  for  the 
equipment,  of  $69,000,  according  to  figures  given  out 
recently  by  Col.  Albert  T.  Perkins,  general  manager 
for  the  receiver.  The  company  will  save  a  gross  total 
of  $189,900  in  power  bills  during  this  first  year. 
He  states  that  the  decision  to  equip  all  the  cars  with 
these  meters  was  based  on  two  considerations:  First, 
to  save  expense;  second,  to  conserve  current  so  that 
the  company  could  increase  the  car  service  without 
making  provision  for  additional  power.  He  said  that 
the  results  show  two  additional  economies  not  at  first 
considered — safer  operation  and  better  care  of  the 
equipment. 

According  to  the  instructions  given  the  motormen, 
there  are  four  ways  in  which  power  can  be  saved.  These 
are:  (1)  By  running  on  schedule  and  not  losing  time 
on  the  road;  (2)  by  not  running  on  the  resistance 
points  of  the  controller;  (3)  by  not  running  with  the 
power  and  brakes  on  at  the  same  time;  (4)  by  coasting 
every  foot  possible  without  using  power. 

Colonel  Perkins  stated  that  motormen  are  told  that 
running  on  schedule  saves  power,  as  it  is  then  not 
necessary  to  make  quick  getaways  and  short  stops  to 
pick  up  lost  time.  They  are  told  that  much  of  the  power 
taken  from  the  trolley  is  wasted  in  the  resistance  while 
running  on  the  resistance  points,  and  that  running 
with  brakes  and  power  both  on  means  that  power, 
brakeshoes  and  wheels  are  wasted.  Colonel  Perkins 
said  that  throughout  the  instruction  given  the  motor- 
men  it  is  emphasized  that  safety  of  passengers  is  the 
first  consideration,  with  schedules  second  and  power 
saving  third.  •   . 


606 


Electric    Railway    Journal 


Vol.  61,  No.  14 


The  Personal  Touch  in 
Public  Relations 

Some  of  the  Ways  in  Which  P.  F.  Sheehan,  Manager 

Fall  River  Division  Eastern  Massachusetts  Street 

Railway,  Is  Succeeding  in  Getting  Railway 

Patrons  to  Appreciate  the  Utility 

Point  of  View 

ABOUT  a  year  and  a  half  ago  P.  F.  Sheehan  was 
l\  transferred  from  the  managership  of  the  Brockton 
division  of  what  still  persists  in  the  minds  of  the  old- 
timers  as  the  Bay  State  Street  Railway  to  the  Fall  River 
division.  He  succeeded  A.  J.  Boardman ;  in  fact,  he  and 
Mr.  Boardman  swapped  places. 

Mr.  Sheehan,  who  is  familiarly  and  affectionately 
known  as  "Pat"  by  his  fellow  Rotarians  and  his  busi- 
ness compeers  generally,  his  Christian  name  being  Pat- 
rick, began  his  local  career  in  Fall  River  by  establishing 
friendly  relations  with  the  public  as  promptly  as  pos- 
sible. His  philosophy  ia  that  the  public  reflects  the 
temper  of  the  railway  management.  Thus  if  a  helpful 
reaction  from  patrons  is  expected  there  must  be  an  ag- 
gressive cordiality  from  the  manager  and  his  con- 
freres.   In  other  words,  believes  Mr.  Sheehan,  the  pub- 


The  Home  Rule  Committee  was  inaugurated  by  the 
Chamber  of  Commerce  about  three  years  ago.  Its  func- 
tion is  to  study  the  local  street  railway  situation  with 
respect  to  service,  etc.  It  meets  twice  each  month.  It 
is  helpful  both  to  the  public  and  the  railway  in  serving 
as  a  means  of  inspiring  confidence  in  the  service.  For 
example,  when  the  company  put  into  operation  a  re- 
duced fare  plan  under  which  it  sells  for  $1  a  twenty-trip 
ticket  which  any  number  of  people  can  use,  the  Home 
Rule  Committee  backed  up  the  company  as  to  the  rea- 
sonableness of  retaining  the  10-cent  cash  fare  for  those 
who  do  not  wish  to  invest  $1  at  one  time.  The  company, 
however,  made  a  concession  in  selling  a  divisible  ticket 
which  two  people  can  use  separately  although  it  must 
be  purchased  as  a  unit. 

Telling  the  Public  About  It 
The  Home  Rule  Committee  recently  requested  Mr. 
Sheehan  to  furnish  for  the  benefit  of  the  public  a  state- 
ment with  regard  to  the  work  performed  in  the  Fall 
River  district  during  1922.  This  gave  him  an  excellent 
opportunity  to  explain  the  different  jobs  that  had  been 
carried  out  which  had  been  made  possible  through  the 
"contributions  of  the  stockholders"  without  the  issu- 
ance of  additional  securities.  He  showed  that  23,880  ft. 
of  track  had  been  rebuilt,  several  thousand  feet  over- 


%     THE  STREET  RAILWAY 

^*        mom  TO  ITS  FRIENDS  AND  PJTRONS  BEST  WISHES  FOB 

B  IPerrv  Gbristmas  and  J\  liappv  Hew  Vear 

We  Willi  jrenn  of  peace  and  proq>erily  for  tlie  Fall  River  District  and  it<  People 

YOUR  PATRONAGE.  FRIENDSHIP  AND  COOPERATION  IS  APPRECIATED 

We  t>npe  wiA  your  wiggeabow  or  criticMm  to  mrnkt  the  tervkc  luch  thai  it  will  wuruH  jow  fiiuiimp 


'Rappy  new  Vear  Co  Jfir 


PHASE 


(  Have  Exact  rare  or  Ticket  Ready 
I  po  Not  stand  In  rront  tnd 
1  Keep  Exli  and  t  nirance  Clear 
(  Be  at  Door  When  Nearing  Stop 

US  TO  BETTER  SERVE  YOU 


Car  Cards  Used  I.agt  Holiday  Seagon  to  Promote  Good  Fublic  Kelationn 


lie  has  the  mirror-like  characteristic  of  reflecting  what 
it  sees  in  its  purveyor  of  public  service. 

In  coming  to  his  new  post.  Manager  Sheehan  found  a 
substantial  foundation  of  good  feeling  left  behind  by 
his  predecessor.  He  proceeded  at  once  to  build  on  this. 
He  addressed  a  letter  to  every  considerable  employer  of 
labor  in  town  asking  him  about  the  transportation  re- 
quirements of  his  employees  and  requesting  such  co- 
operation as  would  enable  the  company  to  have  cars  on 
hand  in  sufficient  numbers  where  and  when  they  were 
needed.  The  response  was  gratifying,  and  the  patrons 
expressed  satisfaction  that  it  was  proposed  to  consider 
and  meet  their  individual  requirements. 

The  next  step  was  to  write  to  local  merchants,  asking 
them  to  collect  for  the  benefit  of  the  service  such  criti- 
cisms as  their  employees  cared  to  make,  or  to  pass  on 
from  the  numerous  customers  with  whom  they  came  in 
contact.  The  result  of  this  rather  risky  procedure  was 
that  although  the  matter  was  canvassed  thoroughly  by 
the  merchants  among  their  employees  practically  no 
criticism  developed. 

Mr.  Sheehan  finds  that  his  relations  with  the  public 
are  greatly  facilitated  by  what  is  known  as  the  "Home 
Rule  Committee."  This  comprises  six  men,  including 
the  president  of  the  Board  of  Aldermen  and  the  city 
solicitor  as  ex  officio  members.  The  four  other  men  are 
picked  by  the  Mayor  to  represent  different  lines  of  busi- 
ness, including  labor.  At  present  the  membership  in- 
cludes a  mill  agent,  a  dry-goods  merchant  and  a  cotton 
broker.  The  terms  of  the  four  men  are  indefinite.  Mr. 
Sheehan  serves  as  secretary,  although  not  a  member  of 
the  committee. 


hauled  and  several  pieces  of  special  trackwork  put  in. 
In  the  performance  of  this  work  there  were  in  constant 
service  five  welding  machines  and  six  grinding  ma- 
chines. There  were  seam-welded  2,745  joints,  surface- 
welded  6,445  joints  and  ground  8,899  joints,  while 
23,458  ft.  of  corrugated  rail  was  surfaced.  Iti  new  and 
overhauling  work  14,872  creosoted  ties  were  installed. 
The  total  cost  of  the  trackwork  was  about  $190,000. 
A  fourth  Russell  sweeper  was  added  to  the  equipment 
as  well  as  three  cars  equipped  with  Root  scrapers. 
Many  other  improvements  were  mentioned  in  this  re- 
port 

Mr.  Sheehan  finds  the  liberal  distribution  of  time- 
tables for  all  of  the  local  lines  a  good  form  of  publicity. 
A  folder  is  distributed  for  each  line,  containing  first 
the  time  points  and  timetables  for  all  lines,  with  special 
information  for  the  individual  line  on  the  last  page. 

Last  Christmas  the  railway  did  a  number  of  public 
institutions  a  good  turn  by  sending  around  town  a  car 
with  a  Santa  Claus  on  the  roof  for  the  purpose  of  in- 
teresting possible  contributions  of  gifts  for  these  in- 
stitutions. The  merchants  co-operatied  in  this  effort 
with  the  result  that  the  institutions  were  liberally  re- 
membered on  Christmas  Day. 

Fall  River  is  one  of  the  important  divisions  of  the 
Eastern  Massachusetts  Street  Railway  system.  As  has 
been  mentioned  it  has  been  greatly  improved  physically 
during  the  past  months.  This,  together  with  the  efforts 
of  the  management  to  develop  a  friendly  attitude  on  the 
part  of  the  public,  ought  to  be  fruitful  in  still  further 
strengthening  the  position  of  the  division  in  the  local 
system. 


April  7,  1923 


Electric    Railway    Journal 


607 


Midi  Electrification 
Making  Rapid  Progress 

Direct-Current  Operation  Was  Inaugurated  Last  Octo- 
ber and  by  the  End  of  1923  Enough  of  the  System 
Will  Have  Been  Electrified  to  Demonstrate 
the  Expected  Economies 

THE  Midi  Railway,  in  southern  France,  has  made 
a  substantial  start  in  its  program  of  electriiication 
of  1,950  miles  of  line,  designed  to  permit  it  to  utilize 
the  abundant  water  power  which  is  available  in  the 
Pyrenees,  the  Cevennes,  and  the  "Massif  Central." 
Simultaneously  «(with  the  new  work,  which  is  being 
carried  out  at  1,500  volts  d.c,  the  single-phase  already 
installed  is  being  replaced  by  direct  current. 

Since  the  fall  of  last  year,  electric  trains  have  oper- 
ated between  Pau  and  Montrejeau,  and  in  1923  Toulouse 
in  one  direction  and  Dax  in  the  other  will  be  reached. 
The  electrification  will  be  rapidly  extended  until  within 
twenty  years,  unless  the  present  program  is  modified, 
only  the  Bordeaux-Cette  line  and  its  branches  will 
be  steam  operated. 

The  power  supply  for  the  Midi  electrification  will 
be  from  hydro-electric  stations,  with  three-phase,  50- 
cycle  transmission  at  60,000  volts.  Part  of  this  power 
will  be  used  at  60,000  volts,  and  the  remainder  will 
be  raised  to  150,000  volts  to  feed  into  a  super-power 
system  for  the  benefit  of  the  large  power-using  com- 
munities within  reach. 

In  the  railway  substations  the  power  will  be  trans- 
formed, in  rotary  converters  in  some  cases,  in  mercury- 
vapor  converters  in  others,  to  1,500  volts  d.c.  The 
supply  for  lighting  and  power  purposes  in  the  stations 
along  the  line  of  the  electrification  will  be  at  10,000 
volts.  This  year  the  150,000-volt  lines  will  supply  the 
requirements  for  power  as  far  as  Bordeaux  and  soon 
thereafter  the  benefits  will  be  extended  to  Toulouse. 
Plans  for  five  transforming  stations  (60,000  to  150,000 
volts)  are  definitely  planned  and  another  is  under 
consideration.  In  three  of  these  stations  large  syn- 
chronous condensers  will  be  installed.  The  stations  will 
be  of  the  outdoor  type,  except  for  apparatus  that  would 
be  injured  by  the  weather. 

There  will  be  seventeen  traction  substations,  mostly 
containing  750-volt  rotary  converters,  two  in  series  per 
group.  Three  of  the  substations  will  contain  1,500-volt 
rotaries,  and  five  mercury-vapor  converters.  The  capac- 
ities of  the  substations  will  vary  from  1,000  to  6,000 
kw.  None  of  them  at  present  will  be  provided  with 
automatic  control. 

Double-Catenary  Contact  Line  Adopted 

The  contact  line  will  be  double  catenary,  as  used  on 
the  New  Haven,  New  York,  Westchester  &  Boston, 
Erie  and  other  roads  in  this  country.  There  will  be 
a  steel  messenger  wire  of  140,000  circ.mil  area,  an 
intermediate  or  secondary  copper  wire  of  198,000 
circ.mil  area,  and  a  copper  contact  wire  of  198,000 
circ.mil  area.  The  lower  two  wires  will  be  fastened 
together  by  clips  placed,  on  the  average,  about  10  ft. 
apart.  The  spans  on  the  tangent  track  will  be  about 
300  ft.  and  the  hangers  connecting  the  intermediate 
wire  and  the  messenger  will  be  spaced  about  30  ft. 
apart.  High-speed  circuit  breakers  will  be  placed  in  the 
substations  to  protect  the  rotaries  from  the  effect  of 
short  circuits.     There  will  be   reactance  coils  in  the 


1,500-volt  d.c.  line,  with  condensers  shunted  with  resist- 
ance connected  between  the  line  and  ground.  This  will 
be  done  to  protect  the  d.c.  apparatus. 

The  neutral  of  the  three-phase  high-tension  line  will 
be  grounded,  and  both  60,000-volt  and  150,000-volt  lines 
will  be  protected  by  circuit  breakers  controlled  by  maxi- 
mum current,  reverse  current  and  differential  relays. 

The  motive  power  for  trains  on  the  Midi  electrifica- 
tion will  comprise  both  locomotives  and  multiple-unit 
cars.  The  weight  of  a  locomotive  equipped  is  about  80 
tons,  and  the  capacity  is  1,400  hp.  for  one  hour.  Multiple- 
unit  cars  will  be  equipped  with  two  motors  each,  on 
one  truck  and  connected  in  series,  the  horsepower  per 
car  being  500. 

Details  of  this  electrification  have  been  given  from, 
time  to  time  in  the  Electric  Railway  Joxtrnal. 
L'Industrie  des  Tramways,  Chemins  de  Fer  et  Trans- 
ports Publics  Automobiles  devotes  a  large  part  of  its 
January,   1923,  issue  to  the  Midi  electrification. 


The  Need  for  Industrial 
Standardization 

By  Albert  W.  Whitney 

Chairman  American  Engineering  Standards  Committee 

STANDARDIZATION  has  two  effects.  It  produces 
greater  eflSciency;  by  a  reduction  of  the  multiplicity 
of  processes  and  products  it  allows  for  concentration 
on  those  that  are  worth  while ;  the  resulting  increase  in 
efficiency  is  effective  all  along  the  line,  not  merely  in 
manufacturing  but  in  selling  and  in  buying. 

In  addition  to  this  it  frees  the  human  spirit  for  mak- 
ing further  advances.  If  there  were  no  standardiza- 
tion the  creators  of  ideas  would  have  to  be  continually 
recreating  and  would  have  no  time  for  further  advance. 
Whenever  a  bolt  or  an  I-beam  or  a  generator  was  needed 
it  would  have  to  be  a  matter  for  design.  Standardiza- 
tion allows  such  needs  to  be  taken  care  of  through 
routine  process  and  the  creative  spirit  is  relieved  for 
fresh  first-hand  adventures. 

Instead  of  killing  invention  and  initiative  standard- 
ization is  the  very  basis  upon  which  it  rests.  It  is 
standardization  that  makes  further  invention  possible. 
To  a  remarkable  extent  both  the  body  and  mind  are 
standardized.  If  our  bodies  were  not  essentially  alike 
we  could  have  no  surgery  or  medicine,  for  a  surgeon  in 
operating  for  appendicitis  might  find  a  heart  when  he 
was  looking  for  an  appendix.  If  our  minds  were  not 
essentially  alike  we  could  have  no  organized  education; 
education  would  have  to  be  an  individual  process. 

The  similarity  of  our  bodies  and  minds  affords  the 
underlying  basis  on  which  we  can  construct  social  life 
and  civilization,  and  yet  it  is  the  departure  from  the 
standard  which  gives  the  touch  of  individuality  and 
which  not  only  gives  the  charm  to  our  social  contacts 
but  which  makes  the  cutting  edge  of  progress. 

There  is  a  danger  in  standardization,  the  danger  of 
too  early  and  too  drastic  standardization,  but  there  is 
a  danger  connected  with  the  use  of  any  powerful  in- 
strument. The  problem  of  civilization  and  progress  is 
to  a  very  great  extent  a  problem  in  the  wise  use  of 
standardization. 

I  have  used  the  term  standardization  in  the  broadest 
possible  sense.  Every  factory,  for  instance,  is  carrying 
on  its  own  standardization;  every  industry  is  carrying 
on  its  own  standardization.     Some  of  this  work  is  on 


608 


Electric    Railway    Journal 


Vol.  61,  No.  14 


a  very  large  scale.  But  there  is  a  standardization  which 
transcends  these  in  that  it  endeavors  not  only  to  operate 
on  a  national  scale  and  to  cover  all  industries  but  to 
bring  all  points  of  view,  those  of  the  manufacturer,  the 
consumer  and  the  public,  to  a  common  focus. 

There  are  three  organizations  that  are  bearing  the 
brunt  of  this  work,  the  United  States  Chamber  of  Com- 
merce, the  Department  of  Commerce  of  the  federal 
government  and  the  American  Engineering  Standai'ds 
Committee. 

The  United  States  Chamber  of  Commerce  is  doing  a 
valuable  work  in  interesting  manufacturers  in  standard- 
ization and  particularly  in  simplification.  It  has  been  the 
direct  cause  of  considerable  work  that  has  been  done  in 
this  field  that  is  of  a  national  character. 

The  Department  of  Commerce  is  advancing  standard- 
ization in  two  ways;  in  the  first  place,  through  the 
Bureau  of  Standards,  a  very  valuable  adjunct  to  the 
government.  The  Bureau  of  Standards,  both  as  a  re- 
search institution  and  as  a  co-ordinator  of  government 
activities  in  standardization  and  as  a  co-operator  with 
industry  itself,  is  doing  a  most  valuable  work. 

In  addition  to  the  Bureau  of  Standards,  Mr.  Hoover 
has  initiated  a  new  department  known  as  the  Division 
of  Simplified  Practice  which  is  engaged  on  the  non- 
technical side  of  the  field  of  standardization.  It  en- 
deavors to  bring  manufacturers  together  through  their 
trade  associations  in  adopting  plans  to  reduce  the  un- 
necessary vai'iety  that  is  found  in  industry. 

The  third  national  standardizing  body  is  the  Amer- 
ican Engineering  Standards  Committee.  This  body 
serves  as  a  clearing  house  for  standardization.  It  does 
not  initiate  standardization  projects,  nor  does  it  do 
standardization  work  itself.  It  encourages  standardiza- 
tion and  it  provides  a  general  outline  of  procedure  which 
if  followed  will  entitle  the  standard  to  be  listed  as  an 
approved  American  standard.  This  standard  is  in  no 
sense  mandatory,  but  in  actual  practice  it  does  to  a 
very  considerable  extent,  because  of  its  intrinsic  merit 
and  the  representative  way  in  which  it  was  produced, 
become  the  American  standard  in  its  field. 

The  process  is  this:  When  there  has  been  brought 
to  our  attention  in  a  convincing  way  the  fact  that  there 
should  be  standardization  in  a  given  field,  a  conference 
is  called  and  to  this  conference  are  invited  all  national 
associations  and  other  representative  bodies  that  are 
known  to  be  interested.  This  conference  decides  whether 
standardization  should  be  undertaken,  and  if  the  decision 
is  in  the  affirmative  it  makes  a  recommendation  to  that 
effect  to  the  American  Engineering  Standards  Com- 
mittee, and  also  with  regard  to  the  national  association 
or  other  representative  body  which  shall  act  as  sponsor 
in  the  preparation  of  the  standard. 

The  sponsor  chosen  by  the  American  Engineering 
Standards  Committee  creates  a  sectional  committee. 
This  sectional  committee  is  not  a  committee  of  the 
American  Engineering  Standards  Committee  but  di- 
rectly represents  the  bodies  that  are  interested  in  the 
particular  standardization  project.  Wl^n  the  sectional 
committee  has  completed  its  work  the  standard  is 
turned  over  to  the  American  Engineering  Standards 
Committee  for  approval.  The  American  Engineering 
Standards  Committee  does  not  pass  upon  its  technical 
details  but  solely  upon  the  question  of  whether  the  work 
has  been  performed  in  a  thoroughly  representative  way. 
The  American  Engineering  Standards  Committee  has 
more  than  120  projects  under  way  at  the  present  time, 
twenty-eight  of  which  represent  standards  that  have 


been  approved.  On  the  last  count,  I  believe  twenty-two 
national  associations  were  working  on  sectional  commit- 
tees represented  by  some  thousand  individuals.  Thus 
a  large  part  of  our  industries  are  represented. 

^      The  Readers'  Forum      ) 

Reasons  for  Trial  of  Chrome-Nickel  Steel  for 
Special  Trackjuoork.  in  Milwaukee 
149  Broadway,  New  York,  March  30,1923. 
To  the  Editors: 

The  abstract  of  Mr.  Hibbard's  paper  befoi-e  the  E.  M. 
B.  A.  Technical  League  in  Milwaukee,  appearing  in  the 
March  17  issue  of  Electric  Railway  JoimNAL,  dis- 
closes important  and  interesting  experience  in  the  usa 
of  chrome-nickel  cast  steel  in  special  work.     It  is  ap* 
parent  that  so  far  as  four  years  of  experience   can 
disclose,  an  advance  in  special  work  manufacture  was 
undertaken  when  chrome-nickel  steel  castings  were  ap- 
plied to  this  weakest  of  railway  engineering  structures. 
Not  so  much  for  the  purpose  of  historical  accuracy, 
but  rather  to  point  out  how  experience  in  other  branches 
may  influence  railway  engineering,  it  may  be  of  interest 
to  indicate  the  origin  of  the  application  of  chrome-nickel 
steel  for  the  purpose  under  discussion.     While  initial 
cost  of  castings  played  some,  but  a  minor,  part  in  de- 
termining on   the  experimental   use   of  chrome-nickel 
steel,    it  was  not  the   deciding  factor  in  the  writer's 
mind  when  advising  the  use  of  this  material.    He  based 
his  determination  on  the  following  factors:     (a)  Cast- 
ings which  could  be  repaired  by  welding  were  desirable; 
(b)   castings  which  could  be  machined  with  ordinary 
machine  shop  tools  were  wanted;   (c)  castings  possess- 
ing inherent  toughness  while  sacrificing  some  kinds  of 
hardness  might  give  a  longer  life  in  service  than  the 
manganese  steel  castings  theretofore  largely  used;  (d); 
information  in  our  possession  indicated  that  the  Krupps 
had  been  making  laminated  armor  plate  of  a  composi- 
tion not  greatly  different  from  that  later  adopted  for 
special  work;   (e)  there  were  in  the  process  of  manu- 
facture in  the  Milwaukee  district  chrome-nickel  steel 
ingots  for  naval  gun  jackets  requiring  subsequent  forg- 
ing and  machining  to  final  dimensions.    The  steel  was, 
accordingly,  readily  available  for  experimental  work. 

The  then  relative  costs  of  manganese  and  chrome- 
nickel  castings  gave  an  additional  incentive.  The 
fortunate  experience  resulting  from  this  material  is 
clearly  set  forth  in  Mr.  Hibbard's  paper. 

At  least  two  years  prior  to  beginning  of  the  use  of 
chrome-nickel  steel,  instructions  were  issued  to  the 
engineering  division  of  the  way  and  structure  depart- 
ment to  study  and  develop  new  designs  for  special  work 
foundations  and  supports,  hoping  thereby  to  minimize 
the  breakages  in  special  work  and  the  disturbances  in 
pavement  resulting  from  failure  of  foundations  and 
supporting  ties.  The  new  foundation  design  was  com- 
pleted in  time  to  permit  its  use  with  one  of  the  first 
complete  sets  of  chrome-nickel  steel  crossings.  The 
comparative  wearing  values  of  chrome-nickel  and  man- 
ganese steels  cannot  be  accurately  determined  unless 
they  be  tested  under  identical  conditions.  Probably 
chrome-nickel  steel  contributed  more  than  the  new  type 
of  foundation  to  the  lower  rate  of  wear  of  the  new 
special  work,  but  ultimate  useful  life  in  service  is  likely 
to  prove  to  be  a  composite  result  of  material  of  castings 
and  character  of  foundation.  J.  D.  Mortimer. 


April  7,  1923 


Electric    Railway    Journal 


609 


American  Welding  Society  to 
Hold  Annual  Meeting 

ANNOUNCEMENT  regarding  the 
program  of  the  annual  meeting 
of  the  American  Welding  Society,  the 
headquarters  of  which  are  at  33  West 
Thirty-ninth  Street,  New  York  City, 
are  being  sent  out  by  acting  Secretary 
M.  M.  Kelly.  The  meeting  will  be  held 
at  the  Engineering  Societies'  Building 
in  New  York  City  on  April  24-27. 

During  the  morning,  afternoon  and 
evening  sessions  on  April  24  reports 
will  be  received  from  the  committees 
on  training  of  operators,  resistance 
welding,  electric  arc  welding  and  weld- 
ing of  storage  tanks. 

The  morning  of  April  25  will  be  taken 
up  with  a  business  session  and  brief 
papers  regarding  new  developments  in 
electric,  gas,  resistance  and  thermit 
welding.  At  1:30  p.m.  an  inspection 
trip  will  be  made  through  the  welding 
department  of  the  Third  Avenue  Rail- 
way System,  members  and  guests  as- 
sembling for  this  purpose  at  Sixty-fifth 
Street  and  Third  Avenue.  The  annual 
dinner  will  be  held  at  7  p.m.  on  April 
25  at  the  Park  Avenue  Hotel. 

The  American  Bureau  of  Welding 
will  "have  the  floor"  on  the  morning  of 
April  26,  and  during  the  afternoon  of 
this  day  the' board  of  directors  of  the 
American  Welding  Society  will  meet. 
Simultaneously  there  will  be  a  report 
of  the  committee  on  specifications  for 
steel  to  be  welded.  A  technical  session 
of  the  Welding  Society  will  be  held  in 
the  evening  also. 

The  morning  session  on  April  27  will 
bo  devoted  to  a  report  of  the  gas  weld- 
ing committee,  and  the  convention  will 
close  with  an  inspection  trip  in  the 
afternoon. 


Five  Transportation  Committees 
Appointed 

THE  United  States  Chamber  of  Com- 
merce has  decided  to  appoint  five 
committees  to  discuss  different  phases 
of  the  transportation  problem.  These 
committees  will  probably  be  able  to 
make  progress  reports  at  the  eleventh 
annual  meeting  on  May  7-10.  They  will 
work  under  the  direction  of  a  general 
committee,  which  will  be  appointed 
after  the  return  of  President  Barnes  of 
the  National  Chamber  from  the  Rome 
meeting.  The  names  of  the  committees 
and  their  chairmen  follow: 

Committee  on  "Relation  of  Highways 
and  Motor  Transport  to  Other  Trans- 
portation Agencies,"  A.  H.  Swayne, 
vice-president  General  Motors  Com- 
pany, chairman. 

Committee  on  "Proper  Co-ordination 
of  Rail  and  Waterway  Services,"  W.  L. 
Clause,  chairman  of  board  of  directors 
Pittsburgh  Plate  Glass  Company, 
chairman. 

Committee   on   "Railroad   Consolida- 


tion," Carl  R.  Gray,  president  Union 
Pacific  Railroad,  chairman. 

Committee  on  "Governmental  Rela- 
tions to  Transportation,"  George  A. 
Post,  New  York,  chairman. 

Committee  on  "Readjustment  of  Rela- 
tive Freight  Rate  Schedules,"  Fred  A. 
Delano,  New  York,  chairman. 

The  personnel;  of  the  three  committees 
first  mentioned  has  been  published,  and 
shows  that  Philip  H.  Gadsden,  vice- 
president  United  Gas  Improvement 
Company,  is  one  of  the  members  of  the 
committee  first  mentioned. 


Reports  on  Rail  and  Ballast  at 
A.R.E.A.  Meeting 

ABSTRACTS  of  many  of  the  reports 
-  presented  at  the  annual  meeting 
of  the  American  Railway  Engineering 
Association  were  given  in  the  issue  of 
this  paper  for  March  24,  page  523. 
Supplementing  this  are  the  following 
notes  on  important  points,  from  the 
electric  railway  engineer's  standpoint, 
in  the  reports  on  rail  and  ballast. 

Rail 

The  committee  on  rail  appeared  to 
be  principally  concerned  in  rendering 
its  statistics  on  rail  failures  more  re- 
liable. The  committee  felt  the  need 
for  a  comm.on  and  universal  description 
of  rail  failures,  so  that  the  railways 
would  know  exactly  what  they  were 
reporting  upon.  A  new  plan  was, 
therefore,  devised,  under  which  reports 
will  be  asked  for  on  the  following  basis : 
Miles  of  track  laid  in  a  given  year; 
miles  of  this  track  in  service  during 
the  year  for  which  failures  are  re- 
corded; number  of  failures  for  the 
year  in  question,  and  rate  of  failures 
per  100  miles  of  track.  With  the  data 
for  each  year  of  the  life  ,of  the  rail  in 
hand,  the  committee  plans  to  work 
out  the  rate  of  failure  per  100  year- 
miles  for  each  year,  and  for  each  year 
to  date.  A  comparison  of  these  rates 
shows  the  quality  of  service  being  given 
by  the  rail. 

For  example,  a  100-lb.  P.S.  rail  rolled 
in  1910  and  laid  on  the  Fort  Wayne 
division  of  the  Pennsylvania  ■  System 
showed  after  five  years  of  service  37.18 
failures  per  100  year-miles  during  1915 
and  30.21  failures  for  the  period.  The 
corresponding  figures  for  1922  were 
333.33  and  72.24  failures  respectively. 
The  ratio  in  each  case  is  a  measure  of 
the  rail's  present  serviceability.  The 
average  life  of  the  above  rail  in  1922 
was  9.42  years. 

The  committee  presented  for  ap- 
proval specifications  for  heat-treated 
track  bolts  and  for  nutlocks,  and 
stated  that  work  is  being  done  on  the 
design  for  a  150-lb.  rail  section, 
although  there  is  as  yet  nothing  definite 
to  report.  While  the  committee  ex- 
pressed no   opinion   as  to   the   proper 


length  pi  rail  over  33  ft.,  it  submitted 
its  belief  that  a  rail  length  greater  than 
this  is  desirable.  A  length  of  39  ft. 
seems  to  be  favored  by  roads  which 
have  tried  out  such  rails. 

As  to  rail  canting,  the  Canadian  Pa- 
cific, New  Haven,  Boston  &  Maine, 
Lehigh  Valley,  Erie  and  Southern 
Pacific  appear  to  comprise  all  rail- 
roads which  have  standardized  this 
feature,  although  a  dozen  other  roads- 
are  co-operating  in  experimental  work. 
The  first  five  mentioned  have  standard- 
ized ion  a  canting  of  one  in  twenty,  the 
Erie  on  one  in  forty  and  the  Southern 
Pacific  on  one  in  forty-four. 

Ballast 

The  report  of  the  committee  on  bal- 
last contained  valuable  cost  data  cov- 
ering the  application  of  ballast,  with 
particular  reference  to  the  relative 
cost  of  mechanical  and  hand  tamping. 
The  data  show  substantial  economies 
due  to  the  use  of  air  and  electric  tamp- 
ing as  compared  with  hand.  Specifica- 
tions for  ballast  shovels  were  also 
submitted. 

An  appendix  to  the  report  contained 
suggestions  as  to  the  care  and  handling 
of  mechanical  tie  tampers.  A  detailed 
account  of  the  method  followed  on  the 
New  York  Central  Railroad  along  these 
lines  was  given.  The  difficulty  of  for- 
mulating hard  and  fast  rules,  however, 
was  explained  by  means  of  the  state- 
ment that  four  representative  railways 
that  have  gone  somewhat  extensively 
into  the  use  of  mechanical  tampers 
have  four  widely  divergent  methods  of 
handling.   

A.E.S.C.  Reports  on  A.E.R.A. 
Standards 

UNDER  date  of  April  2  the  Ameri- 
can Engineering  Standards  Com- 
mittee has  issued  a  report  as  to  the 
status  of  proposed  standards  submitted 
by  the  American  Electric  Railway  As- 
sociation. The  approval  of  six  stand- 
ards has  already  been  reported.  (See 
issue  of  this  paper  for  Feb.  24,  page 
341,  and  editorial  in  same  issue,  page 
316.)  Regarding  the  others  the  follow- 
ing information  is  given  by  the 
A.E.S.C. 

Specifications  for  galvanizing  or 
sherardizing  on  iron  and  steel,  specifi- 
cations for  600-volt  direct-current  over- 
head trolley  construction,  and  specifi- 
cations for  wood  poles  and  tubular  steel 
poles  have  been  referred  to  special 
committees  for  their  recommendation 
as  to  approval  by  the  A.E.S.C. 

Specifications  for  7-in.,  80-Ib.  and 
7-in.,  91-lb.  girder  rails,  and  specifica- 
tions for  materials  for  use  in  the  manu- 
facture of  special  trackwork  have  been 
referred  to  a  sectional  committee.  The 
sponsorship  for  these  three  projects  has 
been  assigned  to  the  American  Electric 
Railway  Association. 


610 


Electric    Railway    Journal 


Vol.  61,  No.  14 


c 


American  Association  News 


1 


Executive  Committee 

THE  executive  committee  of  the 
American  Association  met  at  As- 
sociation headquarters,  New  York, 
April  6,  with  the  following  present: 
President  C.  D.  Emmons,  W.  H.  Saw- 
yer, A.  A.  Hale,  G.  T.  Seely,  L.  S. 
Storrs,  B.  I.  Budd,  Barron  Col- 
lier, F.  R.  Coates,  J.  G.  Barry, 
S.  M.  Curwen,  J.  N.  Shannahan, 
P.  H.  Gadsden,  C.  E.  Morgan, 
J.  P.  Barnes,  R.  I.  Todd,  C.  R.  Ellicott, 
L.  E.  Gould,  M.  B.  Lambert  and  Secre- 
tary Welsh,  and  the  following  guests: 
J.  H.  Hanna,  L.  H.  Palmer,  W.  F.  Ham, 
L.  W.  Shugg,  H.  R.  Hayes  and  C.  C. 
Peirce. 

Mr.  Hanna  reported  the  official  out- 
come of  the  mid-year  meeting.  Includ- 
ing all  expenses,  there  was  a  deficit  of 
$632.  This  compared  with  a  loss  at  the 
Indianapolis  mid-year  meeting  of 
?2,254  and  at  the  Chicago  meeting  of 
$4,072. 

Reporting  for  the  committee  on 
policy,  Mr.  Budd  presented  the  recom- 
mendation that  the  establishment  of  a 
medical  and  surgical  section  be  not  ap- 
proved, but  that  the  Claims  and  the 
Transportation  and  Traffic  Associations 
should  plan  to  have  medical  and  surgi- 
cal committees.  This  plan  was  ap- 
proved by  the  executive  committee. 

On  report  of  Mr.  Shugg,  chairman  of 
the  committee  on  exhibits,  the  execu- 
tive committee  approved  a  price  of  65 
cents  per  square  foot  for  exhibit  space 
at  Atlantic  City  in  October. 

Secretary  Welsh  presented  the  report 
of  the  committee  on  national  relations 
which  brought  to  the  attention  of  the 
members  that  the  Interstate  Commerce 
Commission  had  informed  the  Chicago, 
North  Shore  &  Milwaukee  Railroad  in 
its  case  with  respect  to  Section  15-A 
of  the  Transportation  Act,  that  unless 
advised  to  the  contrary  it  would  not 
be  required  to  file  reports  under  the 
provisions  of  this  act.  It  was  brought 
out  that  it  was  extremely  important 
that  all  interurban  railways  file  briefs 
with  the  commission  on  Section  15-A, 
as  the  North  Shore  decision  would  be  a 
criterion  of  whether  the  act  applied  to 
other  interurban  lines  only  if  they  filed 
briefs. 

The  executive  committee  approved 
the  report  of  the  committee  on  subjects 
and  meetings  presented  by  Mr.  Shanna- 
han, as  it  appears  in  this  issue  under 
the  report  of  that  committee. 

The  committee  approved  the  plan  of 
the  publicity  committee  for  conducting 
a  campaigrn  dealing  with  costs  of  opera* 
tion.  Mr.  Budd  discussed  the  necessity 
of  taking  a  more  aggressive  attitude 
about  railway  publicity,  suggesting 
that  this  should  deal  with  accomplish- 
ments and  the  great  work  being  done 
rather  than  to  apologize  for  shortcom- 
ings or  to  continue  a  defensive  attitude. 
Considerable  discussion  followed  about 
the  agitation  for  5-cent  fares,  and 
against  commission  regulation  and  use 


of  one-man  cars.  Plans  were  set  on 
foot  to  endeavor  more  effectively  to 
meet  these  situations. 

The  chartering  of  a  new  company 
section  on  the  Chicago,  North  Shore  & 
Milwaukee  Railroad,  which  starts  off 
with  165  members,  was  approved,  as 
well  as  the  form  of  charter  for  use  in 
such  cases.  The  executive  committee 
approved  the  recommendation  of  a  spe- 
cial committee  that  the  electric  rail- 
way association  join  with  the  power, 
telephone,  railroad  and  telegraph  in- 
terests in  forming  an  American  Com- 
mittee on  Inductive  Co-ordination. 

An  invitation  from  the  N.  E.  L.  A. 
to  appoint  representatives  to  sit  in  the 
meetings  of  a  new  committee  of  the 
latter  association  on  customer  owner- 
ship of  securities,  looking  toward  a 
standard  handling  and  understanding 
of  this  type  of  financing,  was  accepted. 
Two  members  of  the  executive  commit- 
tee are  to  be  appointed  by  the  president 
to  sit  with  this  committee. 

The  committee  voted  "Aye"  on 
referendum  41  of  the  United  States 
Chamber  of  Commerce. 

Mr.  Gadsden  discussed  the  forthcom- 
ing transportation  meeting  of  the 
United  States  Chamber  of  Commerce 
and  told  of  the  manner  in  which  the 
electric  railway  industry  will  be  repre- 
sented in  the  general  investigation  of 
"Transportation  Needs"  of  the  coun- 
try. He  considered  this  one  of  the 
greatest  opportunities  that  has  ever 
come  to  the  interurban  railways  to  es- 
tablish their  place  i^  the  transportation 
facilities  of  the  country.  Under  the 
direction  of  Mr.  Gadsden  considerable 
information  and  data  are  being  worked 
up  at  Association  Headquarters  to  be 
incorporated  into  the  report  of  the 
chamber  committee  on  the  relation  of 
highway  transportation  to  other  forms 
of  transportation.  The  executive  com- 
mittee approved  a  motion  to  give  Mr. 
Gadsden  whatever  assistance  he  might 
need. 

At  the  request  of  E.  F.  Wickwire 
the  executive  committee  approved  a 
convention  meeting  of  the  manufac- 
turers, looking  toward  a  furthering  of 
the  co-operation  of  manufacturers  in 
telling  the  story  of  the  electric  rail- 
ways. 

The  next  meeting  of  the  committee 
will  be  held  in  New  York  on  May  25. 

Valuation  Committee 

THE  committee  on  valuation  met  at 
association  headquarters.  New 
York,  on  April  4,  with  Chairman  J.  P. 
Barnes,  E.  J.  Bechtel,  W.  H.  Maltbie, 
J.  A.  Emery,  Frank  Silliman,  Jr.,  H.  A. 
Clarke,  W.  Findlay  Downs,  G.  W.  Gilles- 
pie and  Prof.  A.  S.  Richey  in  attend- 
ance. 

There  were  presented  reports  of  the 
two  sub-committees — one  to  make  a 
study  of  the  value  of  price  trend  curves 
in  valuation  work,  and  the  other  to 
study  the  relative  weight  to  be  given 


various  methods  of  making  valuation. 
The  sub-committee  on  price  trend 
curves  presented  a  suggested  report  for 
inclusion  in  the  final  report  of  the  com- 
mittee, which  dealt  largely  with  the 
economics  of  the  problem  and  reached  a 
general  conclusion  which  tended  to  dis- 
credit the  use  of  price  trend  curves  as 
an  element  in  valuation  work,  except  in 
a  very  limited  way. 

It  was  planned  during  the  meeting 
to  amplify  the  committees'  work  by 
getting  price  trend  curves  covering 
specifically  electric  railway  materials, 
as  some  of  the  committee  members  had 
found  that  while  the  trend  of  these  ma- 
terials followed  along  very  closely  with 
the  trend  of  the  general  commodity 
curve  up  to  1920,  it  has  since  varied 
widely  from  it.  Since  1920  the  electric 
railway  materials  curve  is  very  much 
higher  than  the  general  commodity 
curve,  presumably  because  of  the  very 
large  demand  for  railway  equipment 
and  construction  materials. 

The  sub-committee  on  weighting  of 
various  methods  of  valuation  reported 
that  it  plans  to  make  a  compilation  of 
the  views  of  various  state  commissions 
and  the  I.  C.  C.  on  the  weighting  to  be 
assigned  to  each  method,  and  then  to 
consult  with  the  various  commissions 
on  what  the  committee  has  found  as  the 
indicated  views  of  each  commission,  and 
from  all  of  this  to  draw  conclusions. 
The  committee  was  tentatively  of  the 
opinion  that  first  weighting  as  a  rate 
base  should  be  given  to  the  method 
which  bases  valuation  on  the  fair  re- 
production cost  with  prices  as  of  the 
average  of  the  future  period  during 
which  the  rate  is  likely  to  be  effective, 
rather  than  as  of  any  past  period  or 
specific  date. 

The  committee  also  decided  to  under- 
take to  develop  an  example  showing 
how  to  use  the  yardstick  method  of 
valuation.  This  would  be  of  particular 
value  to  small  properties,  where-  this 
example  could  be  interpreted  for  local 
use. 

Subjects  and  Meetings 

THE  American  Association  commit- 
tee on  subjects  and  meetings  met 
in  Association  headquarters  April  5  and 
laid  out  a  tentative  program  for  the 
annual  convention.  Preliminary  to 
planning  the  subjects  the  committee  de- 
cided to  hold  three  morning  sessions  of 
the  American  Association  and  one  eve- 
ning session.  It  was  also  decided  that 
the  presentation  of  committee  reports 
on  the  floor  of  the  convention  should  be 
limited  to  those  having  really  general 
interest  to  the  membership,  and  that 
those  presented  would  be  abstracted 
only,  as  the  plan  will  be  to  print  and 
distribute  the  reports  in  advance.  On 
this  basis  the  time  will  be  devoted  to 
discussion  of  reports  rather  than  pres- 
entation. Each  three-hour  session  will 
be  given  over  for  the  first  hour  and  a 
half  to  committee  reports  and  the  re- 
maining time  for  special  papers  or  ad- 
dresses and  discussion. 

The  subjects  tentatively  agreed  upon 
were  as  follows: 

First  session,  president's  address,  and 
the  co-ordination  of  bus  with  railway: 


April  7,  1923 


Electric    Railway    Journal 


611 


second  session,  a  program  surrounding 
the  Federal  Electric  Railways  Commis- 
sion report,  and  customer  ownership  of 
utilities;  third  session,  the  irreducible 
costs  of  operation,  and  the  human  side 
of  management.  At  the  evening  ses- 
sion the  plan  will  be  to  have  two 
speakers  of  national  importance  with 
some  special  features  of  particular  in- 
terest and  value  to  the  membership. 

Those  present  at  the  meeting  were: 
Chairman  J.  N.  Shannahan,  President 
C.  D.  Emmons,  G.  T.  Seely,  Colonel 
J.  E.  Hutcheson,  L.  H.  Palmer,  W.  F. 
Ham,  C.  R.  Ellicott,  H.  V.  Bozell,  H.  C. 
Clark  and  Gen.  G.  H.  Harries. 


Coal  Supply  Special  Service 
Discontinued 

THE  special  services  of  Col.  John  P. 
Jackson,  representing  the  joint  fuel 
committee  of  the  three  national  utility 
associations,  in  assisting  electric  rail- 
way companies  to  secure  coal  supply, 
at  the  Washington  office  of  the  Associ- 
ation, were  discontinued  on  April  1, 
1923.  The  extreme  emergency  has 
passed  and  the  number  of  cases  re- 
quiring attention  has  diminished  greatly 
during  the  past  few  months. 

The  association  maintains  its  Wash- 
ington office  under  the  direction  of 
Charles  L.  Henry,  chairman  of  the 
committee  on  national  relations.  P.  W. 
McGovern,  the  local  representative  of 
the  association,  949  Munsey  Building, 
will  handle  any  matter  concerning  coal 
supply.        

Storrs  and  Gadsden  Candidates 

for  Directors  U.  S.  Chamber 

of  Commerce 

TWO  past-presidents  of  the  associ- 
ation, L.  S.  Storrs  and  P.  H.  Gads- 
den, have  been  placed  in  nomination  as 
members  of  the  board  of  directors  of 
the  United  States  Chamber  of  Com- 
merce for  election  at  the  next  annual 
meeting  to  be  held  in  New  York  City, 
May  7-10,  1923.  Mr.  Gadsden  is  a  can- 
didate from  the  second  election  district, 
comprising  New  York,  New  Jersey, 
Pennsylvania,  Delaware,  Maryland  and 
the  District  of  Columbia,  while  Mr. 
Storrs  is  a  candidate  for  election  from 
the  Department  of  Transportation  and 
Communication. 

Both  Mr.  Storrs  and  Mr.  Gadsden  are 
very  familiar  with  the  activities  of  the 
Chamber  of  Commerce  in  view  of  their 
past  official  connection  with  it,  and  are 
particularly  well  fitted  to  serve  on  its 
board  of  directors. 


Boston  Meeting  of  Way 
Committee 

nPHE  committee  on  way  matters  of 
A  the  Engineering  Association  met  in 
Boston  on  March  22  at  the  Engineers' 
Club. 

On  the  standardization  of  frogs  and 
car-clearance  easements,  a  sub-com- 
mittee reported  that  it  had  been  unable 
to  agree  on  a  method  of  standardiza- 
tion and  wished  the  entire  committee 
to  decide  upon  the  best  procedure.  The 
sub-committee  was  directed  to  continue 
its  work,  although   there   will   not  be 


time  to  prepare  a  final  report  on  the 
subject  for  the  convention.  The  com- 
mittee, therefore,  will  recommend  a 
continuance  of  the  study  of  this 
subject. 

After  discussion  of  the  design  of  sub- 
stitute ties,  the  committee  voted  to  ar- 
range if  possible  for  co-operation  with 
the  American  Railway  Association  com- 
mittee which  is  studying  the  tie  prob- 
lem. Co-operation  was  also  suggested 
with  the  A.R.A.  committee  on  the  de- 
sign of  small  bridges,  culverts  and 
trestles. 

A  comprehensive  report  on  the  de- 
sign of  track  construction  for  paved 
streets,  prepared  as  a  result  of  cor- 
respondence between  H.  H.  George  and 
the  appropriate  committee  of  the 
American  Society  for  Municipal  Im- 
provements, was  next  considered.  After 
slight  revision  the  report  was  approved 
and  Mr.  George  was  requested  to  pre- 
sent appropriate  specifications  at  the 
next  committee  meeting. 

Regarding  the  welded  rail  joint  tests, 
W.W.Wysor  reported  the  result  of  the 
Washington  meeting  of  the  committee 
on  welded  rail  joints,  and  of  plans  for 
motors  and  equipment  for  the  circular 
joint-testing  machine.  The  discussion 
by  the  way  committee  showed  appre- 
ciation of  the  necessity  for  conducting 
the  contemplated  tests  and  the  im- 
portance of  hastening  the  work. 

As  to  revision  of  existing  standards 
and  recommendations  of  standards  to 
the  American  Engineering  Standards 
Committee,  R.  C.  Cram  reported  that 
six  out  of  nine  specifications  submitted 
had  been  approved,  and  that  three  un- 
approved ones  had  been  referred  to  the 
sectional  committee  for  action.  The 
last  named  included  specifications  for 
7-in.,  91-lb.  and  80-lb.  plain  girder  rails, 
and  materials  for  manufacture  of  spe- 
cial trackwork. 

The  committee  voted  to  recommend 
the  advancement  of  the  present  prac- 
tice of  designating  compromise  joints 
to  "standard  practice."  The  chairman 
announced  that  W.  W.  Wysor  would 
succeed  W.  R.  Dunham,  Jr.,  as  chair- 
man of  the  sub-committee  in  charge  of 
this  subject. 

E.  B.  Entwisle  reported  for  the  com- 
mittee on  revision  of  specifications  for 
manganese  steel  switch  pieces  that  only 
slight  revisions  need  to  be  made  in  the 
present  specifications.  His  sub-commit- 
tee was  asked  to  continue  the  prepara- 
tion of  specifications  for  manganese 
crossings  for  electric  over  steam  rail- 
ways, and  also  to  submit  at  the  next 
meeting  a  design  for  use  as  a  basis  for 
such  specifications.  Victor  Angerer 
was  asked  to  co-operate  with  the  A.R.A. 
committee  and  endeavor  to  secure  the 
adoption  of  one  specification  for  both 
associations. 

On  the  revision  and  correction  of  the 
Manual,  the  committee  expressed  the 
hope  that  all  engineers  interested  would 
co-operate  with  R.  C.  Cram  and  the 
sub-committee  in  charge  of  this  work  in 
assisting  in  correcting  and  revising  the 
Manual  before  it  is  bound  in  permanent 
book  form. 

C.  A.  Alden  reported  that  the  special 
committee  on  wheel  contour  and  curved 


treads  had  held  a  meeting  and  that  he 
had  been  requested  to  submit  designs 
for  consideration  by  the  special  com- 
mittee. The  way  committee  agreed 
with  Mr.  Alden  that  the  special  com- 
mittee should  decide  the  matter  of 
wheel  and  head  contours  first. 

In  closing  its  meeting,  the  committee 
expressed  appreciation  of  the  hospital- 
ity of  H.  M.  Steward  and  of  the  New 
England  Street  Railway  Club. 

The  meeting  was  attended  by  the 
following  members:  W.  F.  Graves, 
chairman;  H.  H.  George,  vice-chairman; 
R.  C.  Cram,  sponsor;  C.  A.  Alden,  V. 
Angerer,  W.  R.  Dunham,  Jr.,  E.  B. 
Entwisle,  R.  B.  Fisher,  H.  Fort  Flowers, 
C.  F.  Gailor,  E.  M.  T.  Ryder  and  W.  W. 
Wysor.  H.  M.  Steward,  Boston  Ele- 
vated Railway;  S.  G.  Hughes,  Differen- 
tial Car  Company,  and  H.  F.  Heyl,  Tay- 
lor-Wharton Iron  &  Steel  Company, 
also  attended  as  guests. 


Committee  on  Insurance 

THE  committee  on  insurance  of  the 
American  Electric  Railway  Asso- 
ciation met  in  New  York  on  March  22 
with  the  following  in  attendance:  John 
T.  Staub,  Baltimore,  chairman;  G.  H. 
Bourne,  New  York;  W.  H.  Daniels,  Bos- 
ton; J.  H.  Moran,  Boston;  H.  A.  Nicholl, 
Anderson;  F.  J.  Spaulding,  Brooklyn. 
The  committee  first  reviewed  briefly 
the  activities  of  the  previous  commit- 
tees on  insurance  and  then  decided  to 
send  out  a  questionnaire  to  all  railway 
member  companies  asking  for  details 
of  the  amount  of  fire  insurance  carried, 
premiums  paid,  losses,  etc.,  annually 
from  1916  to  1922.  Various  sub-com- 
mittees were  then  appointed,  as  follows: 
Rates  and  insurance  statistics,  C.  B. 
Scott,  chairman;  H.  A.  Nicholl,  P.  N. 
Wilson,  and  Williston  Fish;  standard- 
ization of  insurance  form,  J.  H.  Moran, 
chairman;  W.  H.  Daniels  and  G.  H. 
Bourne;  fidelity  bonding  rates,  G.  H. 
Bourne,  chairman;  C.  E.  Morgan  and 
J   H.  Moran. 


Delegates  to  Chamber  of 
Commerce  Meeting 

THE  American  Electric  Railway 
Association  has  the  right  to  appoint 
a  national  councillor  and  nine  delegates, 
with  alternates,  to  the  annual  meeting 
of  the  Chamber  of  Commerce  of  the 
United  States.  The  list  of  appoint- 
ments has  just  been  given  out,  and  con- 
sists of  the  following: 

National  Councillor:  J.  N.  Shannahan, 
Hampton,  Va.  Delegates:  C.  D.  Em- 
mons, Baltimore;  J.  G.  Barry,  Schenec- 
tady; H.  W.  Blake,  New  York;  Edward 
Dana,  Boston;  P.  H.  Gadsden,  Phila- 
delphia; C.  E.  Morgan,  Brooklyn;  J.  H. 
Pardee,  New  York;  L.  S.  Storrs,  New 
Haven;  C.  S.  Townley,  New  York. 

Alternate  National  Councillor:  J.  H. 
Hanna,  Washington.  Alternate  Dele- 
gates: Harlow  C.  Clark,  Newark;  H.  J. 
Kenfield,  Chicago;  M.  B.  Lambert,  East 
Pittsburgh;  L.  H.  Palmer,  Baltimore; 
J.  W.  Colton,  New  York;  E.  C.  Faber, 
Chicago;  W.  H.  Sawyer,  East  St.  Louis; 
Raymond  H.  Smith,  New  York;  C.  C. 
Peirce,  Boston. 


612 


Electric    Eailway    Journal 


Vol.  61,  No.  14 


^        Maintenance  of  Equipment        1 


Automatic  Control  for  Compressor  Built 
from  Car  Parts 


A  HOME-MADE  device  for  auto- 
matically starting  and  stopping 
a  GE-90,  50-hp.  motor,  driving  an 
air  compressor  at  the  rock  quarry 
of  the  Market  Street  Railwray  in 
San  Francisco,  has  been  giving  effec- 
tive service  practically  without  re- 
pair for  six  years.  Except  for  the 
small  cylinder  actuating  the  contac- 
tor switch,  the  mechanism  was  made 


and  stopped  frequently  to  maintain 
the  reservoir  pressure  between  the 
desired  limits  of  100  and  85  lb.  per 
square  inch.  Mr.  Gaylord  undertook 
to  accomplish  this  automatically  and 
did  so  successfully  with  the  mech- 
anism outlined  in  the  accompanying 
diagram. 

When    the    pressure    in    the    air 
reservoir  drops  to  a  predetermined 


Section  Showing 
Air  Cylinder 


DlaKram 

of    ConnectlotiH 

for 

Automatic     Control    of 

Compressor   Motor 


Contactors 

Wiring  Diagram 


Resistance 
■^Ground 


up  entirely  from  standard  parts  used 
on  street  cars  and  was  therefore 
built  without  the  purchase  of  any 
new  equipment.  The  idea  v/as  de- 
veloped by  John  L.  Gaylord,  now 
garage  foreman  for  the  company, 
who  devised  the  automatic  control 
to  do  away  with  the  necessity  for 
having  an  attendant  at  the  compres- 
sor plant. 

Drills  in  the  quarry  are  supplied 
with  compressed  air  from  a  reser- 
voir, which  in  turn  is  served  by 
a  motor-driven  compressor.  As 
originally  installed,  except  for  start- 
ing and  stopping,  the  compressor 
plant  required  no  more  attantion 
than  could  be  given  at  an  inspection 
made  once  or  twice  a  week.  The 
motor,  however,   had  to  be  started 


minimum  the  governor  A,  which  is 
the  ordinary  device  used  for  con- 
trolling the  compressor  motor  on  a 
street  car,  closes  and  energizes  the 
magnet  B.  This  raises  the  plunger 
and  lever  C,  opening  valve  D  and 
allowing  air  to  flow  into  cylinder  E. 
This  raises  the  piston  with  the 
switch  F  and  Fl  .slowly  across  the 
contacts  HH,  allowing  current  to 
pass  to  contactors  1,  2,  3,  4,  5,  which 
in  turn  gradually  close  the  circuit  to 
the  motor  and,  by  cutting  out  re- 
sistance gradually,  start  up  the  mo- 
tor slowly.  The  valve  K  is  used  to 
regulate  the  speed  of  piston  E, 
thereby  eliminating  the  need  of  a 
dashpot  or  similar  device. 

When  pressure  in  the  air  reservoir 
reaches  the  predetermined  maximum 


the  goverrtor  A  is  opened,  current  to 
B  is  shut  off,  plunger  and  lever  C 
drops,  valve  D  is  closed  and  the  open- 
ing of  valve  G  allows  air  to  exhaust 
rapidly  from  cylinder  E,  so  that  a 
spring  in  E  forces  the  piston  (and 
F  and  FI)  down  quickly,  shutting 
off  the  current  and  stopping  the 
motor.  The  valves  D  anu  G  are  those 
ordinarily  used  for  controlling  a 
compressed-air  whistle  line. 

In  case  the  current  is  suddenly 
shut  off,  the  action  of  this  mech- 
anism opens  the  motor  circuit  the 
same  as  when  the  maximum  pressure 
in  the  air  reservoir  is  reached,  and 
when  the  current  again  comes  on  the 
process  of  slowly  starting  up  the 
motor  automatically  takes  place. 
Should  it  be  necessary  to  stai-t  up 
the  motor  when  there  is  no  pressure 
in  the  reservoir,  the  snap  switches 
Q  and  the  double-throw  switch  /  are ' 
used  until  the  reservoir  pressure  be- 
comes great  enough  (about  20  lb. 
per  square  inch)  to  actuate  the 
governor  A.  Ordinary  16-cp.  car- 
bon filament  lamps  are  used  for 
resistance. 


Stop  Warning  Sign  on 
Safety  Car  Doors 

NUMEROUS  accidents  have  been 
due  to  the  fact  that  the  door 
of  the  ordinary  Birney  safety  car 
opens  outward.  Many  an  automo- 
bilist  passing  close  beside  a  car,  and 
not  expecting  it  to  stop,  nor  to  have 
a  door  swing  suddenly  out  in  front 
ef  his  machine,  has  crashed  into  the 
door  and  damaged  it.  The  danger 
from  this  sort  of  accident  was  partic- 
ularly great  on  the  Valley  Road  line 
of  the  Public  Service  Railway  of  New 
Jersey  until  warning  signs  were 
placed  on  the  cars. 

Valley  Road,  Montclair,  is  a  street 
of  only  moderate  width  and  is  tra- 
versed by  a  single-track  trolley  line 
with  turnouts.  Between  a  car  on  the 
turnout  and  the  street  curb  there  is 
scarcely  room  enough  for  an  automo- 
bile to  pass.  If  an  attempt  is  made 
to  pass  a  car  with  the  door  open  an 
accident  is  almost  sure  to  occur.  Fre- 
quently the  driver  of  the  automobile, 
after  smashing  a  safety  car  door, 
claimed  not  to  have  noticed  that  the 
door  was  open.  As  a  result  of  this 
situation,    George    Schwetje,    super- 


April  7,  1923 


Electric    Railway    Journal 


613 


I 


"Stop"  Warning  Sign  on  Doors 
Prevents  Accidents 

visor  of  Montclair  carhouse,  made 
the  suggestion  that  a  large  "Stop" 
sign  be  placed  on  the  doors  of  safety 
cars  where  it  would  be  readily  visible 
to  a  motorist  on  the  right-hand  side 
of  the  car. 

This  sign  is  lettered  in  red  on  the 
glass  of  the  rear  half  of  the  door 
just  above  the  middle  by  a  decal- 
comania  process,  at  an  almost  neg- 
ligible cost.  When  the  door  is 
closed  it  is  inconspicuous,  but  when 
the  door  is  opened  at  right  angles  to 
the  side  of  the  car,  the  word  "Stop" 
stands  out  prominently  before  an 
approaching  automobile  driver.  The 
Public  Service  Railway  first  tried  the 
idea  in  the  early  summer  of  1922, 
and  more  recently  every  safety  car 
operated  by  the  company  has  been 
equipped  with  the  "Stop"  signs  on 
the  doors.  Since  the  inauguration 
of  the  scheme  the  company  reports 
that  not  one  single  door  has  been 
knocked  off  safety  cars  operated  in 
the  Essex  division. 


especially  designed  yoke,  a  lever  bar 
and  a  hydraulic  jack  are  the  parts 
comprising  this  apparatus.  The 
yoke  is  forged  out  of  14-in.  x  IJ-in. 
wrought  iron  -with  lugs  welded  on 
each  side  in  order  to  hold  the  yoke 
centrally  on  the  journal  box.  The 
lever  bar  is  of  an  exaggerated  D- 
shape  construction  forged  out  of  2-in. 
round  wrought  iron.  Any  conventional 
truck  jack  with  a  lifting  lug  near  the 
bottom  may  be  used  in  conjunction 
with  this  device. 

As  will  be  seen  from  the  accom- 
panying illustration,  raising  the  jack 
will  relieve  the  journal  box  pressure 
on  the  pedestal  jaw  bolts,  allowing 
this  bolt  to  be  removed  with  ease. 
The  advantage  and  feature  of  this 
new  apparatus  lies  in  the  fact  that  it 
is  a  great  labor  saver.  Previous  to 
its  installation  the  bolts  were  re- 
moved by  placing  a  crowbar  under- 
neath the  rim  of  the  wheel  and  block- 
ing up  on  the  truck  frame  in  order  to 
form  the  fulcrum.  Four  or  five  men 
on  the  other  end  of  the  bar,  which 
oftentimes  had  to  be  extended  in  order 
to  make  room  for  the  men,  would  form 
sufficient  leverage  to  depress  the 
equalizing  springs.  Removal  of  the 
bolts  by  this  new  method  has  proved 
highly  satisfactory,  inasmuch  as  it 
can  be  operated  by  one  man  with  ex- 
treme safety. 


Removing  Pedestal  Bolts 

AN  INGENIOUS  apparatus  has 
L  been  devised  in  the  shops  of  the 
Metropolitan  West  Side  Elevated 
Railroad,  Chicago,  to  facilitate  the 
removal   of  pedestal  jaw  bolts.     An 


'i 


Brake  Fulcmms  Made  from  Steel  Flat«B 

gether,  without  the  necessity  for 
drilling  and  bolting,  an  electric  weld 
is  made  along  each  edge,  thus  unit- 
ing the  two  parts  brought  into  con- 
tact by  the  fold. 

One  of  the  plates  has  about  \  in. 
at  the  end  bent  up  at  right  angles, 
to  fit  over  the  brake  beam  and  give 
a  firm  hold  against  the  pull  of  the 
brake  rods.  The  fulcrums  are  firmly 
secured  to  the  brake  beams  by  three 
i-in.  bolts. 

These  new  plates,  designed  by 
William  C.  Bendel,  master  mechanic 
of  the  San  Francisco  Municipal  Rail- 
way, are  not  costly  to  build  and  have 
given  such  satisfactory  service  that 
they  are  now  being  specified  on  new 
equipment.  , 


^Jhowiqc  Apparatus  In  Position 


Forged  Steel  Fulcrums 
Replace  Castings 

THE  cast  steel  brake  fulcrums  in 
use  on  the  cars  of  the  San  Fran- 
cisco Municipal  Railway  are  not  as 
satisfactory  as  another  design  made 
of  forged  steel  which  was  developed 
in  the  shops  of  this  system  and  which 
is  being  substituted  for  the  older 
type  as  fast  as  renewals  are  required. 
Not  only  is  the  old  design  consid- 
ered too  light  for  the  duty  required, 
but,  being  a  steel  casting,  when  bent 
or  broken  by  accident,  the  only  re- 
pair feasible  is  by  replacement  of  a 
new  part.  The  new  design  is  heavier 
and  breakage  is  rare,  but  when  dam- 
aged by  collision,  etc.,  the  wrought 
iron  plate  can  be  heated  readily  and 
reshaped. 

In  making  up  the  new  design  a  1  x 
8-in.  rectangular  hole  is  first  punched 
in  a  i-in.  steel  plate  5  in.  wide  and 
2  ft.  long.  The  plate  is  then  heated 
at  its  iniddle  and  the  two  halves  are 
folded  together  around  a  li-in. 
diameter  pin  placed  across  the  middle 
of  the  plate  in  the  position  to  be 
occupied  later  by  the  fulcrum  pin. 
To  fasten  the  two  halves  rigidly  to- 


Rail  Bases  Destroyed 
by  Corrosion 

THE  accompanying  illustration 
shows  the  badly  damaged  condi- 
tion of  8-in.  T-rail  bases  after 
twenty-nine  years  of  sei*vice  on  an 
electric  railway  system  in  the  West. 
The  corrosive  action  was  most  rapid 
in  the  part  of  the  rail  resting  on  the 
ties ;  the  illustration  shows  two  rails, 
bottom  up,  with  points  where  the 
base  rested  on  the  tie  marked  "T." 
At  these  points  the  rail  base  had 
been  eaten  away,  both  in  width  and 
thickness,  much  more  than  at  other 
sections.  The  part  of  the  line  from 
which  these  rails  were  removed  was 
in   filled   ground   which  was   always 


Kails   £aten  Anay  by   Corrosion 

Points  marlted  T  Indicate  bearing  of  rail 
base  on  tie.  Action  was  more  extensive  at 
these   points. 


614 


Electric    Railway    Journal 


Vol.  61,  No.  14 


wet.    Damage  was  fairly  uniform  all 
along  a  4-mile  double-track  line. 

Damage  to  the  rail  head  and  web 
was  comparatively  slight,  the  serious 
disintegration  being  confined  to  the 
base.  These  rails  were  taken  out  of 
service  on  account  of  the  destructive 
corrosive  action,  i.e.,  neither  the  wear 
on  the  rail  head  nor  the  necessity  for 
substituting  another  rail  section 
would  have  required  the  removal  of 
the  rails  at  the  time  they  were  taken 
out  of  service. 


Cutting  Keyways  for  Small 
Diameter  Shafts 

TO  CUT  keyways  in  the  l-in.  holes 
in  steel  castings  used  for  open- 
ing gates  at  the  forward  end  of  cars, 
William  C.  Bendel,  master  mechanic 
of    the     San    Francisco    Municipal 


CnttinK  Tool  and  CagtbiK  Slotted  tor  Key 

Cutting  tool  is  at  the  left,  with  lower  or 
entering  end  near  the  casting.  The  keyway 
In  the  casting  shows  in  outline. 

Railway,  uses  a  specially  designed 
tool  with  which  the  keyway  is 
punched  on  the  hydraulic  press. 

The  tool  consists  of  a  5 -in.  shaft 
of  case-hardened,  cold-rolled  steel,  in 
which  a  slot  carries  a  series  of  cut- 
ting teeth  shaped  to  cut  parallel  to 
the  axis  of  the  shaft.  After  the  hole 
is  drilled  in  the  steel  casting,  the 
end  of  the  cutting  tool  shaft  is  in- 
serted in  the  hole  and  pressure  is 
applied  to  the  upper  end  of  the  tool 
by  the  hydraulic  press.    As  the  tool 


moves  downward  the  first  tooth  cuts 
a  square  cornered  groove  or  keyway 
A  in.  deep  and  is  followed  by  the 
second  tooth,  which  increases  the 
depth  of  the  groove  by  a  like  amount, 
each  successive  tooth  adding  A  in. 
to  the  depth  of  the  kej^way. 

As  an  experiment  the  plan  of 
speeding  up  the  work  by  punching 
two  castings  at  once  was  tried.  This 
proved  to  be  too  great  a  strain  on 
the  cutting  tool  and  two  teeth  were 
broken  out  near  the  top,  as  shown 
in  the  illustration.  Since  the  break, 
however,  the  punching  of  single 
castings  11  in.  thick  has  been  done 
successfully  with  the  tooth  at  the  top 
making  a  cut  A  in.  deep. 

This  method  of  slotting  keyways 
has  long  been  used  in  brass  and 
bronze  castings  and  the  tool  shown 
was  made  to  apply  the  same  idea  in 
working  the  harder  metal. 


the  defective  parts  are  removed  and 
just  enough  concrete  or  paving 
foundation  is  cut  out  from  under  the 
rails  to  allow  the  application  of 
mold  boxes.  A  certain  amount  of 
the  cast-iron  metal  is  chipped  away  to 
permit  the  thermit  steel  to  flow  be- 
tween the  rail  and  the  casting  and  thus 
to  amalgamate  with  both  parts.  The 
accompanying  illustration  shows  the 
required  procedure  for  welding.  The 
cost  of  repairs  made  according  to 
this  method  have  averaged  as 
follows : 

Thermit  welding  material,  about }30 

I.abor,   about    20 

Total    $50 

The  quantity  of  material  required, 
of  course,  depends  to  a  considerable 
extent  on  the  size  of  the  rail  and 
other  circumstances.  This  method 
has  been  used  in  Joliet,  111.,  and  in 
Providence,  R.  I.,  with  economical 
results. 


New  Equipment 
Available 


) 


Repairing  Arms  of  Iron- 

Bound  Special  Work 

''J^HE  Metal  &  Thermit  Corpora- 
X  tion.  New  York,  N.  Y.,  calls  at- 
tention to  the  method  of  making 
repairs  to  broken  or  loose  arms  in 
iron-bound  frogs, 
mates  or  switches 
through  the  use  of 
thermit  welding. 
These  repairs  are  made  without  re- 
moving the  broken  or  loose  parts 
from  their  location  in  the  track. 
One  or  two  yards  of  paving  around 


New  Type  Commutator 
Slotter 

THE  Martindale  Electric  Com- 
pany, Cleveland,  Ohio,  is  market- 
ing the  "Imperial  Undercutter," 
which  is  a  new  device  for  slotting 
commutators.  The  slotting  machine, 
as  shown  in  the  accompanying  illus- 
tration, is  driven 
through  a  flexible 
shaft  from  an  electric 


Jm/t/i  Css/iof  T 


Pouring  Cste 


\ i-tl 


nzD  r 


st't'^y  fl 


r^         ,c        ,  ,  .,.  Vtnl  Holts  ItHti — ,      Pour-naG^lt 


Htatinq  C*fet 


Mn-nfo  Cffr  itKj)  f^p  trtwrrn  wrb 
J  of  nrt.  'ii-l*t^4  old  r»it  rrm^tnm^  in 

I^COil.nq 

^-~  '  Hoiih  cfiltn^  ot  it)own 

!_  ,  ttr,Thertn,l  5trwl, 


'tkfnvTteroui  ytntitiiiriQ 

•I .    .1       -.      _!_.,._  -  ' 


'  'if'fivdi/ucA  clo>otoimi 
I  but  not  louchiog  if. 


^tiVi^a  •••  C»i' 


AfrncuTieH  tr  noib 


<ting  0*rt 


tn4  ol nrit  r^'l  le      "^, 
b*cul Ibui   ~  "         '   , 


Repairing  Arms  of  Iron-Boand  Special 
Traokwork  by  Thermit 


New  Type  Commatator  Slotter 

drill  and  may  be  purchased  with  or 
without  the  motor,  as  desired.  The 
cutter  sets  in  a  recessed  portion  of 
the  tool,  and  V-shaped  milling  cutters 
are  used  instead  of  the  usual  square- 
toothed  saw.  This  produces  a  "V"- 
shaped  slot  which  is  recommended  as 
being  self-cleaning,  and  also  avoids 
the  necessity  for  scraping  the  strips 
of  mica  from  along  the  edges  of  the 
commutator  bars.  A  movable  block 
with  a  guide  for  riding  in  the  ad- 
jacent slot  is  provided  at  the  left  of 
the  cutter,  and  a  micrometer  screw 
adjustment  on  the  shaft  of  the  cutter 
enables  one  to  locate  the  cutter  in 
the  exact  center  of  the  mica.  There 
is  also  an  adjustable  "V"-shaped  rest 
for  regulating  the  depth  of  the  slot 
and  to  insure  uniformity. 

The  handle  shown  at  the  left  in 
the  illustration  is  hollow,  so  as  to 
permit  the  attachment  of  compressed 
air  lines  to  blow  away  the  dust  from 
the  front  of  the  cutter  and  thus  to 
enable  the  operator  to  see  his  work 
clearly  at  all  times. 


April  7,  1923 


Electric    Railway    Journal 


615 


r The  News  of  the  Industry  J 


Transit  Bills  Pass 

New  York  Senate  Approves  Reorganiza- 
tion of  Public  Service  Commission 
and  Five-Cent  Fare  Proposition 

By  a  strict  party  vote  the  Demo- 
cratic Senate  passed  on  April  4  the 
Smith-Hylan  New  York  City  trans- 
portation bill,  which  now  goes  to  the 
Republican  Assembly  for  concurrence. 
Two  other  measures  of  the  Governor's 
public  utility  series  were  also  disposed 
of  by  the  Senate. 

The  bill  to  reorganize  the  Public 
Service  Commission  by  substituting  a 
commission  of  three  members,  remov- 
able by  the  Governor,  for  the  present 
five  commissioners,  who  can  be  re- 
moved only  by  a  two-thirds  vote  of  the 
Legislature,  and  the  Walker  bill  estab- 
lishing a  5-cent  fare  in  all  cities 
throughout  the  State  were  passed  and 
sent  on  their  way  to  the  lower  house. 
The  transportation  bill,  which  vests 
in  the  New  York  City  Administration 
absolute  control  of  the  city's  transit 
lines,  including  the  right  to  own  and 
operate  bus  and  traction  lines,  was 
passed  by  a  vote  of  twenty-six  to  nine- 
teen. The  vote  for  the  bill  reorganiz- 
ing the  Public  Service  Commission 
stood  twenty-six  to  twenty.  The  five- 
cent  fare  bill  was  passed  by  twenty- 
eight  to  seventeen. 

The  New  York  County  Republican 
Committee  on  April  3  declared  that  the 
city  should  control  its  transit  contracts 
and  construct  its  subways,  that  the 
state  should  continue  to  do  the  regu- 
lating and  that  the  people  should  be 
spared  the  blight  of  municipal  opera- 
tion of  subways  and  buses. 

Henry  H.  Curran,  chairman  of  the 
transit  committee  appointed  by  the 
county  committee  six  weeks  ago,  read 
the  report.  Mr.  Curran's  committee 
makes  the  following  recommendations: 

1.  That  the  whole  of  the  public's  power 
to  agree  with  a  transit  company  on  a  modi- 
flcation  of  a  transit  contract  be  vested  in 
the  city.  This  is  home  rule — and  a  5-cent 
fare  if  the  city  so  determines. 

2.  The  planning  and  building,  by  con- 
tract, of  new  subways  should  be  done  wholly 
by  the  city.  This  breaks  the  deadlock 
between  state  and  city  that  has  stifled  sub- 
way development. 

3.  Our  city  should  be  spared  municipal 
operation  of  transit.  This  recommendation 
holds  city  government  to  its  proper  sphere 
of  work,  and  insures  the  use  of  the  city's 
limited  funds  for  schools,  parks,  docks  and 
other  pressing  needs.  As  to  buses,  the 
city  has  now  and  always  did  have  the 
power  to  arrange  responsible  private  opera- 
tion of  buses  on  the  city's  own  terms. 

4.  The  regulation  of  transit  operation — a 
difficult,  intricate  work  that  is  quasi-Judicial 
in  its  nature  and  requires  continuity  of 
control — should  remain  in  the  Transit  Com- 
mission. This  leaves  regulation  where  it 
belongs — a  function  of  the  state. 

5.  The  Transit  Commission  should  be 
retained,  in  particular,  to  perfect  its  plan 
for  a  city-wide  and  city-owned  uhlflcatlon 
of  our  transit  system  as  It  now  exists,  for 
a  5-cent  fare.  By  our  first  recommenda- 
tion the  plan  may  not  be  put  into  effect 
without  the  city's  consent. 

The  policies  thus  announced  are  ex- 


pected to  guide  the  Assembly,  which  is 
Republican,  in  its  handling  of  the  New 
York  transit  legislation. 


Pennsylvania  to  Have  Public 
Utility  Information  Bureau 

A  movement  has  been  started  by  the 
public  utility  companies  operating  in 
Pennsylvania  to  put  their  case  more 
forcefully  Joefore  the  public.  At  a  meet- 
ing at  Philadelphia  on  April  4,  it  was 
the  unanimous  opinion  of  executive  of- 
ficers of  the  gas,  electric  light  and 
power,  water,  electric  railway  and  tele- 
phone companies  that  publicity  was  the 
most  effective  way  to  create  and  main- 
tain cordial  relations  with  the  public. 

Officials  of  all  of  the  utility  com- 
panies in  Philadelphia  and  from  Pitts- 
burgh, Scranton  and  other  cities  and 
towns  throughout  the  State  attended 
the  meeting.  A  temporary  publicity 
committee  was  organized,  with  P.  H. 
Gadsden,  vice-president  of  the  United 
Gas  Improvement  Company,  as  chair- 
man. Among  the  railway  men  on  the 
committee  are  C.  B.  Pairchild,  Jr.,  of 
the  Philadelphia  Rapid  Transit  Com- 
pany; and  C.  L.  S.  Tingley,  second  vice- 
president  American  Electric  Power 
Company,  the  successor  to  the  Ameri- 
can Railways. 

Mr.  Gadsden  said  every  large  State 
in  the  Union,  with  the  exception  of 
Pennsylvania,  has-  a  committee  func- 
tioning along  the  lines  it  is  purposed  to 
lay  out  for  the  Pennsylvania  com- 
mittee. 

It  is  expected  the  committee  will 
choose  a  director  in  the  near  future. 


$4,000,000  Is  Being  Spent  by 
Chicago  Elevated  Roads 

Estimates  of  the  cost  of  improve- 
ments contemplated  by  the  "L"  roads 
in  Chicago  this  year  in  addition  to 
ordinary  expenditures,  total  nearly 
$4,000,000.  The  largest  single  item  is 
for  105  new  cars,  at  a  total  cost  of 
$2,400,000,  delivery  on  which  is  ex- 
pected to  begin  early  in  May  and  be 
completed  by  fall.  The  cars  will  be 
placed  in  service  as  fast  as  they  are 
received. 

Some  of  the  more  important  im- 
provements and  the  estimated  cost  of 
each  are: 

New    cars    (105) $2,400,000 

Extending  platforms  for  8-car 
train   operation    . . . . ; 496,500 

Xew     Uptown     Chicago     Station, 

Wilson    avenue    155,000 

Roosevelt  Road  station  and  al- 
teration of  structure  due  to 
street  widening    161,000 

"L"  share  of  alterations  on  ac- 
count of  new  Union  Station. . .       137,500 

Extension    Douglas    Park    line    to 

Oak   Park    avenue    60,000 

Express  tracks  Wilson  to  Law- 
rence avenue 88,500 

Alterations  on  Oak  Park  "L"  for 

Ogden  avenue  widening    26,000 

Total     $3,524,600 


$52,000,000  Released  for 
Subway  Work 

Governor  Pinchot  of  Pennsylvania  on 
April  3  signed  the  Daix  bill  which  re- 
leases the  "frozen  money"  held  as  un- 
expended balances  of  loans  authorized 
for  specific  purposes  under  the  Taylor 
rapid  transit  plans  for  Philadelphia. 

Voters  of  Philadelphia,  under  pro- 
visions of  the  Daix  bill,  now  will  have 
the  opportunity  of  deciding  on  transit 
projects.  The  situation  heretofore  was 
that  $52,000,000  of  bonds  voted  for 
transit  improvement  was  earmarked 
in  such  a  way  the  money  was  tied  up  so 
it  could  not  be  used  except  as  had  been 
directed  under  the  plans  adopted  when 
A.  Menritt  Taylor  was  Director  of  City 
Transit. 

The  Mayor's  comment  follows  in  part: 

Apparently  Council  will  have  authority 
to  cancel  many  of  the  authorizations  for 
high-speed  lines  voted  by  the  people  In  1916. 
If  the  people  wish  to  hold  what  they  secured 
and  now  have  in  the  way  of  authorizations 
and  appropriations  for  such  lines  as  the 
Broad  Street  subway  and  the  extensions 
to  League  Island,  Roxborough,  Chestnut 
Hill,  Germantown  and  OIney,  they  will  have 
to  fight  it  out  with  Council. 

That  Is  about  the  way  we  view  the  situa- 
tion here,  and.  of  course,  will  take  oppor- 
tunity from  time  to  time  to  keep  the  people 
advised. 

Another  development  in  the  transit 
situation  on  April  3  was  a  conference 
attended  by  Mayor  Moore,  City  Solici- 
tor Smyth,  Director  Twining  and  A. 
Merritt  Taylor,  regarding  high-speed 
transit  problems.  The  part  played  by 
the  Mayor  in  the  conference  was  not 
made  known  by  any  of  the  parties  pres- 
ent, but  in  view  of  the  announcement 
made  on  his  return  that  he  intended 
"getting  on"  with  transit  plans  and  ad- 
vertising bids  for  the  Board  Street  sub- 
way by  June  1,  it  is  thought  that  an 
attempt  was  made  by  him  to  reconcile 
the  differing  views  of  Mr.  Taylor  and 
Director  Twining  through  compromise. 


Chicago  Democrats  Elect 
Dever  Mayor 

William  Emmett  Dever,  Democratic 
candidate,  was  elected  Mayor  of  Chicago 
on  April  2  over  Arthur  C.  Lueder, 
Republican  nominee,  by  103,748  plural- 
ity. Judge  Dever  carried  all  his  asso- 
ciates on  the  Democratic  ticket  to 
victory.  Thus  Democrats  now  for  the 
first  time  in  many  years  are  in  com- 
plete control  of  the  affairs  of  the  second 
largest  city  in  the  United  States. 

Dever's  plurality  is  the  largest  ever 
given  a  mayoralty  candidate,  except 
that  of  Mayor  Thompson,  who  won  his 
first  victory  in  1915  by  a  margin  of 
147,477.  Mayor  Dever  will  have  the 
support  of  a  Democratic  City  Council, 
the  changes  in  that  body  giving  the 
Democrats  about  four  to  one  advantage. 
Dever  is  pledged  to  the  following  re- 
forms: 


616 


Electric    Railway    Journal 


Vol.  61,  No.  14 


Municipal  ownership  and  operation  of 
transportation  lines,  with  immediate  pro- 
jection of  an  adequate  subway  system. 

School  board  and  schools  to  be  talten  en- 
tirely out  of  politics. 

Erection  of  school  buildings  sufficient  to 
provide  every  child  with  a  seat,  full  time. 

Some  commentators  on  the  result  of 
the  election  profess  to  see  in  it  the 
strengthening  of  William  R.  Hearst's 
infliaence  upon  the  city  government.  It 
is  understood  that  Mr.  Hearst  person- 
ally contributed  $100,000  to  Dever's 
campaign  fund  and  the  Democratic 
National  Committee  chipped  in  with 
$50,000. 

Mayor  William  Hale  Thompson's  ad- 
ministration has  been  a  constant  target 
for  several  years.  The  Mayor  will  re- 
tire from  office  knowing  his  machine 
turned  the  city  over  to  the  Democrats 
and  left  his  own  party  torn  by  internal 
dissentions  that  may  not  heal  for 
years. 


are  to  be  submitted  to  the  board.  Two 
arbitrators  will  be  appointed  by  each 
side  and  the  four  thus  selected  will  de- 
termine the  fifth  man.  The  men  are 
asking  an  increase  in  wages  of  approxi- 
mately 10  per  cent. 


Municipal  Operation  of  Staten 
Island  Lines  Attacked 

Municipal  operation  of  the  Staten 
Island  Midland  Railway,  under  Grover 
A.  Whalen,  Commissioner  of  Plant  and 
Structures  of  the  city  of  New  York 
was  characterized  as  a  complete  failure 
by  Alderman  Bruce  M.  Falconer  at  the 
meeting  of  the  Board  of  Aldermen  on 
March  27. 

The  discussion  of  the  railway  came 
up  when  Commissioner  Whalen  re- 
quested the  board  to  grant  him  aitother 
$50,000  revolving  fund  for  the  line. 
Since  the  city  took  over  the  line  it  was 
said  that  $450,000  has  been  sunk  in  it. 

Mr.  Falconer  was  quoted  in  part  as 

follows: 

It  is  two  years  and  one  month  since  the 
city  acquired  control  of  this  railway.  The 
trial  of  municipal  operation  which  the 
Hylan  administration  purposes  for  all  tran- 
sit in  this  city,  in  this  instance  at  least, 
has  proved  a  complete  financial  failure.  If 
the  revenue  is  sufficient  to  maintain  service, 
why  docs  Commissioner  Whalen  come  here 
asking  for  more  money?  His  reports  omit 
depreciation  of  rolling  stock  and  equipment 
when  anybody  knows  such  allowance  should 
be  made.  There  is  no  reference  to  taxes 
that  would  have  to  be  paid  by  a  private 
operator.  The  amount  of  interest  on  city 
bonds  is  not  mentioned,  nor  are  the  prospec- 
tive damages  in  civil  actions  computed. 

To  ■  this  criticism  Commissioner 
Whalen  is  said  to  have  replied : 

It  is  absurd  to  compare  this  road  with 
any  other  in  the  world.  It  was  defunct  for 
years.  It  lost  $30,000  in  its  last  year  of 
operation  and  paid  no  franchise  tax  to  the 
city  for  the  ten  preceding  years.  It  didn't 
meet  any  of  its  paving  obligations  to  the 
city  and  the  Hylan  administration  was 
forced  to  take  it  over,  not  by  choice  but  on 
account  of  necessity. 

The  board  voted  to  grant  Mr.  Whalen 
his  requested  funds. 


Scranton  Questions  to  Be 
Arbitrated 

There  will  be  five  arbitrators  to 
decide  the  wage  and  working  conditions 
issues  between  the  Scranton  (Pa.)  Rail- 
way and  its  employees.  This  was  de- 
cided on  March  31.  The  company  was 
officially  notified  on  that  day  of  the  ac- 
tion of  the  union  in  voting  to  accept 
arbitration  as  the  counter  proposal  of 
the  company.  A  draft  will  be  drawn 
of  exactly  what  phases  of  the  matter 


Two  Commissions  in  Detroit 
Make  Joint  Report 

That  the  propiosed  system  of  subway 
dips  in  downtown  Detroit  as  announced 
by  the  street  railway  commission  is  not 
satisfactory  after  a  more  thorough 
study  by  the  rapid  transit  commission 
and  the  street  railway  commission,  is 
evidenced  by  a  joint  report  by  the  two 
commissions  to  Acting  Mayor  John  C. 
Lodge.  The  following  recommenda- 
tions are  made  in  the  report: 

1.  That  more  immediate  relief  for  sur- 
face congestion  in  the  central  area  be  ob- 
tained through  further  rerouting  of  lines 
in   the   downtown   district. 

2.  That  the  rapid  transit  commission  be 
specifically  instructed  to  prepare  its  plans 
and  program  for  the  hub  of  a  rapid  transit 
system  serving  all  of  the  six  main  arteries 
witiiin   the  central   business  area. 

3.  That  part  or  all  of  such  hub  plans  as 
may  be  determined  to  be  wise  by  the  City 
Administration  be  submitted  tq  the  regular 
election  this  fall. 

The  proposed  co-operative  effort,  and 
studies  by  the  two  commissions  and 
their  engineers  will,  the  report  stated, 
place  in  the  hands  pf  the  City  Admin- 
istration, within  a  few  months'  time, 
sufficient  engineering,  legal,  and  finan- 
cial data  to  make  it  possible  to  submit 
a  definite  rapid  transit  scheme  to  the 
electors  of  Detroit  at  the  October 
election. 

It  is  the  street  railway  commission's 
determination  to  hold  public  hearings  in 
the  City  Hall  and  discuss  the  needs  of 
each  district,  according  to  Ross  Schram, 
assistant  general  manager  of  the  de- 
partment, thereafter  beginning  work 
upon  these  extensions  in  the  order  of 
their  immediate  necessity,  as  sh|Own 
during  the  hearings.  For  the  sake  of 
discussion,  the  various  districts  where 
extensions  are  required  now  or  will  be 
in  the  near  future,  are  divided  into 
eleven  sections.  This  announcement 
was  made  in  anticipation  of  the  favor- 
able result  at  the  April  2  election. 

In  addition  to  these  situations,  the 
department  plans  to  take  care  iof  out 
of  its  ordinary  funds,  a  large  amount 
of  minor  track  changes  necessary  for 
rerouting,  as  well  as  improvements  in 
downtown  loading  facilities  required 
immediately,  pending  the  approval  pf 
the  plans  for  the  subways. 


Accidents  Decreased  in  1922. — In  its 

publicity  symposium,  the  "Truth,"  pub- 
lished in  the  daily  papers,  the  Memphis 
(Tenn.)  Street  Railway  calls  attention 
to  the  fact  that  there  were  124  fewer 
accidents  in  1922  than  in  1921;  that 
outstanding  litigation  decreased  57  per 
cent,  and  that  the  claim  cost  was  re- 
duced. The  number  of  new  suits  arising 
in  1922  showed  a  decrease  of  36  per 
cent  as  compared  with  1921.  People 
are  learning  the  advantages  of  dealing 
direct  with  the  claim  department  to 
secure  a  prompt  settlement  of  just 
claims. 


New  Chicago  Executive  Starts  Off 
on  the  Right  Foot 

After  G.  A.  Richardson,  recently  ap- 
pointed vice-president  of  the  Chicago 
Surface  Lines,  had  been  filling  his  new 
position  for  a  month,  he  issued  a  state- 
ment to  all  of  the  employees  on  the 
property,  Which  has  met  with  a  very 
warm  reception.  The  Union  Leader, 
official  publication  of  the  street  car- 
men's union  in  Chicago,  has  referred  to 
the  message  of  the  new  operating  head 
in  most  kindly  and  complimentary 
terms.  In  discussing  his  reference  to 
the  need  for  effective  team  work,  this 
paper  said : 

Xo  group  of  workers  realizes  the  value  of 
team  work  so  well  as  the  organized  group. 
The  expression  of  the  new  operating  execu- 
tive indicates  a  progressive  viewpoint  in 
aiming  to  establish  the  kind  of  relations 
necessary  to  bring  proper  results,  and  with 
this  spirit  continued  and  a  just  regard  for 
the  interests  of  all  maintained  there  is 
every  reason  to  believe  that  the  team  work 
suggested  by  Mr.  Richardson  will  find  gen- 
erous response  from  the  employees. 

Mr.  Richardson  pointed  out  to  the 
employers  that  "there  is  no  intention 
on  my  part  of  trying  revolutionary 
methods.  Like  all  of  those  identified 
with  the  property  I  have  but  the  single 
desire  to  assist  in  developing  the  sur- 
face lines  to  the  highest  efficiency  in 
service.  Perfection  in  a  property  may 
not  be  possible,  but  improvement  is 
always  possible,  and  that  is  what  we 
want  to  work  for  here." 

In  commenting  on  this  thought,  the 

union  paper  stated  that  it  represented 

"a  healthy  indication  of  the  broadening 

viewpoint    of   up-to-date    executives    in 

the  electric  railway  business."  On  this 

point  the  editorial  said: 

Too  often  in  the  past  the  man  accepting 
an  executive  position  in  the  electric  rail- 
way business,  eager  to  make  a  showing, 
has  wrecked  his  opportunities  for  service  by 
attempting  innovations  that  were  unfitted 
for  the  environment,  and  therefore  proved 
impracticable.  In  many  cases  these  inno- 
vations have  been  arbitrarily  established, 
with  detriment  to  the  interests  he  repre- 
sented. 

Mr.  Richardson  had  some  comments 

to  make  on  courtesy: 

In  our  business,  as  in  others,  one  of  the 
most  valuable  assets  is  courtesy — and  cour- 
tesy is  also  the  best  evidence  of  a  man's 
good  faith  in  making  for  the  company's 
success.  Answering  questions  pleasantly ; 
exercising  care  in  insuring  the  safety  of 
those  boarding  and  leaving  cars ;  being 
careful  not  to  run  by  waiting  passengers : 
courteous  explanation  in  cases  where  trans- 
fers appear  to  be  irregular ;  a  little  bit  of 
help  now  and  then  to  the  aged  and  infirm — 
all  of  these  things  are  easy  to  do.  and  they 
form  the  very  foundation  of  successful  pub- 
lic service. 

The  Union  Leader  pointed  to  this 
paragraph  as  one  of  the  things  which 
the  Amalgamated  Association  and  its 
official  journals  have  continually  em- 
phasized. Its  final  characterization  of 
the  message  of  the  new  vice-president 
was  that  it  "is  a  common  sense,  prac- 
tical talk.  It  carries  neither  ice  nor 
sugar  and  is  free  from  the  formal  stiff- 
ness that  marks  the  usual  pronounce- 
ments of  this  character.  It  will  be 
accepted  in  good  spirit  by  the  employees, 
and  so  long  as  Mr.  Richardson  shows 
a  disposition  to  maintain  just  relations, 
he  will  find  the  members  of  Division 
241  doing  their  share  to  bring  about 
the  fullest  measure  of  team  work  to 
produce  a  service  that  will  be  beneficial 
to  all  interests  concerned." 


April  7,  1923 


Electric    Railway    Journal 


617 


Electors  Approve  Franchise 
Amendment 

The  voters  of  Jackson,  Mich.,  on 
April  2  approved  an  amendment  to  the 
grant  of  the  Michigan  United  Rail- 
ways which  will  mean  a  cancellation 
of  the  obligations  on  the  part  of  the 
company  to  do  future  paving  between 
tracks.  As  a  result  of  the  vote  paving 
will  be  done  between  the  tracks  and 
18  in.  to  either  side  by  the  Michigan 
United  Railways  on  West  Ganson 
Street  at  a  cost  of  $61,000,  and  Page 
Avenue  will  also  be  paved  at  an  esti- 
mated cost  of  $80,000. 

John  F.  Collins,  vice-president,  gen- 
eral manager  and  receiver  of  the  com- 
pany, was  recently  granted  permission 
by  Judge  Simons  in  the  District  Court 
to  borrow  $141,000  for  these  paving 
jobs  provided  the  amendments  to  the 
charter  were  adopted  in  Jackson.  The 
proposal  of  the  company,  which  was 
in  the  form  of  a  binding  contract  ap- 
proved by  the  Federal  court,  was  that 
the  company  would  borrow  money  and 
increase  its  investment  in  Jackson 
$141,000  on  condition  that  when  Gan- 
son, First  and  Page  Avenue  were 
fixed  up  the  company  would  not  there- 
after be  bound  by  franchises  and  ordi- 
nances to  pave  between  the  tracks  of 
its  city  lines. 


ment  of  this  public  policy,  as  declared  by 
our  laws,  and  should  not  be  allowed  unless 
the  benefits  to  the  public  are  self-evident. 

The  permission  for  a  city  railway  or  an 
interurban  railway  to  own,  maintain  and 
operate  automobiles,  automobile  buses  and 
automobile  bus  lines,  as  given  in  this  bill. 
Is  an  extension  of  corporate  power  that 
would  permit  the  strangling  of  competition 
and  ownership  of  independent  bus  lines. 
This  measure,  to  say  the  least,  has  in  It 
many  potential  objections. 


Can  Youngstown  Afford  Railway 
and  Jitney  Service 

The  Youngstown  (Ohio)  Vindicator 
has  raised  the  question:  "Can  Youngs- 
town afford  both  street  car  and  jitney 
service?"  In  concluding  a  long  editorial 
that  paper  said: 

The  question  must  be  faced  squarely. 
Youngstown  cannot  go  on  letting  the  jitneys 
run  wild  and  the  railway  pile  up  a  deficit 
every  month.  If  that  condition  continues 
we  shall  soon  have  no  street  cars,  and  the 
jitneys,  of  course,  do  not  pretend  to  meet 
our  transportation  needs.  They  take  only 
the  cream  and  leave  the  railway  the  un- 
profitable business.  The  only  way  the  com- 
pany can  get  back  on  its  feet  is  to  reduce 
fares  and  get  more  passengers.  But  there 
will  always  be  riders  who  will  pay  10  cents 
for  a  jitney  ride  even  though  the  jitney 
keeps  thie  railway  car  fare  high  and  pre- 
vents others  from  riding  at  6  or  7  cents. 

This  Is  the  situation.  Does  Council  have 
the  brains  and  the  courage  to  lift  us  out  of 
it?  And  will  the  city  back  Council  in  a 
manly  search  for  a  solution? 


Texas  Governor  Kills  Bill  to  Per- 
mit Bus  Operation  by  Railways 

Governor  Neff  of  Texas  has  vetoed 
the  bill  which  was  passed  by  the  Legis- 
lature at  its  recent  session  authorizing 
electric  railways  and  interurban  lines  to 
operate  motor  buses.  Under  the  pro- 
visions of  the  bill  city  railways,  subur- 
ban or  interurban  lines  would  be  per- 
mitted to  acquire,  own,  maintain  and 
operate  automobiles,  automobile  buses 
and  automobile  bus  lines  for  the  trans- 
portation of  passengers  or  property, 
and  to  be  so  authorized  in  future 
charters. 

The  Governor  used  this  language  in 

its  disapproval: 

The  public  policy  of  the  state  of  Texas 
has  been  to  restrict  private  corporations  or 
quasi-public  corporations  to  be  incorporated 
for  one  purpose.  The  enlargement  of  tlie 
powers  of  a  railway  or  an  interurban  rail- 
way as  provided  in  this  bill  is  an  infringe- 


Mr.  Doremus  Elected 
Detroit  Mayor 

$17,000,000  in  Bonds  Authorized  for  the 

New  Railway  Work  and  for  the 

Construction  of  Power  Plant 

Frank  E.  Doremus  was  elected 
Mayor  of  the  city  of  Detroit  on  April  2 
by  the  largest  majority  in  the  history 
of  the  office,  defeating  Dr.  Jawies  W. 
Inches,  former  police  commissioner.  Mr. 
Doremus,  former  congressman  frotifi  the 
Detroit  district,  had  outlined  his  policy 
towards  municipal  ownership  and  as- 
serted that  the  application  of  horse- 
sense  and  patience  was  essential  in 
handling  the  matter.  Unofficial  re- 
turns indicated  that  Mr.  Doremus  re- 
ceived 89,391  votes  to  34,649  cast  for 
Dr.  Inches.  The  vote  cast,  a  little  in 
excess  of  124,000,  fell  behind  the  vote 
of  1920  and  1921,  but  exceeded  that  of 
the  spring  election  of  1922. 

The  $5,000,000  bond  issue  for  exten- 
sions and  improvements  to  the  munic- 
ipal railway,  twice  rejected  at  previous 
elections,  and  also  the  $12,000,000  bond 
issue  for  the  construction  of  a  munici- 
pal power  and  lighting  plant,  were 
carried.  More  than  three  quarters  of 
th«  output  of  the  new  power  plant  will 
be  supplied  to  the  railway. 

Pleased  Over  Passage  of 
Bond  Issue 

Mr.  Doremus  expressed  himself  as 
pleased  that  both  bond  issues  had 
carried  although  he  did  not  campaign 
for  them.  He  will  take  office  about 
April  10,  depending  upon  the  time  at 
which  the  official  count  of  the  ballots 
is  made.  The  new  Mayor  will  have  to 
run  for  office  again  in  the  fall  as  the 
April  2  election  for  Mayor  simply  filled 
the  vacancy  caused  by  the  resignation 
of  former  Mayor  Couzens  to  become 
United  States  Senator. 

As  pointed  out  before  the  election, 
the  $5,000,000  provided  by  the  bond 
issue  will  be  expended  for  extensions 
to  existing  street  railway  lines  and  in 
the  purchase  of  200  additional  new 
cars.  The  $12,000,000  for  a  power 
plant  will  not  all  be  made  available  at 
one  time  as  it  is  estimated  that  $2,000,- 
000  will  start  the  project  and  supply 
the  first  year's  needs.  It  has  been 
cited  that  failure  to  provide  for  the 
power  plant  would  have  threatened  the 
present  low  fares  on  the  municipal 
lines.  A  very  large  saving  is  expected 
to  accrue  to  the  city  annually  by  sup- 
plying its  own  power  as  compared  vfith 
the  cost  of  purchased  power  when  the 
present  contract  rates  for  power  have 
expired. 

Both  bond  issues  required  a  60  per 
cent    majority.        The    street    railway 


issue  received  61  per  cent  and  the 
power  plant  bond  issue  received  63 
per  cent. 

Substitute  Bill  to  Be  Introduced 
in  New  York 

A  dispatch  to  the  Electric  Railway 
Journal  from  Albany  on  the  afternoon 
of  April  6  said  that  Assemblyman 
George  N.  Jesse,  Republican  represent- 
ing the  twenty-third  district.  New  York 
City,  will  introduce  on  Monday  night, 
April  9,  in  the  New  York  State  Legisla- 
ture the  Republican  substitute  bill 
regulating  utility  matters  in  the  city  of 
New  York.  The  measure  will  restore 
to  the  city  of  New  York  the  right  to 
enter  into  contracts  and  franchise 
agreements  with  operating  corpora- 
tions, to  regulate  the  rate  of  fare  to  be 
charged  and  to  build  and  own  transit 
facilities,  but  will  reserve  to  the  state 
Public  Service  Commission  control  over 
service  and  capitalization.  Assembly- 
man Jesse  has  confidence  that  his  sub- 
stitute measure  will  pass  the  lower 
house  and  will,  in  general,  be  accepted, 
by  the  Democratic  Senate. 

Further  amendments  to  the  Public 
Service  Commission  Law  will  be  offered 
from  the  Republican  side  of  the  House 
restoring  to  municipalities  the  right  to 
enter  into  contracts  and  franchise 
agreements  with  local  corporations,  but 
will  reserve  to  the  State  regulatory 
body  supervision  over  service  and 
capitalization.  There  is  little  disposi- 
tion at  the  present  session  of  the  legis- 
lature to  change  the  personnel  or  man- 
ner of  appointment  of  the  present  State 
Public  Service  Commission. 


New  Wage  Scale  Being  Planned 

Employees  of  the  Community  Trac- 
tion Company,  Toledo,  Ohio,  are  seek- 
ing a  new  wage  scale  to  replace  the 
present  agreement  which  expires  on 
May  21.  The  present  scale  for  train- 
men is  45  cents  an  hour  up  to  three 
months  service,  47  cents  for  the  next 
nine  months  service  and  50  cents  there- 
after. It  is  expected  that  the  new  con- 
tract will  be  ready  to  submit  to  the 
officials  of  the  company  by  April  20. 


Men  Seek  New  Wage  Agreement.— 

Members  of  the  union  recently  voted  to 
appoint  a  wage  committee  to  draw  up  a 
new  wage  schedule  with  the  Boston 
(Mass.)  Elevated  Railway.  The  present 
scale  expires  on  July  1. 

Men  Discuss  Wage  Agreement. — 
Railway  employees  of  the  Cumberland 
County  Power  &  Light  Company,  Port- 
land, Me.,  have  had  under  discussion 
new  working  conditions  and  wage 
schedules.  The  present  agreement  ex- 
pires on  May  1.  Last  year  the  men 
voluntarily  accepted  a  wage  cut. 

Wages  Increased  Five  Cents  an  Hour. 
— Beginning  April  1  trainmen  of  the 
Harrisburg  (Pa.)  Railways  were  to  re- 
ceive a  wage  increase  of  5  cents  an  hour. 
First  year  men  will  be  paid  48  cents 
an  hour,  second  year  men  49  cents  and 
employees  who  have  served  more  than 
two  years  will  receive  50  cents  an  hour. 


618 


Electric    Railway    Journal 


Vol.  61,  No.  14 


I  Financial  and  Corporate  J 

$13,827,583  Residue  Receipts 

Revenues  of  the  Chicago  Surface  Line  Decline  with  Decrease  in  Fares 
— Operating  Expenses  Also  Reduced 


MANY  Interesting  features,  both 
financial  and  physical,  are  pre- 
sented in  the  ninth  annual  report  of 
Henry  A.  Blair,  president  Chicago  Sur- 
face Lines,  to  the  board  of  operations. 
During  the  year  ended  Jan.  31,  1923,  the 
system  carried  762,629,211  revenue  pas- 
sengers, as  compared  with  750,515,622 
the  previous  year. 

Throughout  the  fiscal  year  ended  Jan. 
31,  1922,  an  8-cent  fare  was  in  effect 
on  account  of  a  Federal  injunction 
against  the  order  of  the  Illinois  Com- 
merce Commission.  The  case  was  re- 
opened and  the  fare  ordered  reduced  to 
6  cents,  effective  May  1.  This  order 
also  was  held  up  by  the  Federal  court, 
the  award  being  on  condition  that  the 
companies  not  later  than  June  15 
should  charge  not  to  exceed  7  cents, 
with  three  tickets  for  20  cents  and  3- 


CHICAGO    SURFACE    LINES 

Earnings,  Expenses  and  Division  of  Residue 

Receipts   for   Twelve   Months  Ended 

Jan.  31,  1922  and  1923 

Earnings  1921-1922  1922-1923 
Passenger  cars  (inc. 

^^^}^  '^'^rriera)...    »59,706,413     J55,495,311 

Chartered  cars  . . .  12,121  g  594 

Newspaper  cars..  16  161  l=iR(is 

Freight  earnings..  2  318  Au 

Hospital  car  serv-  ' 

ice 4  194  c  Q7Q 

Advertising    247'l84  ?Kt'fi7» 

Rents  of  buildings,  ^•"■"*  253.678 

<jjtc.    106.479  100,240 

Sale  of  power 92,371  89  341 

Interest  on  deposits  137,939  119'033 

Miscellaneous  ....  18.553  ll.oU 

Gross  earnings....    $60,343,733     $56,103,062 
Expenses 

Way  and  structures  $  3,040,940 

Equipment 4,348,373 

Kenewals 4  827  499 

Powermaintainance       '32o!375 

Power   operation.. 

Conducting  trans- 
portation— train- 
men   

Conducting  trans- 
portation— other 

Traffic    

General  and  mis- 
cellaneous— dam- 
ages   

General  and  mis- 
cellan  eou.«! — other 

Taxes   


3,128,792 

21,574,699 

3,208,603 
34.547 


$   2,556,627 

3,788,171 

4,488,245 

316,450 

3,175,391 


19.662,636 

2,912.780 
42,093 


2,271.224  2.356,329 


1.56S.09S 
2.193,000 


1.859,348 
3.258,000 

Total  expenses..    $46,516,150     $44,416,070 

pfvided  .'■^'^'^'P'^ •  *»13.S27,583   •$11,686,992 
Chicago  Railways — 
South^SideTlne^*  *'•'''■'''     'J^-"  2.1 95 

40  per  cent *     5,531.033      •   4,674,797 

•Includes  city's  55  per  cent  of  net  divisi- 
ble receipts,  as  defined  by  ordinances? 


cent  cash  fares  for  children  between 
seven  and  twelve  years  of  age.  The 
fare  was  reduced  June  15,  1922,  in  ac- 
cordance with  this  award.  The  original 
order  called  for  the  sale  of  the  tickets 
by  conductors  on  the  cars,  but  this  has 
since  been  modified,  so  that  tickets  are 
obtainable  only  at  certain  designated 
agencies.  This  reduction  in  fares 
caused  a  decrease  in  total  revenue  from 


?60,343,733  in  1922  to  $56,103,062  in 
1923.  Expenses  were  reduced  from 
$46,516,150  to  $44,416,070,  leaving  resi- 
due receipts,  after  taxes  and  reserve 
for  renewals,  of  $11,686,992  for  the  past 
year,  as  compared  with  $13,827,583  for 
1922.  Complete  figures  are  shown  in 
the  accompanying  table. 

Substantial  reductions  in  expenses 
were  made  in  way  and  structures,  equip- 
ment and  power  maintenance  and  in 
conducting  transportation.  The  re- 
newal fund,  which  represents  8  per 
cent  of  the  total  gross  revenues,  was 
proportionately  reduced.  Power  and 
damages  were  higher,  presumably  on 
account  of  the  greater  car  mileage  run. 

The  80-cent  wage  scale  for  trainmen, 
which  had  been  in  effect  since  June  1, 
1920,  was  reduced  10  per  cent,  effective 
Aug.  6,  following  a  strike  of  the  train- 
men which  tied  up  the  system  for  six 
days.  A  similar  reduction  in  pay  was 
made  in  other  departments. 

During  the  year  a  number  of  applica- 
tions were  made  to  the  Illinois  Com- 
merce Commission  for  authority  to 
establish  motor  bus  lines  in  the  city. 
The  commission  took  the  following 
stand:  "In  the  consideration  of  motor 
bus  transportation  the  commission 
should  be  cognizant  of  the  fact  that  it 
could  not  be  considered  to  be  for  the 
public  convenience  and  necessity  of 
either  the  whole  people  of  the  city  of 
Chicago  or  those  persons  immediately 
dependent  upon  the  surface  or  elevated 
lines  for  transportation  that  bus  line 
service  should  be  instituted  which  would 
either  seriously  impair  the  service  of 
present  lines  of  transportation  or 
would  ultimately  destroy  this  service 
entirely." 

Betterments  of  service  growing  out 
of  the  special  transportation  studies 
made  by  John  A.  Beeler  have  continued 
with  good  results.  Investigations  by 
experts  within  the  company's  organiza- 
tion are  going  forward  with  a  view  to 
making  improvements  in  the  service 
and  at  the  same  time  effecting  better 
economic  results. 

New  Track  Constructed 

During  the  nine  years  of  unified 
operation  the  companies  have  con- 
structed 96.56  miles  of  new  single 
track,  at  a  cost,  including  paving  and 
overhead,  of  $4,532,639,  and  they  have 
reconstructed  399.18  miles  at  a  cost,  ex- 
clusive of  overhead  structure,  of  $18,- 
389,615.  The  changes  in  mileage  dur- 
ing the  year  are  as  follows: 


Total    miles   single   track    Jan.    31 

,^1922 1.061.32 

Extensions o.56 

Abandoned     ]]  o!98 

Reconstructed   ,'.  33.48 

Total    miles    single   track   Jan.    31. 

1923 1,060.90 


In  connection  with  work  during  the 
year  the  company  laid  or  renewed  160,- 
831  sq.yd.  of  paving,  principally  granite 
block,  which  cost  approximately 
$558,048.  During  the  nine-year  period 
of  unification  the  companies  have  ex- 
pended for  paving  the  sum  of  $5,157,882. 
Additional  paving  laid  in  maintenance 
was  156,840  sq.yd.,  costing  $531,118. 

During  the  year  there  were  11,843 
wreck  wagon  calls,  of  which  56  per 
cent  originated  from  blockades  caused 
by  breakdowns  of  wagons  and  trucks 
on  the  tracks,  fires  and  other  causes 
apart  from  car  operation. 

All  power  is  purchased  from  the 
Commonwealth  Edison  Company  under 
contract.  For  the  year  the  amount  pur- 
chased (a.c.)  was  546,507,077  kw.-hr., 
which  was  converted  into  499,875,623 
d.c.  kw.-hr.,  the  difference  representing 
the  loss  in  conversion.  The  total  cost 
of  the  energy  at  the  d.c.  busbar  is 
given  as  $4,507,523.  This  includes  oper- 
ation maintenance,  fixed  charges  and 
purchased  power.  Some  of  these  items 
are  not  shown  separately  in  the  earn- 
ings statement. 

Changing  the  trolley  wire  from  00 
to  000  has  helped  reduce  the  number 
of  breaks  and  consequent  delays  to 
traffic. 

Car  Failures  Reduced 

The  number  of  out-of-order  cars 
pulled  in  averaged  1,563  per  month, 
compared  with  1,961  the  previous  year, 
a  decrease  of  20.3  per  cent.  During 
Christmas  week  over  96  per  cent  of  the 
cars  were  available  for  service. 

During  the  year  there  were  author- 
ized forty-five  double-truck  one-man 
cars,  to  be  built  at  the  company's  shops; 
100  double-truck  four-motor  cars  to  be 
built  by  outside  manufacturers,  and 
sixty-nine  double-truck  four-motor  cars 
to  be  built  at  the  company's  shops. 
This  last  order  is  to  replace  a  part  of 
the  cars  lost  in  the  Devon  Avenue  car- 
house  fire. 

The  company  spent  $691,314  in  gen- 
eral overhauling  of  cars.  The  total 
rolling  stock  on  the  system  now  con- 
sists of  3,198  passenger  cars,  486  work 
cars  and  service  cars  and  three  loco- 
motives. 

The  average  daily  passenger  receipts 
for  the  year  amounted  to  $154,583,  the 
highest  day  being  Saturday,  April  15 
when  $191,403  was  taken  in. 

A  table  is  included  showing  names 
and  dates  of  employment  of  all  persons 
connected  with  the  company  forty  years 
or  over.  There  are  ninety-nine  of  them, 
includmg  John  M.  Roach,  who  is  the 
oldest  in  point  of  service,  having  been 
with  the  company  and  its  predecessors 
since  1872.  The  number  of  employees 
in  continuous  service  for  twenty-five 
years  or  over  is  1,922. 

The  purchase  price  of  the  company, 
in  accordance  with  the  city  ordinance, 
was  $160,944,226  at  Feb.  1,  1923,  as 
compared  with  $160,610,561  the  previous 
year. 

By  the  terms  of  the  ordinance,  8  per 
cent  of  the  gross  revenue  is  reserved 
for  renewals.  For  technical  reasons,  a 
special  renewals  and  equipment  fund 
has  been  created  during  the  past  few 


AprU  7,  1923 


Electric    Railway    Journal 


619 


years.     The   condition   of   the   reserve 
funds  is  as  follows: 


RESERVE  FOR  RENEWALS 
Balance    in    reserve    at    Feb.    1, 

1922     »11, 845,768 

Sale  of  unnecessary  property  and 

salvage   159,629 

Interest  earned    .  . . : 360,724 

Balance    in    reserve    at    Feb.    1, 

1923 J12,366,121 

SPECIAL,  RESERVE  FOR  RENEWALS 
AND  EQUIPMENT 
Balance     in    special    reserve    at 

Feb.  1,   1922 $       310,562 

8  per  cent  of  gross  earnings. . . .      4,488.249 
Interest  earned 34,555 

Total   I  4,833,366 

Less:   Expended  for  rene«rals .. .     2,968,431 
Expended  for  new  passen- 
ger cars   243,367 

Total  expended   $  3,211,798 

Balance    in    special     reserve     at 

Feb.    1,    1923 $1,621,568 

Total  balances  at  Feb.  1,  1923. $13, 987,689 


This  balance  is  in  cash,  and  is  on 
deposit  in  various  banks. 

Under  the  terms  of  the  ordinance,  the 
residue  receipts  of  the  company  are 
divided,  60  per  cent,  or  $7,012,195,  going 
to  the  Chicago  Railways  and  40  per 
cent,  or  $4,674,797,  going  to  the  South 
Side  lines. 

Chicago  Railways  Company  Report 

The  report  of  Henry  A.  Blair,  presi- 
dent Chicago  Railways,  shows  the  fol- 
lowing distribution  of  the  residue  re- 
ceipts for  the  year  ended  Jan.  31,  1923: 


Chicago   Railways'   share   (60  per 

cent)   of   residue   receipts $7,012,195 

Deduct  joint  account  expenses. . .       360,000 

T^  .,     »  r                   .  $6,652,195 
Deduct  5  per  cent  Interest  on  cap- 
ital   valuation    4,630,943 

Income   divisible   with   City   of 

Chicago $2,021,252 

Chicago  Railways'  45  per  cent  of 

divisible    income    909  563 

Five  per  cent  interest  on   capital 

valuation    4,630,943 

Other  income   249,956 

Total  income $5,790,462 

Interest  on  bonds $4,716,680 

Interest  on  loans 94,785 

Sinking  fund 250,000 

Other  deductions 173,712 

5,235,177 

Net  income   $555,285 


The  net  income  of  $555,285  is  before 
payment  of  adjustment  income  bond 
interest  and  before  providing  for  Fed- 
eral income  and  excess  profits  taxes  for 
1922,  or  for  any  additional  Federal 
taxes  for  prior  years. 

For  the  year  the  rate  of  return  upon 
the  company's  capital  investment,  or 
city  purchase  price,  was  5.98  per  cent; 
the  average  rate  of  return  on  the  pur- 
chase price  required  to  meet  fixed 
charges,  including  sinking  fund,  is  ap- 
proximately 5.5  per  cent. 

Because  of  the  inability  of  the  com- 
pany to  finance  any  of  its  securities 
during  the  year,  capital  expenditures 
were  restricted  as  much  as  possible. 
The  city  purchase  price  at  Jan.  31, 
1922,  was  $92,518,537,  and  capital  ad- 
ditions during  the  year  were  $180,320, 


making  the  purchase  price  at  Jan.  31, 
1923,  amount  to  $92,698,857.  This  value 
applies  to  a  track  mileage  of  585.6, 
which  is  substantially  the  same  at  the 
beginning  and  the  end  of  the  year. 

Further  financial  and  operating  sta- 
tistics contained  in  this  report  are  given 
in  connection  with  the  Chicago  Surface 
Lines'  report. 

In  conclusion  Mr.  Blair  states:  "The 
vital  question  now  concerning  the  peo- 
ple of  the  city  of  Chicago  is  that  of 
improved  transportation.  The  most 
zealous  efforts  and  earnest  co-operation 
of  all  interests — the  people,  the  city 
authorities  and  the  companies  —  are 
absolutely  essential  to  a  speedy  and 
proper  solution  of  this  problem." 

Chicago  City  Railway  Report 

The  report  of  Leonard  A.  Busby, 
president,  to  the  stockholders  of  the 
Chicago  City  Railway  for  the  year 
ended  Jan.  31,  1923,  shows  the  earnings, 
expenses  and  residue  receipts  of  the 
Chicago  Surface  Lines  under  unified 
operation  and  the  income  account  and 
balance  sheet  of  the  Chicago  City  Rail- 
way. 

Of  the  residue  receipts  of  the  Chi- 
cago Surface  Lines  40  per  cent,  or 
$4,674,796,  went  to  the  South  Side  Lines, 
namely,  the  Chicago  City  Railway,  the 
Southern  Street  Railway  and  the  Calu- 
met &  South  Chicago  Railway. 

A  comparative  statement  of  gross 
earnings,  operating  expenses  and  res- 
idue receipts  for  the  past  two  years 
follows : 


CHICAGO  SURFACE  LINES 

1922-23  1921-22 

Residue    receipts.  .$11,686,992  $13,827,583 

Deduct : 
City's   55    per  cent.   $1,665,205  $2,944,963 
Joint    account    ex- 
penses              620,000*  449,000* 

Net    receipts $9,401,785  $10,433,619 

Operating    ratio    .         79.17%  77.09% 
Return       on      city 

purchase  price. .        6.842%  6.501% 

•Income    taxes   and    other   ordinance   de- 
duction. 


After  payment  of  operating  expenses 
and  bond  interest,  the  property  of  the 
Chicago  City  Railway  produced  a  net 
income  of  $1,458,247,  a  decrease  from 
last  year  of  $301,681.  Four  quarterly 
dividends  of  li  per  cent  each,  or  6  per 
cent  on  the  $18,000,000  of  capital  stock 
were  paid,  amounting  to  $1,080,000.  The 
remainder  of  the  net  earnings  amount- 
ing to  $378,122  was  carried  to  surplus, 
which  at  the  close  of  the  year  amounted 
to  $1,917,733.  During  the  year  the 
company  paid  off  $286,000  of  its  loans, 
which  represented  capital  expenditures 
in  previous  years. 

Capital  expenditures  during  the  year 
amounted  to  $210,923,  but  there  was  a 
decrease  of  $75,631  in  the  material  and 
supplies,  carried  in  capital  account,  in 
accordance  with  the  ordinance  under 
which  the  company  operates.  This 
tended  to  reduce,  by  this  amount,  the 
charges  to  capital  account  during  the 
year,  leaving  net  capital  charges  of 
$135,291,  making  the  purchase  price  at 
Jan.  31,  1923,  $55,084,943. 

Mr.  Busby  says  that  the  officers  of 


INCOME    ACCOUNT    OF    THE    CHICAGO 

CITY    RAILWAY    FOR    THE    YEAR 

ENDED  JAN.   31,    1923 

40  per  cent  of  the  residue  re- 
ceipts of  Chicago  Surface 
Lines     $4,674,796 

Deduct :  Joint  account  expenses, 
interest  on  capital  investment 
of  the  Chicago  City  Railway, 
Calumet  &  South  Chicago  Rail- 
way and  Southern  Street  Rail- 
way           4,668,400 

Net     earnings     of     South     Side 

Lines    $1,006,396 

City's  55  per  cent  as  per  ordi- 
nances          553,518 

South    Side    Lines'    45    per    cent 

as    per    ordinances $452,878 

Less:    Southern    Street    Railway 

proportion,  as  per  ordinance. .  24,908 

Company's    proportion $427,970 

Add :  Interest  on  capital  invest- 
ment           2,750,964 

Income  from  operation $3,178,934 

Other    income     54.398 

$3,233,332 
Interest  on  bonds  and  notes  out- 
standing          1,775,085 

Net    income     $1,458,247 

Add:    Surplus  at  Jan.  31.   1922..     1,639,611 

Surplus     $2,997,868 

Dividends,  6  per  cent.  .$1,080,000 
Miscellaneous    124     1,080,125 

Surplus  at  Jan.  31,  1923 $1,917,733 

Percentage     of     net     income     to 

capital   stock   at  par 8.10  per  cent 


the  company  are  firmly  of  opinion  that 
a  unified  system  of  surface,  elevated 
and  subway  lines,  in  substantial  con- 
formity with  the  physical  plans  and 
recommendations  of  the  Chicago  Trac-r 
tion  and  Subway  Commission  report  of 
Dec.  15,  1916,  is  necessary,  in  order  to 
work  out  a  practical  and  satisfactory 
solution  of  the  problem  of  furnishing 
adequate  local  transportation  facilities 
for  Chicago. 


Contract  Creditors  to  Be 
Paid  in  Full 

On  March  10  the  committee  repre- 
senting the  contract  creditors  of  Rich- 
mond Light  &  Railroad  Company, 
Staten  Island,  N.  Y.,  addressed  a  letter 
to  the  company's  creditors  announcing 
the  formation  of  the  committee.  Prior 
to  the  preparation  and  sending  out  of 
this  letter,  the  committee  had  caused  an 
investigation  to  be  made  of  the  status 
of  the  contract  claims  against  the  com- 
pany. The  information  so  secured  led 
it  to  believe  that  the  formation  of  the 
committee  was  necessary  for  the  pro- 
tection of  the  rights  of  such  creditors. 
George  M.  Judd,  chairman,  says  now 
that  the  committee  has  since  been  ad- 
vised by  the  Richmond  Light  &  Rail- 
road Company  that  it  is  the  intention 
of  the  company  to  pay  its  contract 
creditors  in  full.  The  misunderstand- 
ing with  respect  to  the  status  of  these 
claims  having  been  cleared  up,  the  com- 
mittee feels  that  the  purpose  for  which 
it  was  organized  has  been  accomplished 
and  that  there  is  no  further  need  for  its 
activities.  It  is  accordingly  dissolving. 
Control  of  the  utility  passed  last  Oc- 
tober to  a  banking  group  in  which  J.  G. 
White  &  Company  are  interested.  J.  H. 
Pardee  of  the  White  company  is  presi- 
dent of  the  Richmond  Light  &  Railroad 
Company. 


620 


Electric    Railway    Journal 


Vol.  61,  No.  14 


Interurban  Report  Shows 
Improvement 

The  Terre  Haute,  Indianapolis  & 
Eastern  Traction  Company  has  filed  its 
report  for  1922  with  the  Public  Serv- 
ice Commission  of  Indiana.  It  shows 
an  improvement  in  the  company's  busi- 
ness as  compared  to  1921.  The  main 
figures  of  the  income  report  for  the 
year  1922  are: 


Railway  operating  revenue $3,975,795 

Railway  operating   expenses....  2,943,396 

Net     revenue     from      railway 

operations   $1,032,398 

Auxiliary  operating  revenue....  1,761,963 

Auxiliary   operating  expenses...  1,125,247 

Net   revenue    auxiliary   opera- 
tions      $    636,715 

Total  net  operating  revenue 1,669,114 

Less  taxes 366,725 

Leaving  as  operating  income. .  . .  $1,302,388 

Plus  non-operating  income 190,002 

Making  the  gross  income $1,492,391 


The  company  paid  in  interest  on  its 
funded  debt  $300,281.  It  paid  in  amor- 
tization of  bond  discount  on  the  funded 
debt  $61,485.  The  lease  rental,  bond  in- 
terest and  amortization  items  total 
$1,052,008,  which  leaves  a  net  income 
balance  of  $440,383  for  the  year.  This 
is  $138,865  more  than  the  net  income 
on  the  same  properties  in  1921.  Divi- 
dends amounted  to  $234,958. 

Deductions  from  gross  income  in 
the  form  of  rent  of  leased  roads,  in- 
terest on  funded  debt  and  amortiza- 
tion, already  referred  to  and  amount- 
ing to  $1,052,008,  left  $440,383,  as  the 
income  balance  for  the  year. 

The  auxiliary  operating  revenue 
given  in  the  table  includes  $1,214,- 
796  for  the  light  and  power  depart- 
ment of  Terre  Haute,  $546,385  for  the 
West  Tenth  Street  power  plant  in 
Indianapolis  and  $781  for  arcade  steam 
heat  in  Terre  Haute. 
.  The  report  shows  that  22,444,565 
regular  fare  passengers  were  carried 
in  1922;  that  investment  in  road  and 
equipment  of  the  T.  H.,  I.  &  E.  at 
the  end  of  1922  was  $15,897,323,  and 
that  unmatured  funded  debt  of  the 
T.  H.,  I.  &  E.  amounted  to  $5,812,750. 

The  Terre  Haute,  Indianapolis  & 
Eastern  Traction  Company  owns  and 
operates  420  miles  of  electric  railway 
in  Indiana  and  10  miles  in  Illinois. 

The  report  shows  that  it  paid  in 
1922  as  rent  for  leased  roads  $690,- 
241.  This  amount  includes  $447,283  of 
guaranteed  bond  interest,  $234,958  of 
guaranteed  stock  dividends  and  $8,000 
of  cash  guaranty  for  maintenance  of 
organizations  of  the  leased  properties. 


Change  in  Capital  Structure 
Proposed 

The  stockholders  of  the  Public  Serv- 
ice Corporation  of  New  Jersey  on  April 
2  approved  the  plans  recently  an- 
nounced by  the  company's  directors  for 
the  changes  in  the  corporation's  capi- 
tal structure.  The  plans  call  for  the 
change  in  the  present  authorized  com- 
mon stock  from  $50,000,000  of  $100  par 
to  2,000,000  shares  of  no  par  stock  and 


for  the  exchange  of  the  old  common  for 
the  new  on  the  basis  of  two  new  shares 
for  one  old  one.  The  preferred  stock 
capitalization  will  be  increased  to  $100,- 
000,000  of  authorized  preferred  stock, 
divided  into  250,000  shares  of  8  per 
cent  cumulative  preferred,  500,000 
shares  of  7  per  cent  cumulative  pre- 
ferred and  250,000  shares  of  6  per  cent 
cumulative  preferred. 


Abandonment  of  City  Lines 
Will  Be  Requested 

In  a  communication  to  the  City 
Council  of  Wheeling,  W.  Va.,  M.  R. 
Stern,  general  manager  of  the  Wheel- 
ing Public  Service  Company,  notified 
that  body  that  in  the  near  future  the 
company  plans  to  ask  the  West  Virginia 
Public  Service  Commission  for  permis- 
sion to  abandon  all  lines  of  the  City 
Railway  with  the  exception  of  the 
Mozart  division.     The  lines  do  not  pay. 

It  is  proposed  to  give  transfers  from 
the  lines  of  the  Bus  Transportation 
Company  to  those  of  the  Wheeling 
Traction  Company.  It  was  the  original 
intention  of  the  City  Railway  to  ac- 
cept and  to  give  transfers  to  and  from 
the  lines  of  the  Bus  Transportation 
Company.  The  transfer  arrangement 
will  be  carried  out  under  the  same  price 
arrangement  as  originally  designated 
by  the  City  Railway  and  the  Bus  Trans- 
portation Company.  In  addition  the 
Wheeling  Traction  will  have  a  ti-ansfer 
arrangement  with  the  Mozart  division, 


I.  T.  S.  Merger  Approval  Asked 

Approval  was  asked  on  Msrch  31  for 
a  consolidation  of  the  Studebaker  utility 
interests  represented  by  the  Southern 
Illinois  Light  &  Power  Company  with 
the  properties  of  Senator  William  B. 
McKinley,  known  as  the  Illinois  Trac- 
tion System,  in  a  petition  filed  with 
the  Illinois   Commerce  Commission. 

As  indicated  previously  in  the  Elec- 
tric Railway  Journal  it  is  proposed 
to  consolidate  these  properties  under 
the  name  of  Illinois  Power  &  Light 
Corporation.  The  petition  states  that 
as  a  result  of  carrying  out  the  new  plan 
many  different  issues  by  which  the 
properties  are  now  financed  will  be 
superseded. 

The  formal  offering  of  the  $30,000,- 
000  of  first  and  refunding  mortgage 
6  per  cent  Series  A  bonds  of  the  Illinois 
Power  &  Light  Corporation  was  made 
on  April  3  at  a  price  of  98J  and  in- 
terest to  yield  6.10  per  cent.  The  bank- 
ing circular  discloses  that  Clement 
Studebaker,  Jr.,  and  associates,  through 
the  medium  of  the  North  American 
Light  &  Power  Company,  are  acquir- 
ing a  controlling  interest  in  the  cor- 
poration. The  banking  group  which  is 
underwriting  the  bonds  provided  for  in 
the  financing  plan  includes,  among 
others,  E.  H.  Rollins  &  Sons,  Harris 
Trust  &  Savings  Bank,  Halsey,  Stuart 
&  Company,  Spencer  Trask  &  Com- 
pany, Blyth,  Witter  &  Company,  Mar- 
shall Field,  Glore,  Ward  &  Company 
of  Chicago  and  New  York  and  Bodell 
&  Company,  Providence. 


New  Haven  Trolleys  Doing  Well 

The  Wall  Street  Journal  says  that 
the  earnings  statements  of  the  electric 
railways  controlled  by  the  New  York, 
New  Haven  &  Hartford  Railroad  will 
be  an  encouraging  feature  of  the  an- 
nual report  of  the  steam  railroad  to  be 
published-  (on  April  18.  According  to 
that  paper  the  six  electric  railways  had 
gross  revenues  of  $24,106,049  in  1922, 
a  decrease  of  $222,915,  or  less  than  1 
per  cent,  from  1921.  Despite  this 
slight  loss  in  gross  revenues,  the  net 
income  of  $2,071,465  was  an  increase 
of  $875,878,  or  73  per  cent,  over  1921. 
Worcester  Consolidated  Street  Railway 
alone  showed  an  increase  in  revenues, 
$4,399,396,  against  $4,390,878  the  year 
before.  The  Springfield  Street  Rail- 
way, Connecticut  Company,  New  York 
&  Stamford  Railway,  Westchester 
Street  Railroad  and  Berkshire  Street 
Railway  had  smaller  gn"oss.  The  net 
Income  of  the  six  companies,  for  1922, 
1921  and  1917,  follows: 


1922 

1921 

1917 

Worcester 

Con.    Ry 

$492,298 

$375,828 

$38,105 

Springfield  St. 

Ry 

451,754 

264,766 

•133,179 

Connecticut 

Co 

1,310,415 

725,926 

619.848 

N.  Y.  &  Stam- 

ford    Ry. . . 

•18,979 

14,744 

•59,018 

Westchester 

St.    Ry 

•15,437 

•56,678 

•106,989 

Berkshire     St. 

Ry 

•148,587 

•129,988 

•234.361 

Total     net 

income   . . 

$2,071,464 

$1,195,598 

$124,406 

•Net    deficits. 

The  Worcester  Consolidated  Railway 
paid  $450,000  in  preferred  dividends 
last  year  and  Springfield  Street  Rail- 
way paid  $232,735,  compared  with 
$139,641  the  previous  year.  None  of 
the  others  made  dividend  payments. 


Bond   Maturity   Extension 
Authorized 

Receiver  E.  Stenger  of  the  Denver 
(Colo.)  Tramway  has  been  author- 
ized by  the  Federal  District  Court  to 
extend  to  April  1,  1924,  the  maturity 
of  $788,000  first  mortgage  5  per  cent 
gold  bonds  of  the  Denver  Tramway 
Power  Company  which  will  become 
due  on  April  1,  1923,  and  to  offer  the 
holders  in  return  for  their  consent 
an  increase  in  the  interest  rate  to  6 
per  cent.  In  presenting  his  petition 
Receiver  Stenger  stated  that  there  was 
not  a  sufficient  amount  of  money  on 
hand  to  pay  the  principal  of  these 
bonds,  but  that  the  sinking  fund  instal- 
ment of  $50,000  and  the  April  1,  1923, 
interest  coupon  could  be  provided  for. 
Holders  of  these  bonds  have  been  noti- 
fied of  the  action  taken  by  the  court 
and  will  have  until  April  1,  1923,  to 
deposit  their  bonds  as  evidence  of  their 
acceptance  of  the  plan.  The  Guaranty 
Trust  Company  of  New  York  City  and 
the  International  Trust  Company  of 
Denver  will  act  as  depositories. 

The  present  lien  and  security  of  the 
extended  bonds  will  continue  unimpaired 
as  they  are  secured  by  a  mortgage  on 
the  power  plant  of  the  company.  The 
original    issue   of   the   bonds   was   for 


April  7,  1923 


Electric    Kailway    Journal 


621 


$1,500,000,  but  this  has  been  reduced 
to  $788,000  through  the  operation  of 
the  sinking  fund  and  a  further  reduc- 
tion of  $50,000  will  be  made  on  April  1, 
1923.  The  interest  on  these  bonds, 
which  are  one  of  the  underlying  issues, 
has  been  paid  regularly  during  the 
receivership. 

$2,100,000  of  Preferred  Stock  for 
Employees  and  Customers 

At  a  meeting  of  the  department  heads 
from  all  divisions  of  the  Wisconsin  Pub- 
lic Service  Corporation,  Green  Bay, 
Wis.,  plans  were  discussed  for  the  dis- 
tribution of  $2,100,000  of  7  per  cent 
preferred  stock  among  employees  and 
customers  of  the  corporation  in  the 
territory  served.  The  proceeds  of  this 
stock  issue  will  be  used  to  pay  for  addi- 
tional light  and  power,  street  railway 
and  interurban,  gas,  and  hydro-electric 
improvements  and  extensions.  The 
slogan  of  the  program  is  "Be  a  Part- 
ner." It  is  intended  not  only  to  give 
every  employee  and  customer  an  op- 
portunity to  buy  an  interest  in  the  com- 
pany, but  also  to  encourage  thrift  by 
the  saving  arrangement.  The  employees 
are  to  be  given  the  first  opportunity 
to  buy  this  stock  between  the  dates  of 
March  26  and  April  6,  after  which  the 
sale  to  the  public  will  be  held,  from 
April  7  to  April  21. 


a  return  upon  $2,750,000,  the  authority 
■to  issue  the  securities  would  be  re- 
fused. 

In  the  event  that  the  commission  at 
a  rehearing  still  refuses  the  authority 
the  only  course  then  open  to  the  com- 
pany would  be  an  appeal  to  the  Su- 
preme Court  of  Ohio. 


Another  Move  Toward  Ending 
Pittsburgh  Receivership 

Judge  W.  H.  S.  Thomson  in  the  Fed- 
eral Court  at  Pittsburgh,  Pa.,  has  di- 
rected Special  Master  Henry  G.  Wasson 
to  file  an  opinion  with  the  court  on  the 
report  of  the  receivers  of  the  -Pitts- 
burgh Railways  and  their  request  to  be 
discharged.  The  court  also  directed 
that  creditors  be  notified  and  a  hearing 
held  so  as  to  get  all  possible  informa- 
tion on  the  financial  condition  of  the 
company.  This  action  is  probably  the 
last  formal  step  prior  to  turning  the 
railway  properties  back  to  the  stock- 
holders. 


Will  Apply  for  Rehearing  on 
Issue  of  Securities 

The  Lima-Toledo  Railroad  will  no 
doubt  apply  for  a  rehearing  in  the  mat- 
ter of  its  petition  to  the  Public  Utilities 
Commission  of  Ohio  for  authority  to 
issue  $2,750,000  of  securities  with  which 
to  purchase  the  interurban  railroad  ex- 
tending from  Lima  into  Lafayette 
Street,  Toledo,  formerly  owned  by  the 
Ohio  Electric  Railway. 

The  evidence  established  beyond  ques- 
tion that  this  railroad  was  of  the  phys- 
ical value  of  more  than  $3,500,000,  about 
$750,000  in  excess  of  the  securities 
which  the  company  asked  to  issue  for 
purchase  of  property. 

The  Public  Utilities  Commission  at 
the  preliminary  hearing  indicated  in 
an  opinion  that  notwithstanding  that  the 
value  of  the  property  was  in  excess  of 
the  amount  of  securities,  it  had  been 
sold  for  less  at  judicial  sale,  and  because 
its  earnings  might  not  possibly  support 


Auction  Sales  in  New  York. — At  the 
public  auction  rooms  in  New  York  there 
were  no  sales  of  electric  railway  secur- 
ities this  week. 

Two  Months  Net  Equals  $205,921.— 
For  the  two  months  ended  Feb.  28, 
1923,  the  Market  Street  Railway,  San 
Francisco,  Calif.,  realized  a  railway 
operating  revenue  of  $1,531,266.  Oper- 
ating expenses  amounted  to  $1,114,983. 
The  net  income  for  the  two  months  was 
$205,921. 

Railway  Shut  Down. — The  Aberdeen 
(S.  D.)  Railway  has  disposed  of  the 
last  of  its  equipment  and  has  been  re- 
placed by  the  Motor  Transit  System. 
Up  to  July,  1922,  the  railway  had  been 
operating  for  nearly  twelve  years,  but 
the  company  was  losing  money  and  the 
voters  were  called  upon  to  decide 
whether  the  city  should  buy  the  prop- 
erty and  operate  it.  The  result  was 
against   municipal   ovmership. 

Dividends  Declared. — At  a  meeting 
of  the  directors  of  the  Charlottesville 
&  Albermarle  Railway,  Charlottesville, 
Va.,  held  recently,  a  dividend  was  de- 
clared for  the  year  on  the  7  per  cent 
cumulative  preferred  stock,  payable  13 
per  cent  on  March  31,  June  30,  Sept.  30 
and  Dec.  21.  A  dividend  of  2i  per  cent 
was  declared  on  the  common  stock  of 
the  company  for  the  quarter  ending 
March  31  payable  on  March  31. 

Preferred  Stock  Offered  to  Yield  7.57 
per  Cent. — Paine,  Webber  &  Company, 
New  York,  N.  Y.,  are  offering  3,500 
shares  Wisconsin-Minnesota  Light  & 
Power  Company  cumulative  7  per  cent 
preferred  stock.  This  issue  is  priced  at 
$92.50  per  share,  to  yield  about  7.57  per 
cent.  The  Wisconsin-Minnesota  Light 
&  Power  Company  serves  a  population 
in  excess  of  800,000  in  La  Crosse,  Eau 
Claire  and  Chippewa  Falls,  Wis.,  and 
Red  Wing  and  Winona,  Minn.,  and  sixty- 
eight  other  communities.  Included  in 
the  system  are  25  miles  of  electric 
railway. 

Property  Sold  At  Auction. — Sale  of 
the  Gallipolis  &  Northern  Traction 
Company's  property  was  made  at  pub- 
lic auction  at  Gallipolis,  Ohio,  recently. 
The  property  consisted  of  electric  cars, 
and  rails  extending  from  Gallipolis  to 
Kanauga,  together  with  other  minor 
equipment.  The  Goldberg  Iron  & 
Steel  Company  of  Columbus,  Ohio,  be- 
came the  purchaser.  There  were  four 
bids,  $8,000,  $8,026,  $8,100,  and  $8,110. 
The  minimum  price  for  which  the  prop- 
erty could  be  sold  was  $8,000.  The 
purchaser  is  engaged  in  the  scrap  iron 
business  and  a  statement  was  made  im- 
mediately after  the  sale  that  the  prop- 
erty would  be  junked. 

Gross  Revenues  Fall  Off. — The  gross 
operating  revenues  of  the  railway  de- 
partment of  the  San  Joaquin  Light  & 


Power  Corporation  for  the  year  1922 
amounted  to  $123,168,  against  $137,511 
for  1921. 

Directors  Re-elected  in  Boston. — 
Stockholders  of  the  Boston  (Mass.)  Ele- 
vated Railway  held  their  annual  meet- 
ing in  Boston  on  April  2  and  voted  to 
ratify  the  acts  of  the  directors  during 
the  year.  The  seven  directors  were 
re-elected.  The  road  is  being  operated 
by  the  board  of  public  trustees,  with 
Edward  Dana  as  general  manager,  so 
that  the  work  of  the  directors  is  more 
or  less  perfunctory. 

Auction  Sale  Because  of  Tax  Arrears. 
— The  power  house  and  earhouse  of 
the  Northern  Massachusetts  Street 
Railway  in  Templeton,  Mass.,  together 
with  the  land  upon  which  they  are 
situated,  will  be  sold  at  public  auction 
at  the  office  of  Tax  Collector  Carleton  A. 
Fletcher  in  Baldwinville,  on  April  14, 
for  non-payment  of  the  taxes  of  1920. 
The  tract  of  land  consists  of  about  75 
acres.    The  tax  due  is  $509. 

Dismantling  Work  Begun. — The  work 
of  dismantling  the  line  of  the  Norwich 
&  Westerly  Traction  Company,  running 
from  Westerly,  R.  I.  to  New  London,  a 
distance  of  about  22  miles,  has  been 
commenced  by  the  Eastern  Connecticut 
Power  Company,  which  recently  took 
over  the  private  right-of-way  from 
Robert  W.  Perkins,  receiver.  Traffic 
over  the  line  has  been  discontinued  ex- 
cept for  a  distance  of  about  3  miles  at 
each  end. 

Stock  Offered. — A  syndicate  com- 
posed of  Dominick  &  Dominick,  W.  A. 
Harriman  &  Company,  Inc.,  and  Edward 
B.  Smith  &  Company  is  offering, 
at  a  price  to  yield  72  per  cent, 
$2,000,000  of  7  per  cent  cumulative 
preferred  stock  of  the  American  Water 
Works  &  Electric  Company,  Inc.  The 
par  value  is  $100.  The  stock  is  re- 
deemable as  a  whole  or  in  part,  after 
three  years  from  date  of  issuance,  at 
$110  per  share  and  accrued  dividends. 

Change  in  Capital  Structure  Assured. 
— The  change  in  the  capital  structure 
of  the  Columbia  Gas  &  Electric  Com- 
pany, New  York,  N.  Y.,  as  recommended 
recently  by  the  company's  directors,' is 
now  assured,  officers  state,  more  than 
75  per  cent  of  the  total  outstanding 
stock  having  been  deposited.  Stock- 
holders will  meet  on  April  10,  and  a 
formal  vote  will  then  be  taken  to  effect 
the  change  from  500,000  shares  of  $100 
par  value  stock  to  1,500,000  shares  of 
no  par  value. 

Bond  Issue  Approved. — Issuance  of 
$36,000  first  mortgage  6  per  cent  bonds 
by  the  Eureka  Power  Company  to  be 
delivered  to  the  New  Jersey  &  Pennsyl- 
vania Traction  Company,  Trenton,  N.  J., 
in  cancellation  of  $32,885  indebtedness 
has  been  approved  by  the  Public  Utility 
Commission.  The  board  also  approved 
issuance  of  $1,800,  par  value,  of  capital 
stock  for  cash  to  the  Pennsylvania- 
New  Jersey  Railway  in  cancellation  of 
an  equal  amount  of  indebtedness.  After 
the  issuance  of  these  securities,  said  the 
board,  an  investment  of  $44.52  in  fixed 
capital  as  of  Dec.  31,  1922,  will  remain 
uncapitalized. 


622 


Electric    Railway    Journal 


Vol.  61,  No.  14 


Traffic  and  Transportation         1 


Seattle  Cannot  Invade 
General  Fund 

Spring  Election  on  This   Point  Aban- 
doned— Committee  Formed  to  Confer 
on  Deficits — Many  Sugges- 
tions Made 

With  an  opinion  from  the  City  Cor- 
poration Counsel,  T.  J.  L.  Kennedy,  that 
the  city  of  Seattle  cannot  invade  the 
general  fund,  even  if  the  electorate  at 
the  general  election  on  May  8  extended 
such  permission,  the  City  Council  has 
abandoned  its  plan  of  presenting  this 
measure  to  the  voters  at  the  spring 
election.  Corporation  Counsel  Kennedy 
states  that  such  action  would  not  be 
legal  in  view  of  the  injunction  now  in 
force  against  the  city,  which  was  issued 
in  the  fourteen  taxpayers'  suit  against 
use  of  the  general  fund  a  year  ago. 
Once  having  decided  to  operate  as  a 
public  utility  proposition,  the  street 
railway  may  not  become  a  taxpayers' 
proposition,  and  in  any  event  the  plant 
cannot  be  changed  into  one  which  would 
draw  upon  the  general  fund  for  support, 
is  the  substance  of  the  Supreme  Court's 
ruling  which  Mr.  Kennedy  incorporates 
in  his  advice. 

$4,000  A  Day  Behind 

With  this  contingency  removed,  the 
City  Council  is  divided  upon  plans  to 
meet  the  daily  deficit  of  $4,000  which  is 
heing  piled  up  by  the  Seattle  (Wash.) 
Municipal  Railway  lines.  Patronage 
has  increased  about  2  or  3  per  cent, 
whereas  it  is  agreed  that  40  per  cent 
or  more  is  necessary  to  meet  expenses. 
Various  expedients  are  offered  by  Coun- 
cil members,  including  a  suggestion  that 
the  $1  pass  system  be  tried  out;  that 
street  car  fares  be  again  raised;  Mayor 
E.  J.  Brown  says  he  is  not  worrying 
about  the  5-cent  fare  yet, — that  at  least 
four  months'  trial  should  be  given  the 
lower  rate.  In  the  meantime,  a  special 
committee  headed  by  Councilman  C.  B. 
Fitzgerald  has  been  appointed  to  confer 
with  Mayor  Brown,  and  try  to  devise 
some  means  of  meeting  the  daily  deficit. 

In  the  meantime,  local  newspapers 
are  lambasting  the  city  councilmen,  de- 
claring that  the  street  railway  problem 
has  become  "too  hot  for  political  fingers 
to  handle,"  and  that  members  of  the 
city  administration  "have  not  the 
strength  of  character  to  take  up  the 
matter  properly."  The  Council  is  urged 
to  hand  the  street  railway  system  back 
to  Stone  &  Webster,  persuading  them  to 
give  up  the  $15,000,000  bonds.  The 
Seattle  Times,  a  leader  in  the  street  car 
fight  problem,  states  editorially: 

We  must  ^ve  the  railroad  back  to  Stone 
&  Webster  and  make  them  take  it.  and 
we  must  give  It  to  them  without  such 
franchise  restrictions  and  requirements  as 
existed  before,  so  that  they  can  run  it 
at  a  profit.  The  harsh  terms  imposed 
upon  the  franchise  holders  were  what 
forced  them  to  make  the  impossible  con- 
tract with  the  city.  Stone  &  Webster  can 
make  a  profit  out  of  the  railroad  If  re- 
lieved of  the  heavy  franchise  requirements 
existing    before    the    sale    was   made.      We 


may  have  to  enlarge  the  rigKts  and  privi- 
leges of  the  Stone  &  Webster  Corporation 
to  get  them  to  take  their  railroad  back, 
yet  all  that  comes  under  the  head  of  price. 


Pass  Declared  a  Success 

After  seventy  weeks  in  operation 
the  pass  system  has  been  declared  an 
unqualified  success  on  the  railway  lines 
of  the  New  Brunswick  Power  Company, 
St.  John,  N.  B.  When  the  pass  was  in- 
troduced there  was  some  misgiving  as 
to  the  permanency  of  the  system.  It 
was  felt  that  the  introduction  was  but 
a  trial.  For  five  weeks  the  purchase  of 
passes  at  $1  a  week  was  practically  a 
negligible  quantity.  The  system  was 
about  to  be  discarded  when  the  sales 
started  to  increase.  Every  week  since 
then  the  sales  have  increased  until  now 
more  than  60  per  cent  of  the  passengers 
are  utilizing  passes. 


"Pass  One"  Gives  News 

Since  the  installation  of  the  weekly 

pass    system    the    San    Diego    (Calif.) 

Electric   Railway  has   been  publishing 

a  pamphlet  entitled  "Pass  One."     The 


booklet,  which  appears  every  week,  con- 
tains a  calendar  of  events.  The  cartoon 
reproduced  herewith  appeared  in  the 
first  issue  of  "Pass  One." 


Interurban  Rates  Reduced 

A  reduction  in  fares  amounting  to 
33  J  per  cent  effective  on  April  1  has 
been  made  to  persons  riding  daily  be- 
tween Beloit  and  Janesville  by  the 
Rockford  &  Interurban  Railway.  To 
gain  the  advantage  of  this  reduction  a 
commuter  must  buy  a  fifty-ride  ticket 
book  placed  on  sale  on  the  first  of  the 
month  and  good  only  for  one  month. 

The  cost  of  this  fifty-ride  book  is  $14, 
or  a  fraction  more  than  27  cents  for 
the  one-way  fare  figured  on  a  straight 
fare  and  a  daily  basis.  Previously  a 
fifty-ride  book  between  Beloit  and 
Janesville  has  cost  $21,  or  42  cents  for 
the  one-way  fare. 

In  addition  to  the  issuance  of  fifty- 
ride  books  between  Beloit  and  Janes- 
ville, the  company  announces  a  reduc- 
tion of  $2.50  in  the  purchase  price  of 
the  500-mile  script  book.  Previously 
these  mileage  books  have  cost  $15,  but 
under  the  new  tariff  they  sell  for  $12.50. 
Mileage  books  are  valid  until  used  up. 


Car-Bus  Proposal  Rejected 

Chronic  "No"  Vote  Again   Upsets   the 

Constructive  Effort  to  Restore 

Service  in  Saginaw 

For  the  second  time  in  a  period  of 
five  months  electors  of  Saginaw,  Mich., 
on  April-  2  rejected  a  street  car-bus 
franchise  proposal.  The  vote  at  Mon- 
day's election  was  10,298  in  favor  and 
7,101  against.  This  is  141  votes  less  than 
the  60  per  cent  required  for  approval 
of  franchises.  However,  the  majority 
was  3,197  and  is  a  few  more  than  the 
majority  that  disapproved  of  the 
Wade-Henning  omnibus  ordinance  that 
went  down  to  defeat  at  the  primaries 
on  March  7. 

The  question  that  confronts  the  elec- 
tors of  Saginaw  now  is:  "What  are 
they  going  to  do?"  For  almost  every 
project  that  is  submitted  there  is  the 
so-called  chronic  "no"  vote.  How  to 
break  down  the  "bars"  of  that  vote, 
which  is  generally  about  41  per  cent 
of  the  vote  cast,  is  the  problem.  Sup- 
porters of  the  railway  pretend  to  see 
the  dawn  of  a  new  day  in  the  election 
of  a  Mayor  and  two  Councilmen  who 
supplant  incumbents  opposed  to  street 
cars  and  lined  up  almost  regularly 
with  the  minority,  called  by  many  the 
"obstructionists." 

The  new  chief  executive  of  the  city 
is .  Albert  W.  Tausend,  elected  over 
George  Phoenix.  Mayor-elect  Tausend 
supported  the  franchise,  and  although 
his  opponent  made  no  open  fight  against 
it,  he  was  not  in  accord  with  the  meas- 
ure. Mr.  Phoenix  is  a  member  of  the 
Council  and  has  two  years  to  serve  in 
that  body. 

The  newly  elected  Councilmen  are 
George  S.  Crabbe  and  William  J. 
Wolf.  The  latter  openly  fought  for 
the  railway  franchise  and  led  the  field 
of  four  candidates.  Mr.  Crabbe  made 
no  official  announcement  on  the  mat- 
ter and  ran  second.  With  a  majority 
of  the  members  of  the  City  Council  in 
favor  of  street  car  service  it  is  believed 
that  action  will  be  taken  looking  to  the 
resubmission  of  the  franchise,  probably 
revised  to  meet  certain  objections  and 
backed  by  the  Council  elected  on  that 
platform,  and  that  the  measure  may 
possibly  be  approved. 

It  is  expected  in  some  quarters,  how- 
ever, that  the  minority  opposition  will 
spring  another  omnibus  franchise, 
despite  the  fact  that  the  last  one  sub- 
mitted lacked  nearly  2,800  votes  of  the 
necessary  60  per  cent  required  for 
adoption.  In  the  meantime,  Saginaw 
will  "ride  the  jitneys." 

The  proposal  which  went  before  the 
voters  on  April  2  was  a  resubmission 
in  an  amended  form  of  the  Saginaw- 
Bay  City  Railway's  offer  defeated  last 
November. 


Want  to  Try  Bus. — At  a  recent  meet- 
ing of  members  of  the  City  Council  of 
Bellefontaine,  Ohio,  and  officials  of  the 
Indiana,  Columbus  &  Eastern  Traction 
Company  it  was  proposed  by  the  trac- 
tion company  that  the  electric  car  be 
taken  off  in  Bellefontaine  and  a  motor 
bus  be  tried  out  for  the  next  thirty  days. 


AprU  7,  1923 


Electeic    Railway    Jo urnal 


623 


New  Jersey  Fare   Reduction  Bill 
Fails  of  Passage 

The  bill   aiming  to  reduce  fares   on 
the    electric    railways    in    New   Jersey 
from  8  to  5  cents  failed  to  pass  the 
Legislature.    In  fact,  the  measure  never 
got    any   further    than    the    committee 
room.      The    bill    was    introduced    by 
Minority    Leader    George    of    Hudson 
County.    It  was  sponsored  by  Governor 
Silzer.     The  latter  inserted  a  plank  in 
his  pre-election  platform  declaring  that 
if  elected   he  would  try   to   have  the 
fare  reduced.     The  bill  went  to  a  com- 
mittee   room,    where    it    was    reported 
adversely.     The  statement  accompany- 
ing the  bill  said  that  the  object  of  the 
bill  was  to  declare  a  definite  legislative 
policy  with  regard  to  the  valuation  of 
railway  properties  operating  under  cer- 
tain   conditions    specified    in    the   bill. 
Further,  that  the  bill  provided  for  vary- 
ing schedules  of  rates  with  increases 
allowed  in  the  rates  of  return  on  the 
value  of  railway  properties  as  rates  of 
fare  were  reduced.     That  in  the  event 
of  any  company  refusing  to  accept  the 
legislative  policy  as  declared  in  the  bill 
its  franchise,  by  the  operation  of  the 
act,  would  cease. 


the  Council  is  working  with  Mayor 
E.  J.  Brown  and  other  Council  mem- 
bers to  devise  means  of  increasing 
patronage,  cutting  down  expenditures 
and  providing  for  the  semi-annual 
interest  payment  of  approximately 
$370,150. 

The  Lower  Cost  of  Government 
League  urges  that  politics  be  put  aside 
in  the  operation  of  the  municipal  rail- 
way. The  league  advises  the  employ- 
ment of  an  experienced  transportation 
manager  at  a  salary  of  $25,000  a  year, 
giving  him  a  free  hand  to  conduct  the 
affairs  of  the  line. 


Pass  System  for  Rainier  Valley 
Line — Municipal  Opera- 
tion Suggested 

The  application  of  the  Seattle  & 
Rainier  Valley  Railway,  Seattle,  Wash., 
for  permission  to  install  the  weekly 
pass  system  has  been  granted  by 
the  Department  of  Public  Works  at 
Olympia.  It  was  intended  to  put  the 
pass  on  sale  on  April  2  for  a  trial  pe- 
riod of  four  months.  Under  the  ruling, 
weekly  passes  can  be  sold  to  patrons 
of  the  road,  good  only  within  the  city 
limits,  for  $1.25  each. 

In  the  meantime,  the  Rainier  Valley 
Five-Cent  Fare  Club,  composed  of 
citizens  of  that  district,  is  declaring 
that  instead  of  reducing  the  present 
fare  of  8J  cents,  the  pass  increases  the 
fare.  The  members  point  out  that  for 
the  passengers  who  use  the  cars  twice 
daily,  six  days  a  week,  to  and  from 
employment,  the  fare  would  be  only 
$1,  instead  of  the  $1.25  pass  charge.  A 
hearing  upon  the  complaint  against  the 
present  fare  will  be  held  in  Seattle 
shortly  by  Department  of  the  Public 
Works  officials. 


Five-Cent  Fare  Cuts  Revenue 
^5,000  a  Day  in  Seattle 

According  to  figures  prepared  by 
Superintendent  of  Public  Utilities, 
George  F.  Russell  the  Seattle  (Wash.) 
Municipal  Street  Railway  loss  since  the 
5-cent  fare  became  effective  on  March 
1  has  been  virtually  $5,000  a  day  in- 
stead of  $4,000,  as  mentioned  in  the 
article  on  page  622  of  this  issue.  The 
figure  of  approximately  $5,000  a  day 
included  the  depreciation  reserve.  The 
increase  in  the  number  of  car  riders 
.compared  with  March,  1922,  has  been 
7.31  per  cent. 

The  special  committee  appointed  by 


New  Jersey  Company  to  Seek 
Bus  Rights 

John  L.  O'Toole,  assistant  to  Presi- 
dent Thomas  N.  McCarter  of  the  Public 
Service  Railway,  New  Jersey,  has  writ- 
ten to  the  town  commission  of  Belleville 
about  the  transportation  situation  there. 
He  states  that  the  New  Jersey  Trans- 
portation Company,  now  operating 
buses  from  Manville  to  Somerville,  is 
in  a  position  through  an  arrangement 
which  it  has  made  with  the  Public 
Service  Railway  to  submit  a  proposition 
to  the  commission  to  supply  bus  service 
to  the  Union  Avenue  section  in  Belle- 
ville. A  hearing  on  the  matter  is  to 
be  held  on  April  10.  Application  for 
similar  rights  to  accommodate  Union 
Avenue  residents  has  been  made  by 
private  bus  owners  so  that  the  proposal 
made  by  the  Public  Service  through  its 
subsidiary,  the  New  Jersey  Transpor- 
tation Company,  puts  the  railway  in 
active  competition  with  the  private 
owners  for  operating  rights. 

Buses  to  Operate  in  Greece  by  May 

15. — James  F.  Hamilton,  president  and 
general  manager  of  the  New  York 
State  Railways,  states  that  three  buses 
will  be  put  in  operation  in  Greece,  N.  Y., 
by  May  15.  The  franchise  permitting 
the  company  to  operate  buses  was 
granted  by  the  town  board  on  March  2. 
Through  Freight  Service  Started. — 
Through  freight  service  between  Day- 
ton and  Cleveland  (Ohio)  was  started 
April  2  over  the  Indiana,  Columbus  & 
Eastern  Traction  Company's  line  and 
connecting  traction  lines.  The  through 
freight  is  being  routed  via  Springfield, 
Columbus,  Delaware,  Marion,  Bucyrus, 
and  Mansfield. 

Substitution  of  Buses  Allowed.— The 
Washington  Railway  &  Electric  Com- 
pany, Washington,  D.  C,  has  received 
permission  from  the  Public  Utilities 
Commission  of  the  District  of  Columbia 
to  substitute  buses  for  electric  cars 
over  the  Tenleytown-Potomac  Park  line 
from  Seventeenth  and  H  Streets  to  Po- 
tomac Park.  The  railway  will  issue 
free  transfers  for  use  between  buses 
and  trolleys. 

Bus  Lines  Over  Utica  Parkway. — 
Papers  of  incorporation  are  to  be  filed 
shortly  by  the  Utica  Railway  Co-ordi- 
nated Bus  Line,  Inc.,  the  new  company 
formed  by  the  New  York  State  Rail- 
ways for  the  purpose  of  operating  a 
bus  line   over  the   Parkway   in   Utica. 


The  buses  are  not  being  put  into  serv- 
ice with  the  idea  of  their  becoming  a 
paying  proposition,  but  as  a  conven- 
ience for  the  people  who  live  along  the 
Blurrstone  Road  and  along  the  Park- 
way and  in  cases  many  blocks  from  any 
car  line. 

Bus  Line  Authorized.— Through  a  re- 
cent order  of  the  Public  Utilities  Com- 
mission the  Capital  Traction  Company, 
Washington,  D.  C.  has  been  authorized 
to  operate  a  motor  bus  line  acting  as  a 
feeder  for  its  Fourteenth  Street  railway 
line.  There  will  be  a  2-cent  transfer 
privilege  between  the  two  lines.  Buses 
will  run  from  the  terminus  of  its  Four- 
teenth Street  line,  west  on  Kennedy 
Street  to  Sixteenth  Street,  north  on 
Sixteenth  Street  to  Montague  Street, 
east  on  Montague  Street  to  Fourteenth 
Street  and  south  on  Fourteenth  to  the 
terminal  at  Kennedy  Street. 

Pass  Said  to  Be  Working  Well.— The 
Springfield  (Mo.)  Traction  Company's 
plan  of  selling  a  pass  for  $1  has  met 
with  favor  from  both  bus  and  electric 
railway  patrons.  The  pass  system  was 
not  put  into  effect  in  Springfield  to  help 
eliminate  a  competitor  as  the  traction 
company  owns  all  the  railway  lines  and 
the  buses  operating  in  the  city.  The 
very  large  increase  in  the  use  of  private 
automobiles  during  the  past  few  years 
has,  however,  tended  to  keep  the  rail- 
way earnings  down.  The  City  Council 
has  adopted  an  ordinance  restricting 
the  parking  of  automobiles  to  a  period 
of  two  hours. 

Agreement  Reached  on  Fares. — At  a 
conference  before  the  committee  oil 
street  railways  of  the  Massachusetts 
House  on  March  27  an  agreement  was 
reached  by  which  a  10-cent  fare  be- 
tween Hyde  Park  and  Boston  will  prob- 
ably result.  Representatives  of  the 
Boston  Elevated  Railway,  the  Eastern 
Massachusetts  Street  Railway  and  the 
city  of  Boston  agreed  that  the  lines  of 
the  Eastern  Massachusetts  in  Hyde 
Park  should  be  taken  over  by  the  city, 
which  shall  lease  the  lines  to  the  Ele- 
vated at  an  annual  rental  of  4i  per 
cent.  The  price  to  be  paid  by  the  city 
for  the  Hyde  Park  lines,  under  the 
agreement  would  be  determined  by  a 
jury  to  be  drawn  from  among  the 
voters  of  Suffolk,  Norfolk  or  Middlesex 
counties. 


Seeks  Rerouting  to  Eliminate  Trans- 
fer Charge. — Residents  of  the  Lake 
Burien  district  have  petitioned  the  City 
Council  of  Seattle,  Wash.,  to  reroute 
the  Lake  Burien  cars  so  as  to  make 
the  loop  uptown  instead  of  around 
Washington  Street.  The  change  is 
asked  to  do  away  with  the  present  li- 
cent  transfer  charge  under  the  5-cent 
fare  required  on  those  car  services 
which  do  not  make  the  loop  through 
ths  downtown  business  centers.  The 
request  made  to  the  railway  department 
recently  was  denied.  Superintendent 
Henderson  declaring  that  such  a  change 
in  operation  would  mean  an  added  cost 
of  $25,000  to  $30,000  yearly.  The  util-  " 
ities  committee  of  the  Council  is  again 
taking  the  matter  up  with  the  railway 
ofiicials. 


624 


Electric    Railway    Journal 


Vol.  61,  No.  14 


c 


Legal  Notes 


3 


Federal  Courts — Statute  Providing  for 
Public       Operation       of       Boston 
Elevated  Railway   Held  Not   Un- 
constitutioTial. 
The  Massachusetts  statute,  providing 
for  the  operation  of  the  Boston   Ele- 
vated Railway  by  trustees,  for  the  pay- 
ment of  any  deficit  from  the  treasury 
of    the    commonwealth,    and    for    the 
assessment  of  the  amount  paid  as  taxes, 
and    delegating    to    the    trustees    the 
power    to    determine    the    needed    ex- 
penditures to  comply  with  the  obliga- 
tions  of   a   lease  or  the   requirements 
of    adequate    public    service,    held    not 
unconstitutional,  as  violative  of  Const. 
U.  S.  Amend.  14.     [City  of  Boston  vs. 
Jackson,  43  Supreme  Court  Rep.,  129.] 

Federal  Courts — A  Receiver  May 
Take  Reasonable  Time  and  Con- 
sider Interest  of  Public  Before  Re- 
jecting Lease  of  Railway. 
This  case  arose  because  the  receiver 
of  the  New  York  Railways,  who  was 
appointed  March  20,  1919,  did  not  turn 
back  the  property  of  the  Eighth  Avenue 
Railroad  until  Aug.  1  and  the  Ninth 
Avenue  Railroad  until  Oct.  1  of  that 
year.  It  was  held  that  this  was  not 
an  unreasonable  time,  especially  in  view 
of  the  fact  that  the  lessor  companies 
were  without  cars  and  other  facilities 
to  operate  the  lines  if  they  should  have 
been  turned  back  earlier,  and  that  the 
lessor  was  entitled  only  to  the  net  earn- 
ings of  the  properties  and  not  to  the 
rent  specified  in  the  lease.  [American 
Brake  Shoe  &  Foundry  Company  vs. 
New  York  Railways,  282  Fed.  Rep., 
523.] 

Florida — The  Word  "Running"  Does 
Not  Apply  to  a  Stationary  Car. 
A  Florida  statute,  declares  that  a 
railroad  company  shall  be  liable  to 
damage  done  to  persons  or  property 
"by  the  running  of  locomotives  or  cars," 
unless  the  company  shows  that  its 
agents  have  exercised  reasonable  care 
and  diligence.  The  word  "running"  in 
this  section  conveys  the  idea  of  action 
and  the  presumption  does  not  hold 
where  a  passenger  was  injured  in  leav- 
ing the  car  while  it  was  stationary. 
[Tampa  Electric  Co.  vs.  Soule,  94 
Southern  Rep.,  692.] 

Iowa — Carrier  Liable  When  Interloper 
Released  Brake. 
While  a  motorman  was  absent  from 
his  car  to  get  a  new  package  of  trans- 
fers, an  interloper  released  the  brakes 
and  the  car  began  to  coast  down  an 
incline  toward  a  railroad  crossing 
w^here  a  train  was  passing.  The 
passengers  hurriedly  left  the  car  and 
the  company  was  held  responsible  to  a 
woman  passenger  who  sprained  her 
ankle  while  alighting  from  the  moving 
car.  [Kliebenstein  vs.  Iowa  Railway  & 
Light  Co.,  188  Northwest  Rep.,  129.] 


Iowa — Company  Not  Held  Liable  for 
Collision  With  Automobile  on 
Reservation. 

On  a  street  where  the  tracks  are  in 
an  unpaved  reservation  in  the  center 
of  the  street  an  automobile  skidded  on 
the  wet  pavement  on  the  side  and  part 
of  it  projected  over  the  railway  tracks. 
The  evening  was  misty  and  a  trolley 
car  soon  after  ran  into  the  stalled  auto- 
mobile. The  railway  company  was  held 
not  liable,  as  the  last  clear  chance  doc- 
trine applies  only  if  the  defendant  has 
knowledge  of  the  negligence  on  the 
part  of  the  plaintiff.  [Baker  vs.  Des 
Moines  City  Railway,  188  Northwest. 
Rep.,  829.] 

Missouri  —  Automobile    Driver    Not 
Bound  to  Drive  So  as  to  Be  Able 
to  Avoid  Street  Cars  Violating  a 
Speed  Ordinance. 
Where   an    ordinance   limited    street 
cars  to  10  m.p.h.,  an  automobile  driver 
was  not  bound  to  drive  at  such  rate  as 
to  enable  him  to  stop  or  slow  down  in 
time  to  avoid  cars  running  at  30  or  35 
m.p.h.,   but  only  cars  running  at  the 
lawful  rate.     [Mason  vs.  United  Rail- 
ways of   St.   Louis,  246   Southwestern 
Rep.,  319.] 

Missouri — Company  Not  Responsible 
When  Automobile  Without  Chains 
Skidded. 
There  was  evidence  tending  to  show 
that  the  street  car  moved  forward 
quickly  at  a  corner  without  preliminary 
warning  and  without  the  motorman 
looking  for  coming  automobiles,  and  it 
may  be  assumed  for  the  purposes  of  the 
case  that  the  motorman  was  negligent 
in  so  doing.  The  pavement  was  wet 
and  slippery  and  the  plaintiff's  automo- 
bile had  no  chains,  and  the  plaintiff  tes- 
tified that  if  her  automobile  had  not 
skidded,  it  would  have  stopped.  The 
motorman  had  the  right  to  assume  that 
the  driver  of  the  car  would  use 
ordinary  care,  which  included  the  use 
of  chains  in  these  circumstances,  and 
there  can  be  no  recovery.  [DeMoss  vs. 
Kansas  City  Rys.,  246  Southwest.  Rep., 
566.] 

Mississippi  —  In  Suit  for  Failure  to 
Stop  for  Intending  Passenger,  It 
Was  Error  to  Admit  Testimony  as 
to  Previous  Controversy  with  Mo- 
torman. 

In  a  suit  for  damages  in  which  the 
plaintiff  received  $500  in  the  trial  court 
for  wilful  failure  of  a  motorman  of  a 
street  car  to  stop  for  her  when  she  in- 
dicated that  she  desired  to  board  the 
car,  it  was  error  to  admit  testimony 
on  the  trial  showing  the  details  of  a 
previous  controversy  between  the  same 
motorman  and  passenger,  or  the  son  of 
the  passenger,  about  a  different  matter. 
[Meridian  Light  &  Ry.  Co.  vs.  Williams, 
91  Southern  Rep.  863.] 


Nebraska — Interurban  Company's  Use 
of  Street  Railway  Tracks  Held 
Unauthorized. 
The  statute,  providing  that  the  city 
council  may  require  a  street  railway 
company  to  permit  an  interurban  com- 
pany to  use  its  tracks,  so  that  the  in- 
terurban company  may  enter  the  city 
and  have  terminal  facilities  therein,  is 
not  broad  enough  to  authorize  the 
council  to  grant  to  an  interurban  com- 
pany the  right  to  use  other  tracks  of 
the  street  railway  company  for  thfe 
purpose  of  extending  the  interurban's 
local  street  railway  business  within  the 
city  and  of  diverting  to  its  own  lines 
street  railway  business  which  would 
otherwise  have  gone  to  the  local  com- 
pany. [Lincoln  Traction  Co.  vs. 
Omaha  L.  &  B.  Ry.,  187  Northwest. 
Rep.,  790.] 

New    Hampshire — Conductor   Injured 
While  Signaling  Car  for  His  Own 
Purpose  Held  to  Be  a  Trespasser 
on  the  Highway. 
The  plaintiff,  while  on  duty,  left  his 
own  car  and  attempted  to  stop  another 
by  signaling  it  because  he  expected  that 
his  wife  was  on  the  other  car.     To  do 
this  signaling  he  stopped  in  the  middle 
of  the  track  but  was  not  seen  by  the 
motorman  of  the  other  car  and  was  in- 
jured.   The  court  held  that  the  accident 
did   not  arise  out  of  his  employment, 
and  so  he  did  not  have  the  rights  of  an 
employee.      [Manning   vs.    Manchester 
Street  Railway,  118  Atlantic  Rep.,  386.J 

New  York  —  City's  Recoicrse  Against 
Operation  of  One-Man  Street  Cars. 
A  city  is  not  without  recourse  to 
prevent  the  operation  of  one-man  street 
cars,  if  such  operation  is  dangerous,, 
even  though  it  has  no  authority  to  pro- 
hibit it  by  ordinance;  but  it,  or  any  of 
its  citizens,  may  invoke  the  power  of 
the  Public  Service  Commission  to  act 
in  the  premises,  and  the  action  or  re- 
fusal to  act  of  the  commission  is  subject 
to  review  by  the  courts,  under  the  Pub- 
lic Service  Commission  Law.  [City  of 
Schenectady  vs.  Schenectady  Ry.,  194 
New  York  Sup.  375.] 

New  York — A  Charter  Authorizing  the 
City   to   Regulate   "Operation   and 
Speed"    Held    Not     to     Authorize 
Ordinance    Regtdating    Weight    of 
Interurban  Cars. 
Rochester  City  Charter,  Sec.  85,  86, 
authorizing    the    city    to    regulate    the 
"operation   and   speed"  of  railroads  in 
the  streets  of  the  city,  did  not  empower 
the  city  to  pass  an  ordinance  regulating 
the  weight  and  character  of  the  wheels 
of  interurban  and  suburban  cars  using 
the   right-of-way   of   a   street   railway 
under  a  traffic  agreement  with  the  rail- 
way.    [New  York  State  Railways,  et 
al.,  vs.  City  of  Rochester,  195  New  York 
Sup.,  783.] 

New     Y(«k  —  Alighting      Passenger 

Struck  by  Car  on  Adjoining  Track. 

It  is  not  negligence  as  a  matter  of 

law  for  a  passenger  alighting  from  a 

street  car  to  pass  around  the  rear  of 


April  7,  1923 


Electric    Railway    Journal 


62& 


the  standing  car  and  attempt  to  cross 
the  adjoining  track,  where  she  looked 
and  listened  as  diligently  as  possible, 
but  was  struck  by  a  car  approaching 
at  a  rapid  rate  of  speed  without  signal. 
[Wall  vs.  International  Ry.,  135  North- 
east.    Rep.  512.] 

New  York — Adoption  of  Rules  to  Cover 
Certain  Contingencies  Is  Wai-rant 
of  Inference  to  Apprehend  Danger. 

An  inference  cf  a  carrier's  negli- 
gence may  be  drawn  from  disobedience 
to  rules  drafted  by  itself.  Thus,  the 
adoption  by  an  elevated  railway 
company  of  rules  carefully  guarding 
against  danger  from  the  throwing  of 
bundles  of  newspapers  from  moving 
trains  at  station  platforms  warranted 
the  inference  that  there  was  reason  to 
apprehend  danger  from  the  unregulated 
carrying  of  bundles  of  papers.  [King 
vs.  Interborough  Rapid  Transit  Co.,  233 
New  York  Sup.  330.] 

New  Jersey — Responsibility  to  Passen- 
ger Hurt  While  Assisting  in  Eject- 
ment Case. 
A   passenger   complained   to    a   con- 
ductor  about  a  disorderly   negro  pas- 
senger and  was  asked  by  the  conduc- 
tor to  assist  in  ejecting  him.     During 
the  fight  the  conductor  deserted  when 
the  negro  drew  a  knife  and  the  passen- 
ger   assisting    in    the  ejectment    was 
injured.    The    company    was    held    re- 
sponsible.    [Frazier  vs.  Public  Service 
Ry.,  116  Atlantic  Rep.  769.] 

New  JiaisEY — Child  Injured  in  Car 
Yard  Where  Play  Was  Permitted. 
A  car  storage  yard  was  inclosed,  but 
there  were  paths  through  it  used  by  the 
public  and  the  children  had  a  ball 
ground  there  and  played  with  the 
trucks  and  wheels.  While  doing  so  one 
was  injured  when  an  unbraked  truck 
rolled  dovioi  an  incline.  The  company 
was  held  to  be  responsible.  [Public 
Service  Ry.  vs.  Wursthorn,  278  Fed- 
eral Rep.  408.] 

New  Jersey — The  Obstruction  of  the 
Highway   for   a   Reasonable    Tim.e 
Without  Wai~ning  Is  Permissible. 
A  railway  company  is  entitled  to  ob- 
struct a  highway  grade  crossing  by  its 
cars  or  trains  for  a  reasonable  time, 
and  while  in  the  exercise  of  that  right 
is    not    required    to    give    warning    to 
travelers   on   the   highway   of  the   ob- 
struction to  travel.     [Nadasky  vs.  Pub- 
lic Service  Railroad,  117  Atlantic  Rep., 
478.] 

New  Jersey  —  Automobile  Passengers 
Have  a  Duty  to  Look  Out  for  Their 
Own  Safety. 
An  automobile  with  three  passengers 
besides   the  driver   drove   into   an   ex- 
cavation made  by   a  railway  company 
for   repairing   its    tracks    and    insuffi- 
ciently guarded.    Suit  was  brought  by 
all  four  in  the  automobile  and  the  jury 
found  against  the  driver  but  in  favor 
of  the  others,  and  it  is  their  verdicts 
which  are  under  consideration  in  this 
case.     The   trial   judge   properly   said 


that  any  negligence  of  the  driver  could 
not  be  imputed  to  his  passengers,  but 
he  also  said:  "If  the  man  who  drove 
the  car  was  not  contributorily  negligent 
and  the  defendant  was  negligent  .  .  .  , 
all  the  plaintiffs  are  entitled  to  a  ver- 
dict, the  driver  included."  The  Supreme 
Court  held  that  this  instruction  was 
incorrect  because  it  implied  that  the 
passengers  owed  no  duty  to  care  for 
their  own  safety  in  any  situation 
wherein  the  driver  was  not  himself 
negligent,  and  as  the  verdict  was 
against  the  driver,  it  was  impossible  to 
say  whether  the  jury  based  its  find- 
ings for  the  other  plaintiffs  on  the 
theory  that  they  were  chargeable  with 
no  duty  yjr  that  no  delinquency  in 
their  duty  had  been  shown.  [Schroeder 
et  al.  vs.  Public  Service  Ry.,  118  At- 
lantic Rep.,  337.] 

Ohio — Franchise      Obligation     as      to 
Fare    in    Certain    Territory    Not 
Affected   by    Annexation    of   Such 
Territory   by  City. 
The  obligation  of  a  street  railway  to 
carry   passengers   for    a    certain    fare 
from  a  village  to  a  certain  point  out- 
side the  village  under  its  franchise  with 
the  village  was  not  affected  by  a  city's 
annexation  of  such  territory,  since  the 
city  took  the  territory  subject  to  all 
valid    contractual    rights    then    in    ex- 
istence, which  contractual  rights  were 
protected  by  Const,  art.  2,  sec.  28,  and 
Const.  U.  S.  art.  1,  sec.  10,  relating  to 
impairment  of  the   obligation   of  con- 
tracts.    [Village  of  Wyoming  vs.  Ohio 
Traction    Company,    135    Northeastern 
Rep.,  675.] 

OKXiAHOMA  —  Instruction  as  to  Duty 
to  Alighting  Street  Car  Passengers 
Held  to  State  Law  Correctly. 
In  an  action  for  injuries  to  a  street 
railway  passenger,  while  endeavoring 
to  alight  from  a  car,  where  the  court 
instructed  the  jury  that  the  defendant 
street  railway  company  owed  to  its  pas- 
sengers the  duty  to  exercise  the  utmost 
care  and  diligence  to  afford  them  a 
reasonable  opportunity  to  alight  in 
safety  from  its  cars,  to  stop  such  cars 
a  reasonable  length  of  time  for  the  pur- 
pose, and  to  ascertain  that  its  pas- 
sengers who  were  attempting  to  alight 
had  alighted  from  said  cars  before  the 
same  were  again  started,  it  was  held 
that  the  instruction  correctly  stated 
the  law  defining  the  duty  of  the  defend- 
ant company  to  its  passengers.  [Mus- 
kogee Electric  Traction  Company  vs. 
Elsing,  208  Pacific  Rep.,  264.] 

West  Virginia — Substation  Employee 
in  Interstate  Commerce. 
Where  a  substation  operator  receives 
a  pass  which  designated  him  as  a  rail- 
way employee  and  his  wages  were  paid 
by  the  railway  company,  he  was  its  em- 
ployee for  the  purpose  of  the  federal 
Employers'  Liability  Act,  although  the 
substation  belonged  to  a  power  com- 
pany. And  as  the  employee  was  in- 
jured while  installing  a  new  rotary  and 
transformer  intended  to  supply  energy 
for  the  operation  of  cars  in  interstate 
service,  he  was  employed  in  interstate 


commerce,  within  the  meaning  of  the 
federal  liability  act.  [Hally  vs.  Ohio- 
Valley  Electric  Railway,  114  South- 
eastern Rep.,  572.] 

Utah.  —  Workmen's  Compensation  Act 
and  Part  Time  Employee. 

A  power  station  employee  who  spent 
part  of  his  time  operating  railway 
machinery  on  one  side  of  the  building 
and  part  on  lighting  machinery  on  the 
other  side  of  the  building  and  was  in- 
jured while  operating  the  lighting 
machinery  was  not  an  employee  of  the 
railway  company  so  far  as  the  Work- 
men's Compensation  Act  is  concerned, 
but  the  full  amount  of  his  award  based 
upon  the  total  amount  of  his  earnings 
from  both  companies  should  be  made- 
against  the  lighting  company  alone. 
[Bamberger  Electric  R.  Co.  vs.  Indus- 
trial Commission  of  Utah,  203  Pacific- 
Rep.  345.] 

Utah — Responsibility  for  Precautions 
Between  Motorman  and  Company. 
Where  a  motorman  was  killed  by  the- 
overturning  of  a  street  car  at  a  curve 
visible  at  least  500  feet  therefrom,  and 
there  was  a  slow-down  sign  approxi- 
mately that  distance  from  the  curve, 
it  was  not  error  for  the  trial  court 
to  take  from  the  jury  the  question  of 
negligence  in  failing  to  place  a  slow- 
down within  a  reasonable  distance- 
from  the  curve.  As  between  a  motor- 
man  and  a  street  railway  company, 
also,  a  defective  condition  of  the 
brakes  is  insufficient  to  establish  the 
company's  liability  in  the  absence  of 
any  evidence  that  the  company  knew, 
or  might  by  proper  inspection  have- 
known,  of  the  defect.  [Burbridge  vs. 
Utah  Light  &  Traction  C,  211  Pacific 
Rep.,  691.] 

Virginia — Person  Transferring  to  An- 
other   Car    Is    Not    a    Passenger 
After  Reaching  Place  of  Safety. 
A  person  who  has  alighted  from  a 
street  car   for   the   purpose   of  trans- 
ferring to  another  car  and  has  reached 
a  place  of  safety,  is  not  a  passenger, 
tut  is  entitled  only  to  the  same  degree 
of  care  from  the  company  as  any  other 
pedestrian    upon    the    highway.     [Vir- 
ginia   Ry.   &   Power   Co.   vs.   Dressier, 
HI    Southeast.   Rep.   243.] 

Wisconsin — Building   a  Double-Track 
Street  Railway  on  Street  Consti- 
tuting    Dividing     Line     Between- 
City  and  Town  Held  Not  an  Ad- 
ditional Burden. 
Where  one-half  of  a  street  is  located' 
within   the   limits  of   a   city,  and   the 
other  one-half  is  within  the  limits  of 
a  town,  and  the  street  is  used  almost 
exclusively  for  city  trave>,  and  a  single- 
track  railway  is  operated  on  the  por- 
tion within  the  city,  such  street  is  not 
a  rural  highway,  and  the  construction- 
of  a   double-track  street  railway  does 
not  impose  an  additional  burden  or  an 
illegal  taking  of  property.      [Packard 
Motor  Car  Co.  vs.  Milwaukee  Electric 
Ry.  &  Light  Co.,  190  Northwest  Rep., 
914.] 


626 


Electric    Railway    Journal 


Vol.  61,  No.  14 


C 


Personal  Items 


3 


Team  Mates 

Claus   Spreckels  and  "Ed"   Bums  Are 

Doing  Surprising  Things  Out 

at  San  Diego 

Zone  fares,  weekly  passes,  monthly 
commutation,  safety  cars,  motor- 
coaches — all  these  and  more  galvunph- 
ing  about  in  a  city  of  100,000  must 
draw  attention  to  the  men  behind  them. 
Well,  these  men  are:  Claus  Spreckels, 
general  manager,  and  his  side-kick, 
Edward  Johnson  Bums,  assistant  gen- 
eral manager. 

Claus  Spreckels'  novitiate  was  spent 
as  secretary  and  treasurer  of  the  San 
Diego  Electric  Railway.  In  February, 
1922,  however,  he  became  general  man- 
ager. His  outspoken  indorsement  of 
motor-coach  operation  at  the  time 
Bus  Transportation  was  projected 
showed  that  the  younger  Spreckels  had 
inherited  the  courage  and  foresight 
that  have  made  San  Diego  and  Spreck- 
els synonymous.  But  Claus  Spreckels  is 
more  than  in  independent  thinker;  he 
also  takes  his  duties  as  a  purveyor  of 
mass  transportation  so  seriously  that 
he  has  the  funny  idea  that  he  ought  to 
buy  no  vehicle  that  he  would  not  enjoy 
riding  in  himself.  He  has  already 
proved  this  through  his  motor  coaches, 
and  it  will  be  proved  again  in  the  next 
lot  of  cars  that  San  Diego  buys.  More- 
over, in  accepting  the  weekly  pass  in- 
stalled on  New  Year's  Day,  1923,  his 
primary  idea  was  not  to  get  more 
money  from  the  public  but  to  make  it 
easier  for  the  public  to  do  business  with 
his  concern. 

Human  Relations  a  Factor 

The  same  human  spirit  is  being 
shown  by  Mr.  Spreckels  in  his  relations 
with  the  men.'  In  addition  to  the  sales 
commission  which  the  platform  men 
have  hitherto  enjoyed  in  selling  tokens 
(and  now  passes  as  well),  he  has  re- 
vised the  accident  bonus  system  so  that 
the  men  will  be  rewarded  in  proportion 
to  their  individual  efficiency.  On  top  of 
this,  he  has  added  a  series  of  individual 
monthly  awards  for  exceptional  cour- 
tesy, neatness  and  other  desirable  quali- 
ties. 

Another  1923  innovation  is  the  wel- 
fare department  with  free  medical  serv- 
ice to  the  men  and  their  families. 

At  a  get-together  party  on  Dec.  29, 
1922,  his  address  to  the  men  and  women 
of  the  staff  was  marked  by  such  sin- 
cerity that  the  ensuing  ovation  would 
have  convinced  any  auditor  that  the 
average  man  knows  the  difference  be- 
tween buncombe  and  candor.  Not  the 
least  stirring  feature  of  the  evening 
was  his  presentation  of  splendid  gold 
watches  and  fobs  to  a  pair  of  twenty- 
year  termers. 

Right  alongside  Claus,  is  "Ed"  Burns. 
"Ed"  holds  the  degree  of  gumma  cum. 
laude  from  Hard  Knox  University.  At 
the  age  of  fourteen  he  started  as  call 


Clanii  8pre«keU 


boy  on  a  steam  railroad,  went  through 
the  shops  and  other  mechanical  de- 
partments and  then  found  himself  trol- 
leying  with  the  Utah  Light  &  Railroad 
Company.  Then  he  hied  himself  to  the 
"Key  Route"  at  Oakland,  Calif.,  and 
next  entered  the  bureau  of  finance, 
California  Railroad  Commission,  fol- 
lowing which  he  became  manager  of  the 
San  Diego  &  Southeastern  Railway,  a 
steam  line  which  was  later  absorbed  by 
the  San  Diego  &  Arizona  Railway.  "Ed" 
remained  with  the  Spreckels  interests, 
however.  During  1918  to  1920,  he  was 
engaged  chiefly  in  electric  railway  rate 
cases.  On  Jan.  1,  1920,  he  blossomed 
out  with  a  5-cent  base  zone  fare  that 
added  33  per  cent  to  the  company's 
revenues  and  gained  passengers,  too! 
A  little  thing  like  running  side-gate 
cars  with  multiple  fares  and  one  man 
had  no  terrors  for  Burns  and  his  loyal 
crew.  When  Santa  Claus  Spreckels 
slipped  the  weekly  pass  down  the  San 
Diego  chimney  Christmas,  1922,  it  was 
Brother  Burns  who  led  the  bally-hoo 
with  such  success  that  men  and  patrons 
alike  rose  to  the  pass  like  a  trout  to  a 
fly  in  April. 


Government  Drafts  Mr.  Feiker 
Again 

At  the  request  of  Secretary  Hoover 
of  the  United  States  Department  of 
Commerce,  F.  M.  Feiker,  assistant  to 
the  president  of  the  McGraw-Hill  Com- 
pany, Inc.,  publisher  of  the  Electric 
Kailway  Journal,  has  again  been 
granted  leave  of  absence  to  undertake 
the  organization  and  general  direction 
of  the  world  surveys  of  raw  material 
supplies,  rubber,  sisal  hemp,  and  ni- 
trates, for  which  Congress  recently 
made  an  emergency  appropriation  ot 
$500,000. 

Mr.  Feiker  served  as  assistant  to 
the  Secretary  of  Commerce  during  the 
first  year  of  Mr.  Hoover's  administra- 
tion, acting  as  general  assistant  in 
organizing  the  personnel  and  industrial 
trade  contact  committees  in  relation  to 
the  Bureau  of  Census,  the  Bureau  of 
Standards  and  the  Bureau  of  Foreign 
and  Domestic  Commerce.  Out  of  his 
nine  months  work  came  the  monthly 
statistical  survey  of  the  Bureau  of 
Census,  the  Division  of  Simplified  Prac- 
tice of  the  Bureau  of  Standards,  Com- 
merce Reports  in  new  form  and  fifteen 
so-called  commodity  divisions  of  the 
Bureau  of  Foreign  and  Domestic  Com- 
merce. 

E.  J.  Mcllraith  Made  Staff 
Engineer 

E.  J.  Mcllraith  has  been  appointed 
staff  engineer  under  G.  A.  Richardson, 
vice-president  of  the  Chicago  Surface 
Lines.  The  appointment  became  effec- 
tive on  April  1.  Mr.  Mcllraith  was 
formerly  with  the  Philadelphia  Rapid 
Transit  Company.  He  became  con- 
nected with  the  company  operating 
the  railway  lines  in  the  city  of  Phila- 
delphia in  1919,  when  he  entered  the 
elevated-subway  division.  In  1920  he 
was  made  operating  manager  of  the 
division  and  in  less  than  a  year 
became  superintendent  of  way.  In 
April,  1922,  he  was  promoted  to  the 
head  of  the  department  of  rolling  stock 
and  buildings.  Before  joining  the 
forces  of  the  Philadelphia  property  Mr. 
Mcllraith  was  associated  with  Stone  & 
Webster  in  Seattle,  assuming  the  posi- 
tion of  superintendent  of  way  in  1913. 
He  is  a  graduate  of  the  University  of 
North  Dakota  and  was  instructor  at 
Cornell   University  for  three  years. 


E.  J.  Barns 


Mr.    McKinley    and    Mr.    Stude- 
baker  Head  New  Company 

William  B.  McKinley,  who  has  been 
president  of  the  Illinois  Traction  Com- 
pany, will  be  chairman  of  the  board  of 
the  Illinois  Power  &  Light  Corporation, 
which  is  acquiring  an  extensive  group 
of  long-established  utility  properties 
and  which  will  control  Illinois  Traction, 
Inc.,  through  ownership  of  the  entire 
capital  stock  of  that  company.  The  pres- 
ident of  the  Illinois  Power  &  Light  Cor- 
poration will  be  Clement  Studebaker, 
Jr.,  who  with  his  associates,  through 
the  medium  of  the  North  American 
Light  &  Power  Company,  is  acquiring  a 
controlling  interest  in  the  company.  Mr. 


April  7,  1923 


Electric    Railway    Journal 


627 


Studebaker  is  chairman  of  the  board  of 
the  North  American  Light  &  Power 
Company.  Among  the  directors  of  the 
Illinois  Power  &  Light  Corporation  in 
addition  to  Mr.  McKinley  and  Mr. 
Studebaker  will  be  William  A.  Baehr, 
H.  E.  Chubbuck,  George  Mattis  and 
G.  W.  Niedringhaus. 


E.  J.  Dickson  Resigns 

Vice-President  in  Charge  of  Operation 

at  Buffalo  Retires  After  Ten 

Years  of  Service 

E.  J.  Dickson,  who  for  the  last  ten 
years  has  been  vice-president  in  charge 
of  operation  of  the  International  Rail- 
way, Buffalo,  N.  Y.,  tendered  his  resig- 
nation at  the  annual  meeting  of  the 
stockholders  of  the  company  during  the 
week  ended  March  31,  the  resignation 
to  become  effective  on  May  1.  Mr. 
Dickson  has  been  with  the  Buffalo 
property  since  1913,  and  when  the  pres- 
ent Mitten  management  took  control 
in  1920  he  was  one  of  the  few  officials 
connected  with  the  former  administra- 
tion who  remained  with  the  property. 

As  vice-president  in  charge  of  opera- 
tion Mr.  Dickson  has  served  throughout 
the  most  difficult  period  in  the  com- 
pany's history,  beginning  with  the 
strike  of  trainmen  in  July,  1922.  Al- 
though he  has  desired  for  a  long  time 
to  be  relieved  of  his  duties,  he  felt  it 
his  duty  to  remain  until  this  emergency 
had  been  successfully  passed.  That  his 
services  have  been  greatly  appreciated 
by  the  company  and  that  his  resigna- 
tion will  be  keenly  felt  is  indicated  by 
the  following  statement  issued  by  the 
board  of  directors: 

E.  J.  Dickson,  vice-president  of  the  com- 
pany for  some  years,  today  resigned,  and 
retired  from  the  International  Railway. 
Tlie  announcement  of  Mr.  Dickson's  resig- 
nation, made  by  the  company  officials,  was 
as  follows  : 

"E.  J.  Dickson,  who  has  for  some  time 
past  been  desirous  of  being  relieved  of  his 
duties  as  vice-president  with  the  Inter- 
national Railway,  had,  however,  consented 
to  continue  until  the  annual  organization 
meeting  held  today.  His  resignation  was 
accepted  with  regret  by  the  management, 
which  takes  this  occasion  to  express  Its 
great  appreciation  of  his  valuable  services." 

Mr.  Dickson  started  in  the  transpor- 
tation industry  as  office  boy  with  the 
Chicago,  Burlington  &  Quincy  Railway 
at  Galesburg,  111.,  at  the  age  of  thirteen 
in  1887.  He  was  advanced  through 
various  clerical  positions  to  that  of 
assistant  trainmaster  at  Galesburg.  He 
next  was  chief  clerk  in  the  office  of 
the  superintendent  of  motive  power, 
with  the  Northern  Pacific  Railway  at 
St.  Paul,  Minn.,  for  three  years,  and 
following  this  occupied  a  similar  posi- 
tion with  the  Lehigh  Valley  Railway  at 
South  Bethlehem,  Pa.,  for  three  years. 
He  next  became  secretary  and  purchas- 
ing agent  of  the  New  England  Invest- 
ment &  Security  Company,  a  holding 
company  for  twenty-three  trolley  lines 
in  the  New  England  District.  This  was 
in  1907.  After  this  he  became  general 
manager  of  a  group  of  four  electric 
railways  at  Attleboro,  Mass.  Follow- 
ing this  he  was  made  general  manager 
of  the  Springfield  (Mass.)  Street  Rail- 
way. In  1913  he  became  vice-president 
in  charge  of  operation  of  the  Interna- 


ls.  J.   Dickson 


tional  Railway,  which  position  he  has 
held  up  to  the  present  time. 

Mr.  Dickson's  resignation  from  the 
International  Railway  has  caused  dis- 
tinct regret  among  the  Buffalo  people, 
as  reflected  by  comment  in  the  public 
press.  He  has  been  held  in  very  high 
regard  and  enjoyed  the  confidence  of 
the  public  and  the  good  will  of  all  his 
associates.  His  career  has  been  marked 
by  steady  advancement  from  the  lowest 
rank  in  the  ladder  to  very  nearly  the 
highest,  and  he  has  the  good  wishes  of 
a  host  of  friends  throughout  the  in- 
dustry. 

Mr.  Geisse  Heads  Wisconsin 
Association 

Harold  L.  Geisse  was  elected  presi- 
dent of  the  Wisconsin  Utilities  Asso- 
ciation at  the  recent  convention  of  that 
association  in  Milwaukee.  Mr.  Geisse 
is  the  secretary  and  general  manager 
of  the  Wisconsin  Valley  Electric  Com- 
pany at  Wausau,  Wis.  He  was  gradu- 
ated from  the  University  of  Wisconsin 
in  1907.  He  served  as  statistician  with 
the  Railroad  Commission  of  Wisconsin 
for  one  year  and  then  joined  the  oper- 
ating staff  of  the  San  Antonio  Gas, 
Electric  &  Traction  Company  in  Texas. 
Mr.  Geisse  returned  to  Wisconsin  in 
1913  and  re-entered  the  employ  of  the 
Railroad    Commission    as    statistician. 


Subsequently  he  was  promoted  to  as- 
sistant secretary  and  finally  secretary. 
In  the  spring  off  1919  he  became  asso- 
ciated with  the  Northwest  Utilities 
Company,  an  InsuU  property,  and  later 
operated  the  Janesville  Electric  Com- 
pany. Mr.  Geisse  remained  with  this 
organization  until  August,  1921,  when 
he  took  charge  of  the  Wisconsin  Valley 
Electric  Company. 


Changes  Made  in  Ironwood 
Property 

The  following  appointments  and 
changes  have  been  made  in  the  person- 
nel of  the  Ironwood  &  Bessemer  Rail- 
vfay  &  Light  Company,  Ironwood,  Mich.: 
W.  T.  Leander  replaces  W.  H.  P.  Wes- 
ton as  secretary  and  treasurer,  W.  J. 
Hodgkins,  formerly  purchasing  agent, 
is  now  general  manager;  the  position 
of  purchasing  agent  is  being  filled  by 
L.  G.  Go  the;  J.  B.  O'Neil,  formerly 
line  superintendent,  has  become  district 
manager,  supplanting  E.  L.  Hinchliff; 
E.  0.  Sinrud  replaces  W.  A.  Campbell 
as  assistant  district  manager;  R.  S. 
Wilhelm,  formerly  engineer  of  power 
station,  has  become  chief  engineer,  and 
R.  L.  Boisen  is  electrical  engineer. 


Mr.  Johnson  Made  General  Super- 
intendent of  Toledo  Property 

J.  Franklin  Johnson,  who  has  been 
receiver  in  charge  of  operation  of  the 
Toledo  &  Western  Railroad  for  three 
years,  has  been  made  general  super- 
intendent of  the  Community  Traction 
Company,  Toledo,  by  order  of  Presi- 
dent Frank  R.  Coates  and  relieved  of 
his  duties  as  receiver  for  the  inter- 
urban  line  by  the  Federal  court  at 
Toledo. 

Albert  A  Swartz,  who  has  been  vice- 
president  and  superintendent  of  trans- 
portation of  the  Community  Traction 
Company,  has  been  named  receiver  for 
the  Toledo  &  Western  and  will  succeed 
Mr.  Johnson  in  the  operation  of  that 
property.  Mr.  Swartz  was  for  a  num- 
ber of  years  with  the  Toledo  &  Western 
and  is  familiar  with  its  many  prob- 
lems. It  is  expected  that  he  will  wind 
up  the  receivership  possibly  within  the 
present  year. 

Joseph  M.  Enright  has  been  placed  in 
his  old  line  of  work  as  superintendent 
of  transportation.  He  occupied  that 
place  for  several  years  with  the  Toledo 
Railv/ays  &  Light  Company  before  the 
Community  Traction  Company  was  or- 
ganized. 

It  is  expected  that  Mr.  Johnson  will 
take  complete  charge  of  the  big  main- 
tenance program  and  repair  and  exten- 
sion work  that  the  Community  Trac- 
tion Company  has  planned  for  1923. 

The  personnel  changes  became  effec- 
tive on  April  1. 


H.  L.  GeisHe 


Thomas  Penney,  who  for  many  years 
has  been  a  vice-president  of  the  Inter- 
national Railway,  Buffalo,  N.  Y.,  was 
not  re-elected  to  that  position  at  the 
annual  meeting  of  stockholders.  Mr. 
Penney  retains  his  place  on  the  board 
of  directors  and  continues  to  have  the 


628 


Electric    Railway    Journal 


Vol.  61,  No.  14 


title  of  general  counsel.  He  formerly 
was  president  of  the  company  and 
always  has  been  active  in  its  affairs. 

C.  J.  Joyce,  general  counsel  for  the 
Mitten  Management,  Inc.,  and  a  mem- 
ber of  the  legal  staff  of  the  Philadelphia 
(Pa.)  Rapid  Transit  Company,  has 
been  elected  vice-chairman  and  coun- 
selor of  the  board  of  directors  of  the 
International  Railway,  Buffalo.  This 
is  a  new  position.  Mr.  Joyce  also  be- 
comes a  member  of  the  executive  com- 
mittee of  the  International  Railway. 

Charles  W.  Murray,  for  the  past  two 
years  superintendent  of  the  Janesville 
(Wis.)  Traction  Company,  has  resigned. 
He  expects  to  depart  soon  for  Wyoming, 
where  he  has  land  holdings.  His  suc- 
cessor has  not  yet  been  named.  Mr. 
Murray  is  a  nephew  of  W.  C.  Sparks, 
general  manager  of  the  Rockford  & 
Interurban  Railway,  of  which  the  Janes- 
ville Traction  Company  is  a  subsidiary. 

Matt  J.  Kennedy,  formerly  with  the 
Montreal  Street  Railway,  now  the  Mon- 
treal Tramways,  has  gone  into  business 
for  himself  in  Montreal  with  a  fleet 
of  fifty  taxis.  Mr.  Kennedy  was  con- 
nected with  the  Brooklyn  Rapid  Transit 
Company  for  a  period  of  about  five 
years  some  ten  years  ago  during  the 
superintendency  of  Dow  S.  Smith.  For 
part  of  this  time  he  served  as  super- 
intendent of  the  Ninth  and  Vonderbilt 
Avenue  divisions. 

W.  J.  Curie,  general  superintendent 
of  the  Chatham,  Wallaceburg  &  Lake 
Erie  Railway,  Chatham,  Ont.,  has  re- 
signed. Mr.  Curie  has  been  a  promi- 
nent figure  in  the  railway  field  in  Can- 
ada for  more  than  thirty-five  years. 
He  entered  railway  service  with  the 
'  Grand  Trunk  Railway  at  Brockville, 
Ont.  Subsequently,  he  held  positions 
with  the  Canadian  Pacific  Railroad,  the 
Brockville,  Westport  &  Northwestern 
Railway  and  the  Canadian  Northern 
Railway.  In  1916  he  was  appointed 
general  manager  of  the  Chatham,  Wal- 
laceburg &  Lake  Erie  Railway  to  suc- 
ceed the  late  William  Norris. 

J.  W.  Gerke,  for  many  years  asso- 
ciated with  several  electric  railways 
and  for  the  past  three  years  staff  engi- 
neer with  the  Texas  Company,  has 
joined  the  Transit  Equipment  Company, 
New  York,  as  vice-president  and  gen- 
eral manager.  He  will  take  active 
charge  of  its  plant  at  Saybrook,  Conn., 
with  a  view  of  developing  this  branch 
of  the  company's  business.  Mr.  Gerke 
started  his  railway  career  in  the  shops 
of  the  Capital  Traction  Company  in 
1897,  leaving  in  1905  to  become  super- 
intendent of  the  Washington,  Arlington 
&  Falls  Church  Railway.  In  1909  he 
became  connected  with  the  J.  G.  White 
Engineering  Corporation  and  was  as- 
signed to  the  Tri-City  Railway  at 
Davenport,  Iowa,  as  superintendent  of 
equipment  and  buildings,  but  in  1911 
he  went  to  Wilmington,  Del.,  as  master 
mechanic  of  the  Wilmington  &  Phila- 
delphia Traction  Company  and  the 
Southern  Pennsylvania  Traction  Com- 
pany. In  1915  he  became  superin- 
tendent of  maintenance  in  charge  of  all 
departments    excepting    transportation 


of  the  New  York  &  Queens  County 
Railway  and  Long  Island  Electric  Rail- 
way, remaining  for  six  years. 


Obituary 


New  Superintendent  of  Trans- 
portation in  Buffalo 

As  was  reported  in  the  Electric 
Railway  Journal,  issue  of  March  24, 
Thomas  D.  Kiniry  has  been  appointed 
general  superintendent  of  transporta- 
tion of  the  local  and  interurban  lines 
of  the  International  Railway,  Buffalo, 
N.  Y.,  to  succeed  William  M.  Casey, 
who  has  accepted  a  similar  position 
with  the  Georgia  Railway  &  Power 
Company,  Atlanta,  Ga. 

Mr.  Kiniry  was  born  in  Glen  Mills, 
Pa.,  and  was  educated  in  the  public 
schools  of  that  town.  In  his  early  years 
he  served  as  an  apprentice  printer  and 


T.    D.    Kiniry 


later  played  semi-professional  baseball. 
In  May,  1900,  he  joined  the  Philadel- 
phia Rapid  Transit  Company  as  a 
motorman  and  continued  in  that  posi- 
tion four  years,  when  he  was  promoted 
to  the  position  of  supervisor. 

In  May,  1906,  Mr.  Kiniry  was  ap- 
pointed one  of  a  staff  of  assistant  divi- 
sion superintendents.  On  Jan.  1,  1913, 
he  was  made  division  superintendent 
in  charge  of  the  Amber  depot  and  in 
April  of  that  year,  when  the  Philadel- 
phia Rapid  Transit  Company  opened 
the  new  Luzerne  depot,  Mr.  Kiniry  was 
transferred  to  that  depot  as  first  assist- 
ant division  superintendent.  He  re- 
mained in  that  position  under  Mitten 
Management  until  Jan.  6,  1919,  when 
he  was  made  division  superintendent 
at  the  Callowhill  depot.  In  July  of 
that  year  Mr.  Kiniry  was  transferred 
from  the  Callowhill  depot  to  the  Luzerne 
depot  as  division  superintendent  and 
the  next  month  he  was  made  district 
superintendent,  which  position  he  held 
until  he  was  made  superintendent  of 
supervision,  April  1,  1922. 

Since  the  early  part  of  December, 
1922,  Mr.  Kiniry  has  been  detailed  to 
Buffalo  by  Mitten  Management,  Inc.,  in 
the  capacity  of  supervisor  to  the  in- 
struction force,  and  with  the  resigna- 
tion of  Mr.  Casey,  Mr.  Kiniry  was  made 
general  superintendent  of  transporta- 
tion of  the  local  and  interurban  lines 
of  the  International  Railway. 


George  A.  Weber 

George  A.  Weber,  inventor  of  the 
Weber  rail  joint,  died  at  his  winter 
home  in  Pasadena,  Cal.,  on  March  29. 
He  was  in  "his  seventy-fifth  year.  Mr. 
Weber  was  founder  of  the  Weber  Rail 
Joint  Manufacturing  Company,  which 
was  incorporated  in  1889.  In  1905  this 
company,  with  the  Continuous  Rail  Joint 
Company  and  the  Independent  Railroad 
Supply  Company,  formed  a  consolida- 
tion under  the  name  of  the  Rail  Joint 
Company.  Mr.  Weber  has  been  a 
director  of  the  Rail  Joint  Company 
since  its  incorporation  and  has  always 
taken  a  keen  interest  in  its  affairs. 


Charles  Thomas  Nicholas  White 
Spanner,  for  many  years  treasurer  of 
the  Mobile  Light  &  Railroad  Company, 
Mobile,  Ala.,  is  dead. 

A.  S.  McSwigan,  president  of  the 
.Kennywood  Park  Corporation,  Pitts- 
burgh, Pa.,  is  dead.  At  the  height  of 
the  street  railway  park  movement  Mr. 
McSwigan  gave  freely  of  his  ad\ice  as 
an  amusement  man  to  the  electric  rail- 
way interests.  He  was  at  one  time  on 
the  staff  of  the  Pittsburgh  Railways  in 
charge  of  park  matters. 

George  H.  Guy,  for  the  last  forty 
years  secretary  of  the  New  York  Elec- 
trical Society,  died  on  April  1.  He  was 
born  in  England,  studied  music  in  Leip- 
zig, spent  several  years  sugar  planting 
in  Jamaica,  West  Indies,  and  then  came 
to  New  York.  In  addition  to  his  bril- 
liant work  for  the  electrical  society, 
Mr.  Guy  did  much  to  promote  auto- 
mobilisni  and  aviation.  He  was  one  of 
the  leaders  in  the  movement  to  secure 
from  Andrew  Carnegie  the  gift  that 
created  the  United  Engineering  Socie- 
ties' Building  and  that  of  the  Engineers' 
Club  in  New  York.  He  was  a  member 
of  the  American  Institute  of  Electrical' 
Engineers  and  the  Engineers'  Club. 

Dr.  Walter  Gill  Wylie,  for  many  years 
intitnately  associated  with  water-power 
development  in  the  South,  died  at  his 
home  in  New  York  City  on  March  13 
at  the  age  of  seventy-five  years.  Dr. 
Wylie  was  born  in  Chester,  S.  C,  and 
besides  being  a  surgeon  of  note  was  the- 
first  president  of  the  Southern  Power 
Company,  Charlotte,  N.  C.  He  helped 
to  organize  the  Anderson  Water,  Light 
&  Power  Ck)mpany,  Anderson,  S.  C.,. 
and  later  the  Catawba  Power  Company. 
Early  in  1900  he  interested  J.  B.  Duke, 
the  tobacco  magnate,  in  the  water 
power  possibilities  of  the  Carolinas  and 
shortly  afterward  the  Southern  Power 
Company,  which  has  since  grown  to 
be  the  dominant  power  company  of 
the  South,  was  formed  with  Dr.  Wylie 
as  its  head.  Professional  work  in  New 
York,  however,  caused  him  later  to  re- 
linquish the  presidency  to  J.  B.  Duke, 
but  his  interest  in  the  industrial  and 
power  development  continued  unabated. 
Dr.  Wylie  was  consulting  surgeon  of 
Bellevue  Hospital  and  professor  emer- 
itus of  the  New  York  Polytechnic- 
School  for  medicine  for  post  graduates.. 


April  7,  1923 


Electric    Railway    Journal 


629 


"^ 


Manufactures  and  the  Markets 

News  of  and  for  Manufacturers — Market  and  Trade  Conditions 
A  Department  Open  to  Railways  and  Manufacturers 
for  Discussion  of  Manufacturing  and  Sales  Matters 


^ 


^ 


Important  Research  Work 
Published 

Graphic  Analysis  Made  of  Census  of 

Manufactures  of  United  States 

1849  to  1919 

The  graphing  of  statistics  reaches  an 
unusually  high  level  of  excellence  in  a 
publication  with  the  above  title  just 
issued  by  the  National  Industrial  Con- 
ference Board,  New  York  City.  In  this, 
the  wealth  of  data  made  available,  but 
not  readily  comprehensible,  through  the 
census  of  manufactures  taken  every 
five  years  by  the  United  States  Bureau 
of  the  Census,  are  put  into  such  form 
that  they  can  be  readily  analyzed  and 
compared. 

Most  of  the  data  in  the  volume,  tabu- 
lated and  graphed,  relate  to  fifty  lead- 
ing industries  of  the  country,  although 
some  statistics  are  given  for  the  coun- 
try as  a  whole.  Following  are  the 
topics  which  are  made  the  basis  of 
study,  to  each  of  which  nearly  ten 
charts  and  tables,  on  the  average,  are 
devoted:  Persons  engaged  in  manu- 
facture, distribution  of  personnel,  value 
of  products,  major  items  of  expendi- 
ture, average  cost  of  service,  size  of 
establishments,  character  of  ownership, 
regularity  of  employment,  prevailing 
hours  of  labor,  power  in  manufacturing 
industries,  fuel  used  in  manufacturing 
industries,  production,  labor,  power  and 
values,  and  a  summary  of  the  data  for 
the  fifty  leading  industries. 

Book  Well  Arranged 

The  general  arrangement  in  this  book 
is  to  have  the  tabular  material  on  the 
right-hand  page  of  two  facing  pages 
and  the  charts  on  the  left  hand.  Thus, 
one  has  before  him  at  one  time  only 
one  compilation,  but  this  is  put  into 
forms  to  be  readily  grasped  and  visual- 
ized. Great  ingenuity  has  been  dis- 
played in  the  preparation  of  the  charts, 
which  are  of  many  different  forms  and 
colors,  the  form  in  each  case  being 
chosen  best  to  represent  the  particular 
data  to  be  depicted.  The  variety  in 
method  of  graphical  presentation  pre- 
vents monotony  in  the  appearance  of 
the  charts  and  also  tends  to  distinguish 
them  among  themselves. 

The  Industrial  Conference  Board  has 
done  the  Industries  of  the  country  a 
great  service  by  giving  vitality  to  the 
dry  statistics  of  the  nation's  manufac- 
tures. This  work  places  at  the  disposal 
of  manufacturers  and  others  who  are 
analytically  and  reflectively  inclined  an 
opportunity  to  survey  the  labor  and  ma- 
terial situation  broadly.  Careful  study 
must,  however,  be  given  to  the  tables, 
charts  and  comments  if  they  are  to 
yield  information  of  practical  useful- 
ness  in   any   particular   manufacturing 


field,  as  for  example,  that  serving  the 
electric  railway. 


Payment  Ordered  to  Barney  & 
Smith  Creditors 

Payment  of  50  cents  on  the  dollar 
to  all  creditors  of  the  Barney  &  Smith 
Car  Company,  Dayton,  Ohio,  whose 
claims  are  not  disputed  is  authorized 
in  an  order  issued  by  Judge  Edward 
T.  Snediker  of  the  Montgomery  County 
Common  Pleas  Court.  The  court's 
order  followed  a  report  by  Special  Com- 
missioner John  Dineen  that  the  claims 
of  creditors  total  $140,039.99,  which  can 
be  partly  liquidated  with  about  flOO,- 
000  cash  on  hand.  The  plant  recently 
was  offered  for  sale  at  public  auction 
with  no  bidders. 


is  as  follows:  Three  7^00-kva.  three- 
phase,  50-cycle,  100,000  to  44,000-volt, 
oil-immersed,  forced-cooled  transfor- 
mers; three  7,500-kva.,  three-phase,  50- 
cycle,  100,000  to  12,000  volt,  oil-im- 
mersed, forced  -  cool  transformers ; 
eight  electrically  operated,  type  G-11, 
oil  circuit  breakers,  outdoor,  400  amp., 
3-pole,  single-throw,  110-kv.  for  floor 
mounting;  thirteen  type  G-11,  outdoor, 
400-amp.,  3-pole,  50-kv.  frame-mounted 
oil  circuit  breakers,  together  with  nec- 
essary bushing  type  current  transfor- 
mers, control  relays,  auxiliary  switches 
and  necessary  spare  parts. 

The  apparatus  included  on  this  order 
is  to  be  used  by  the  power  company 
for  transmitting  power  from  its  present 
system  to  the  Chilean  State  Railways. 


Large  Foreign  Orders  for 
Power  Apparatus 

The  Compania  Chileana  De  Electrici- 
dad,  Ltd.,  Santiago,  Chile,  which  has  a 
contract  to  furnish  power  for  the  Chil- 
ean State  Railways,  has  recently  or- 
dered from  the  Westinghouse  Electric  & 
Manufacturing  Company  through  Carr 
Brothers,  New  York  City,  45,000  kva. 
of  power  transformers,  together  with 
oil  circuit  breakers,  bushing  type  cur- 
rent transformers  and  spare  parts. 

The  apparatus  included  on  this  order 


Brill  Sale  Rumors  Denied 

Samuel  M.  Curwen,  president  of  the 

J.  G.  Brill  Company,  Philadelphia,  has 

made  the  following  statement: 

To  set  definitely  at  rest  rumors  as  to  a 
sale  of  the  J.  G.  Brill  Company,  I  take  tills 
occasion  to  say  no  negotiations  are  pending 
for  recapitalization  or  sale  of  the  company 
or  for  Its  consolidation  with  any  other  cor- 
poration, and  the  board  of  directors  Is 
unanimously  opposed  to  sale  of  the  com- 
pany. I  am  further  authorized  to  state  by 
owners  of  a  controlling  majority  of  both 
preferred  and  common  stocks  their  holdings 
are  not  for  sale. 


Asks  Authority  for  $189,000 
Expenditure 

Receivers  of  the  Pittsburgh  (Pa.) 
Railways  have  filed  a  petition  in  the 
Federal  Court  seeking  permission  to 
spend  $189,510  for  track  rehabilitation. 
The  work  will  be  done  in  the  boroughs 
of  Mt.  Oliver,  Knoxville,  Carrick  and 
Brentwood.  The  petition  was  referred 
to  Special  Master  Henry  G.  Wasson  by 
Judge  W.  H.  S.  Thomson. 


ELECTRIC  RAILWAY  MATERIAL  PRICES— APRIL  3,  1923 


Metals — New  York 

Copper,  electrolytic,  cents  per  lb 1 7 . 1 87 

Leaa,  cent*  per  lb 8.225 

Niekel,  cents  per  lb 27.50 

Zino,  oenta  per  lb 7 .  90 

Tin,  Straits,  cenu  per  lb 47.625 

Aluminiun,  98  to  99  per  cent,  cents  per  lb. . . .  25 .  75 


>perc 
Babbitt  metal,  warenousc,  osnt*  per  lb.: 
Fair  grade . . 
Commeieial . 


Bituminous  Coal 


65.00 
40.00 


Sraokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads $6. 125 

Somerset  mine  run,  Boston 3 .  50 

Pittsbiirgh  mine  run,  Pittsburgh 2. 00 

Franklin,  111.,  screenings,  Chicago 2. 075 

Central,  111.,  screenings,  Chicago 1 .625 

Kansas  Screenings,  Kansas  City 2 .  625 

Trac'k  Materials — Pittsburgh 

standard  Bessemer  steel  rails,  gross  ton $43.00 

Standard  open  hearth  rails,  gross  ton 43 .  00 

luulroad  spikes,  drive,  Pittsburgh  base,  cents 

per  lb 3.15 

Tie  plates  (flat  type),  cents  per  lb ?•  5?' 

Angle  bars,  centa  per  lb 


2.75 
4.25 
2.50 
1.50 


Rau  bolts  and  nuts,  Pittsburgh  base,  cents,  lb. 

Steel  bars,  cents  per  lb 

Ties,  white  oak,  Chicago,  6i  n.  z  8  in.  z  8)  ft. 

Hardware — Pittsburgh 

Wire  nails,  base  per  keg 3 .  00 

Sheet  iron,  (28  gage),  cents  per  lb 4. 00 

Sheet  iron,  galvanised,  (28  gage),  cents  per  lb  5.25 

Galvanised  barbed  wire,  cents  per  lb 3.70 

Galvanised  wire,  ordinary,  cents  per  lb 2. 65 

Waste — New  York 

Waste,  wool,  cents  per  lb. 


s  per  1 
Waste,  cotton,  ( 1 0()  lb.  bale) ,  cents  per  lb.: 

White 

Colored 


12-16 

11-13.50 
8-13 


Paints,  Putty  and  Glass — New  York 

Linseed  oil,  (5  bbl.  lots),  cents  per  gal 1.13 

Whitelead,  (lOOlb.  keg),centBperlb 13.375 

Turpentine,  (bbl.  lots),  per  gal $1.59 

Car  window  glass,   (single  strength),   first 

three  brackets,  A  quality,  discount* 84.  0% 

Car   window   glass,    (single   strength),    first 

three  brackets,  B  quality,  discount* 66. 0% 

CTar  window  glass,  (double  strength,  all  sites, 

A  quality),  discount* 85  0% 

Putty,  1 00  lb.  tins,  cents  per  lb 5.00 

*These   prices   are   f.o.b.    works,   bozing 
chargee  eztra. 

Wire— New  York 

Copper  wire  baae,  cents  per  lb 18.623 

RuDDer-covered  wire.  No.  14,  per  1.000  ft...  7.50 

Weatherproof  wire  baae,  cents  per  lb 19.50 

Paving  Materials 

Paving  stone,  granite,   4x8    z    4,  f.o.b. 

Chicago,  dressed,  per  sq.yd $3.60 

Common,  per  sq.yd 3.15 

Wood  block  paving  3J,  16  treatment,  N.  Y., 

per  sq.yd 3.19 

Paving  briok.  3M  8}  x  4.  N.  Y.  per  1,000  in 

carload  loU 54.00 

Crushed  stone,  |-in.,  carload  lots,  N.  Y., 
percu.yd _. . .        1*75 

Cement,  Chicago  consumers  net  prices,  with- 
out bags 2, 20 

Gravel,  Mn.,  cu.yd..  N.  Y 2. 25 

Sand,  cu.yd.,  N.  Y I  ■  00 

Old  Metals— New  York 

Heavy  copper,  cents  per  lb 14  00 

Light  copper,  cents  per  lb 12.50 

Heavy  brass,  cents  per  lb 8.50 

Zinc,  old  scrap,  cents  per  lb 5 .  25 

Yellow  brass,  cents  per  lb  (heavy) 7.75 

Lead,  heavy,  cents  per  lb 7.25 

Steel  car  axles,  Chicago,  net  ton 24 .  75 

Old  c€ir  wheels,  Chicago,  gross  ton 28 .  75 

Rails  (short) ,  Chicago,  gross  ton 26 .  75 

Rails  (relaying) ,  Chicago,  gross  ton 33.50 

Machine  turnings,  Chicago,  net  ton 14.75 


630 


Electric    Railway    Journal 


Vol.  61,  No.  14 


Rolling  Stock 


Kentucky  Terminal  &  Traction  Com- 
pany, Lexington,  Ky.,  will  use  the  Nic 
Le  Grand,  Inc.,  positive  safety  appli- 
ance in  the  twenty-seven  new  one-man 
cars  being  built  by  the  Cincinnati  Car 
Company. 

Augusta  &  Aiken  Railway  &  Electric 
Company,  Augusta,  Ga.,  has  announced 
that  the  sixteen  one-man  safety  cars 
which  it  is  proposing  to  add  to  its 
rolling  stock  will  be  built  by  the  Perley 
A.  Thomas  Car  Company,  High  Point, 
N.  C.  It  is  expected  that  these  cars 
will  be  delivered  in  three  and  one- half 
months.  The  company  will  also  rebuild 
ten  cars  now  in  service. 

Worcester  (Mass.)  Consolidated 
Street  Railway  will  add  six  new  sweep- 
ers to  its  winter  equipment.  The  com- 
pany now  has  seven  sweepers  in  com- 
mission. The  new  sweepers  will  be 
constructed  by  the  company  in  its  own 
shops  during  the  summer  months.  Dis- 
carded open  cars  will  be  utilized  in 
building  them.  The  cost  is  estimated 
at  $3,600  for  each  sweeper. 

Indiana  Service  Corporation,  Fort 
Wayne,  Ind.,  has  closed  a  deal  for 
fifteen  new  double-truck  cars  to  be  used 
on  the  Fort  Wayne  city  lines.  The 
cars  cost  in  the  neighborhood  of  $14,000 
each,  making  the  order  total  more  than 
$200,000.  The  cars  were  ordered  from 
the  St.  Louis  Car  Company.  Deliverj' 
of  the  new  cars  is  to  start  Sept.  1.  The 
cars  will  be  operated  by  one  man,  as 
are  the  present  cars,  but  there  will  be 
a  front  entrance  and  a  front  and  rear 
exit,  instead  of  only  front  entrance  and 
exit.  The  cars  will  be  of  all  steel  con- 
struction and  will  be  equipped  with  four 
G.  E.  25-hp.  motors  and  will  have  a 
seating  capacity  of  fifty  passengers. 

Houston  Electric  Company,  Houston, 
Tex.,  has  purchased  ten  double-truck, 
double-end  Birney  safety  cars  from  the 
American  Car  Company.  They  are  de- 
scribed as  follows: 

Number    of    cars Ten 

Date  order  was  placed Marrh'  i  ft'  'i  <199 

^^e  "o'f '^cllr'-^- •  •*'a5^uI?;  lUl 

seating  "^^S"' .  ^"""^t^^^l^'  ^^^ 
Length  over  all in  f/  ^  ^ 

wrdfhV/er'"aYl""-'"  °^^'-  "-^^r^.-.S  ft.  \^: 
Height  rail  to  trolley  base : ; :  1 1 ;  .12  ft    5  in! 

Air   brakes'.'. ^'^^'^ 

Controfliyler'^  ^''^'  DH-i6"c6mp'ressors 
Curtain  '^^^S^"^^'.  '^'^  '^'^LZt 
DSor'"^."°".^'.^.^.  .-. ■■..::.    .Huntlt 

l>ouble  doors,  opeiii'n'g  '48  'in.'  "iii'the  'clear 

Door  opening  mechanism 

H„;."        •^"™'"'''   Devices   Company  ."two 
openf^g*^'"''"'  ^""^  """^  selector  valve  ve° 

Re^sfew^^  devfc",^"^"'*^:  ^'*  ^°'"  ''^^"-'°- 

Dapron  air-'driven  register  'mecha- 

Q<>o;; S'^.??  S"*'  ^'■"  ^°^  motors 

lltt^rlatA^riV  ^°-  ^^yj?  «P«<='a>  reversible 

TVoiw^ff't'   Canvas  lined  rattan 

T^ollev   htc?^™   Keystone 

TvScks      ...•.•.■. Simplex   No.    3 

■TOT,;?!^'"  77-B  trucks"  with' fr'icti'o'n  bearings 
^^eels    28-in.    Davis    ca.«t    steel 


Maumee  Valley  Railways  &  Light 
Company,  Toledo,  Ohio,  will  use  the 
Nic  Le  Grand,  Inc.,  positive  safety  ap- 
pliances for  seven  new  cars. 

Michigan    Railroad,    Jackson,    Mich., 

has  placed  a  fifth  repeat  order  with 
Nic  Le  Grand,  Inc.,  for  safety  appli- 
ances for  ten  more  cars. 

Cincinnati,  Lawrenceburg  &  Aurora 
Electric  Street  Railroad,  Cincinnati, 
Ohio,  will  use  the  Nic  Le  Grand,  Inc., 
positive  safety  appliances  for  seven 
converted  cars. 

Detroit    (Mich.)    Municipal    Railway 

will  be  provided  with  funds  for  the 
purchase  of  200  cars  through  the  pass- 
age at  the  election  on  April  2  of  a  bond 
issue  authorizing  the  expenditure  of 
$5,000,000  for  extensions  and  improve- 
ments. 

Cumberland  County  Power  &  Light 
Company,  Portland,  Me.,  has  placed  a 
contract  with  the  Wason  plant  of  the 
J.  G.  Brill  Company,  for  six  new  steel 
passenger  cars  at  an  approximate  cost 
of  $13,000  each.  The  cars  will  be  ar- 
ranged for  either  one-man  or  two-man 
operation.  They  will  have  a  seating 
capacity  of  forty-eight. 


Track  and  Roadway 

Knoxville  Power  &  Light  Company, 
Knoxville,  Tenn.,  has  started  the  con- 
struction of  the  Walnut  Street  cross- 
over line,  which  is  to  cost  the  company 
about  $24,000. 

Portland  Railway,  Light  &  Power 
Company,  Portland,  Ore.,  will  expend  at 
least  $500,000  during  the  year  in  track 
improvements.  Details  of  the  improve- 
ments have  not  yet  been  worked  out. 

Hydro-Electric  Power  Commission, 
Ont.,  Canada,  has  announced,  through 
Chief  Engineer  F.  A.  Gaby,  that  im- 
provements to  the  Hydro-Electric  Rail- 
ways (Essex  District)  will  be  com- 
pleted this  year  at  a  cost  of  $760,000. 

Puget  Sound  Power  &  Light  Com- 
pany, Bellingham,  Wash.,  has  been 
granted  permission  to  install  switches 
and  other  curve  work  at  the  intersec- 
tions of  Elk  and  Holly,  Dock  and  Holly 
and  Holly  and  Bay  Streets. 

Akron,  Canton  &  Youngstown  Rail- 
way, Akron,  Ohio  will  spend  more  than 
$250,000  for  track  and  property  im- 
provement. Of  this  sum,  at  least  $150,- 
000  will  be  spent  for  improvement  to 
the  right-of-way,  while  the  remainder 
will  be  used  for  the  development  of 
roundhouse  and  yard  facilities. 

Interborough  Rapid  Transit  Company, 
New  York,  N.  Y.,  during  1922  expended 
$1,400,000  to  maintain  its  subway  and 
elevated  tracks,  not  including  the  sup- 
porting structures  or  tunnels,  and  keep 
them  safe  for  the  operation  of  7,000 
trains  a  day.  Including  both  subway 
and  elevated  lines,  22  miles  of  single 
track  of  new  rail  were  relaid  and  37,500 
ties  were  replaced.  A  total  of  385,000 
ft.  of  planking  was  used  to  construct 
and  repair  walks  along  and  between 
the  tracks  on  the  elevated  lines  and  the 
viaduct  sections  of  the  subway. 


Power  Houses,  Shops 
and  Buildings 


Columbus  Electric  &  Power  Company, 
(Columbus,  Ga.,  has  perfected  plans  for 
the  construction  of  a  service  building, 
work  on  which  will  start  within  the 
next  few  weeks.  The  building  will  cost 
approximately  $35,000  or  $40,000. 

Beloit,  Wis. — Fire  of  unknown  origin 
in  the  carhouse  of  the  Rockford  &  In- 
terurban  Railway  did  much  damage 
recently  to  electrical  equipment  such  as 
motors,  armatures  and  coils,  in  addi- 
tion to  the  destruction  of  belting  shafts 
and  valuable  tools.  Three  city  cars  and 
an  interurban  car  which  were  in  the 
building  at  the  time  were  not  damaged. 

Indianapolis  Ind. — Plans  are  maturing 
for  the  erection  of  a  traction  freight 
terminal  in  Indianapolis  on  a  plot  of 
twelve  acres  known  as  the  old  Green-  , 
lawm  Cemetery  site.  The  Terminal 
Realty  Company  has  a  freight  house  on 
the  location,  but  it  is  inadequate  to  the 
needs  of  the  roads.  The  new  terminals 
will  cost  more  than  a  million  dollars 
when  completed.  The  plans  are  being 
worked  out  by  Robert  I.  Todd,  presi- 
dent of  the  Terre  Haute,  Indianapolis 
&  Eastern  Traction  Company;  Harry 
Reid,  president  of  the  Interstate  Pub- 
lic Service  Company;  Charles  L.  Henry, 
president  of  the  Indianapolis  &  Cin- 
cinnati Traction  Company,  and  Arthur 
Brady,  president  of  the  Union  Traction 
Company  of  Indiana. 

Connecticut  Company,  New  Haven, 
Conn.,  is  planning  to  build  a  combined 
carhouse  and  bus  garage  in  Waterbury 
on  West  Main  Street,  where  it  now  has 
some  car  shops  and  other  buildings. 
The  problem  will  be  to  put  up  the  new 
buildings  without  interfering  with  the 
operation  of  the  line.  It  is  expected 
that  the  new  carhouse  will  have  a  ca- 
pacity of  105  cars  and  the  garage  a 
capacity  for  sixteen  buses,  twelve  for 
storage  and  four  for  repair.  There  will 
also  be  a  new  paint  shop  to  go  next  to 
the  present  repair  shop,  and  altogether 
it  is  expected  that  the  installation  will 
cost  between  $400,000  and  $500,000. 
The  company  has  also  got  to  build  a 
carhouse  at  Meriden  to  take  the  place 
of  the  one  burned  down  Feb.  5. 


iFiiiiimqin 


Trade  Notes 


Wendell  &  MacDuffie,  New  York,  have 
moved  from  30  Church  Street  to  the 
new  Bowery  Savings  Bank  Building,  at 
110  East  Forty-second  Street,  New 
York. 

Carnegie  Steel  Company,  Pittsburgh, 
Pa.,  has  received  the  order  for  the  rolled 
steel  wheels  to  be  used  under  the  576 
cars  recently  ordered  by  the  Phila- 
delphia Rapid  Transit  Company. 

Standard  Underground  Cable  Com- 
pany, Pittsburgh,  Pa.,  wishes  to  have 
all  communications  to  the  general  offices 
on  and  after  April  1  directed  to  100- 
108  Seventeenth  Street,  Pittsburgh,  in- 
stead of  to  the  Westinghouse  Building. 


Apnl  7,  1923 


Electric    Railway    journal 


19 


Peacock 
Staffl 
Brakes 


Lightest  weight — 
Least  platform  space — 
Most  power ful  braking 


and  besides  those 
leading  features — 

Maintenance  costs  on  Peacock  Staff- 
less  Brakes  are  so  much  lower  that 
the  savings  soon  pay  for  the  entire 
cost  of  the  brakes  themselves. 

Just  one  little  instance  of  the  many 
economies  they  effect  —  Peacock 
Staffless  Brakes  are  equipped  with 
big  graphite  bronze  bushings  on 
the  hand  wheel  bearings,  eliminating 
need  for  periodical  lubrication  at  this 
point.  Saves  the  grease,  the  labor 
cost  of  applying  it,  and  incidentally 
avoids  the  frequent  damage  claims 
caused  by  surplus  oil  getting  on  pas- 
senger's clothing. 

National  Brake  Company,  Inc. 

890  Ellicott  Square 

Buffalo,   N.   Y. 

Canadian  Representative: 

Lyman  Tube  &  Supply  Company,  Limited 

Montreal,  Canada 


20 


Electric    Railway    Journal 


April  7,  1923 


^ 


^ixgiiv^ei^ 


ifort),  SJacott  &  Vmi 

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 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER,   MASSACHUSETTS 

RKPORTO — APPRAISALS — RATES — OPERATION — SERVICC 


JAMES  E.  ALLISON  &  GO. 

Consulting  Engineers 

Specializing  in  Utility  Rate  Cases  and 
Reports     to     Bankers     and     Investors 

1017  Olive  St.,  St.  Louis,  Mo. 


STEVENS  &  WOOD,  Inc. 

ENGINEERS 

DMlgn    »nd    ConstrueClon    of    Steam    an<l    Hytlro-Blectrlc    Power    Stations, 
Transmission  Lines:  Bailroad  Electrillcation  and  Industrial  Plants, 

Reports  and  Valoatlong 

.Management  and  Financlni  of  Public  Ctllltr  and  Industrial  Corporations. 

120  Broadway 
New  York 


Mahoning  Bank  Bldg. 
Youngetown.  Ohio 


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 


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 


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 

Consulting  Engineer 

Appraisal*,   Reports,    Rates,   Service   Investigation, 

Studies  on  Financial  and  Physical  Rehabilitation 

Reorganization,   Operation,   Management 

683  Atlantic  Ave.,  Boston,  Mass. 


Joe  R.  Ong 


Consulting  Transportation  Engineer 

Spmcialising  in   Tra/Kc  Problems  and  in  Methods   to 

Improve  Service  and  Incretue 

EKeiency  of  Operation 

PIQUA,  OHIO 


ROBERT  M.  FEUSTEL 

CONSULTING  ENGINEER 

Rate,  Traffic  and  Reorganization 

Investigations 

Fort  Wayne,  Indiana 


WALTER  JACKSON 

Consultant  on  Fares,  Buses,  Motor  Trucks 

Oriffinator    of    unlimited    ride,    transferable    weakly 
pass.     Campaigns  handled  to  make  it  a  success. 

143  Crary  Ave.,  Mt.  Vernon,  N.  Y. 


Parsons,  Klapp,  Brinckerhoff  &  Douglas 


WM.  BARCLAY  PARSONS 
ECOENE  KLAPP 


H.  M.  BBINKERHOFF 
W.  1.   DOUGLAS 


Engineers — Constructors — Managers 

Hydro-electric  Railway  Light  and  Industrial  Plants 

Appraisals  and  Reports 

CLEVELAND  NBWTORK 

1670  Haniuk  Bide.  M  PIn»  St. 


Electric  Railway  Journal 


Positive  Safety  Appliances 


have  been  in  operation  for  over  three 
years  in  Davenport,  Rock  Island  and 
Moline.  There  are  150  cars  on  these 
systems. 

Forty  cars  are  now  equipped  with 
these  Safety  features  on  the  Michi- 
gan Railway  and  the  fourth  repeat 
order  has  just  been  received — mak- 
ing 50  cars  on  that  property. 

Twenty-se\  c;n  (27)  new  Safety  Cars 
for  the  Kentucky  Traction  and  Ter- 
minal Company  will  be  equipped 
with  Positive  Safety  Appliances. 

Lower  First  Cost 
Lower  Installation  Cost 
Less  Weight — Less  Piping 
Operation  Smooth  and  Positive 


Drawings  and  Details  upon  request 


Nic  Le  Grand  Inc^ 

ROCK  ISLAND 
ILL. 


Electric    Railway    Journal 


CONDUIT 
SERVICE  CAP 

CONDUIT 

BLACK  ENAMELED, 

GALVANIZED 


TROLLEY  WIRE 
BARE  COPPER 


TROLLEY  WHEELS 
AHD  SLEET  CUTTERS 
TROLLEY  HARPS 
TROLLEY  POLES 
TROLLEY  BASES 
HEADLIGHTS 
RAILWAY  MOTOR  GEARS 


CROSS  ARM  BRACES 
^WOOD  BRACKETS 


SIGNALUNG 
EQUIPMENT 

SUNBEAM 
MAZDA  LAMPS 

POLES 

WESTERN  RED  CEDAR 

NORTHERN  WHITE  CEDAR 

CHESTNUT 

YELLOW  PINE.MEOSmD 


A  Way  to  Simplify  and 
Reduce  the  Cost  of 
Buying  and  Stock-keeping 

Everything  for  the  outside  plants  from 
the  bottoms  of  the  holes  to  the  tops  of 
the  poles  is  obtainable  through  our 
House  near  you. 

One  order  to  this  nearby  House  brings 
everything. 

Stocks,  nearness  and  experience  com- 
bine to  provide  an  emergency  service  at 
an  emergency  pace. 

Learn  now  what  this  House  can  do  to 
simplify  and  reduce  the  cost  of  your 
selecting,  buying  and  stock-keeping. 

'estern  Electric 


Company 

OFFICES    IN   Al_l_    PRINCIPAL    CITIES 


/ 


April  7,  1923 


Electric    Railway    Journal 


Byllesby 

Engineering  &  Management 

Corporation 

208  S.  La  Salle  Street,  Chicago 
New  York 


Tacoma 


iLIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIItllllllllllllllllllllllllllllllllllllllllllllllJE 


KELLY,  COOKE  &  COMPANY 

Engineers 


149  BROADWAY 
NEW  YORK 


424  CHESTNUT  STREET 
PHILADELPHIA 


Dwight  P.  Robinson  &  Company 

Incorporated 

Design  and  Construction  of 

Electric  Railwayt,  Shop;  Power  SttOiont 

125  East  46th  Street,  New  York 


CUcaffo 
L<M  Anfeles 


Young  stown 
Montreal 


Dallas 
Rio  de  Janeiro 


J.  ROWLAND  BIBBINS 

Enffineer — 921  Fifteenth  St.,  Washington,  D.  C. 
TRANSPORTATION 

Complete  Transit  Surveys  and  Development  Pro- 
grams, adapting  Motor-Transport,  R.R.  Terminal  and 
City  Plans.     Traffic,  Service,  Routing,  Operation  and 

Valuation. 

EXPERIENCE  IN  20  CITIES 


Transmission  Line  and  Special  Crossing 
Structures,  Catenary  Bridges 

WRITE  FOR  OUR  NEW  DESCRIPTIVE  CATALOG 

ARCHBOLD-BRADY  CO. 

Engineers  and  Contractors  SYRACUSE,  N.  Y. 


DAY&ZIMMERMANN.Inc. 

Dssi^n,    Construction 
"Ff ports,  valuations,   'Management 

NEW  YORK    PHILADELPHIA    Chicago 


Andrew  Sangster  &  Company 


Consulting  Accountants 
New  York  and  Chicago 

Rate  InvestlEaUons 

Depreciation  Studies 


Consolidations 
Reports  to  Bankers 


25  Broadway,  New  York 


THE  P.  EDWARD  WISH  SERVICE 

BO  Church  St.  Street  Railway  Inspection  131  State  St. 

NEW  YORK      DETECTIVES         BOSTON 


when  writing  the  advertiser  for  Information  or 

prices,  a  mention  of  the  Electric  Railway 

Journal  would  be  appreciated. 


Bhi 


The  Zulus  believe  in  the  transmigration  of  souls. 
The  dead  are  supposed  to  become  animals,  rep- 
tiles, stones,  or  trees. 

For  this  reason  they  sometimes  question  each 
other  before  killing  a  snake  or  butchering  a 
goat,  saying,  "Does  it  resemble  your  makula 
(grandmother)  or  your  b/ii  (brother)  who  are 
dead?" 

We  don't  know  whether  there  is  ansrthing  in 
this  transmigration  idea  or  not,  but  it's  a  safe 
bet  that  the  operator  who  monkeys  around  with 
the  boys  who  sell  cheap  brushes  usually  be- 
comes the  goat. 

And,  as  everyone  knows,  the  rations  that  go  to 
the  goat  are  Walking  Papers  and  the  well- 
known  Can.     Not  so  goqd. 

Better  to  use  only  the  best  brushes  scientifically 
prescribed.     Yes,  Morganite! 


Main  OfRee  and  Factory: 
519    West   38th   Street,    New   York 

DISTBICT  BNGINEEaiS  AND  AGENTS: 


;  Electric  Power  Equipment  Corp.. 

;  13th    and   Wood   Sts.,  Phlla- 

;  delphia 

•  Electrical    Engineering    &    MfB. 

'■  Co..    909    Penn.    Are..    Pltts- 

;  bursb 

:  J.     F.    Drummey.    75    Pleasant 

;  St.,    Revere,    Massachusetts 

:  \V.  R.  Hendey  Co.,  Hoge  Bldg.. 

'•       Seattle 


Special  Service  Sales  Co.,  20-'  ! 
Russ  Bldg.,  San  Francisco,  | 
California  ; 

Special  Service  Sales  Company,  ; 
502  Delta  Hldg..  Los  Angeles  ; 

Railway  A  Power  £>igineerlng  \ 
Corporation,  Ltd..  131  East-  \ 
ern  Ave.,  Toronto,  Ontario.  | 
Canada  ■ 


iwiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin^ 


24 


Electric    Railway    Journal 


April  7,  1923 


^^S^^^HSS^^felH^HSg^SSSl 


a@sHH@g 


i 


They  won't  have  to  open  up  this  place  again.  It's  a 

THERMIT  RAIL  WELD 

Read  this  report  from  Indianapolis 

"Our  experience  based  on  four  years  is  very 
favorable  and  is  proven  by  your  increased  orders 
for  1922" — so  says  the  Engineer  of  the  Indian- 
apolis Street  Railway.  They  have  about 
2000  THERMIT  WELDS  now. 

Every  THERMIT  RAIL  WELD  installed 
means  that  another  joint  is  eliminated — an- 
other source  of  trouble  and  expense  is  done 
away  with.  It  is  not  a  different  kind  of  joint 
■  — it  is  a  practical  means  of  making  continuous 

rail  out  of  separate  pieces.  No  joint  plates, 
no  bolts,  no  copper  rail  bonds. 

Even  under  the  heaviest  traffic — Thermit  Rail 
Welds  last  like  the  rail  itself. 

The  first  cost  of  Thermit  Rail  Welds  is  now 
comparable  with  that  of  any  good  type  of 
joint.     And  in  this  case — 

"The  First  Cost  Is  the  Last  Cose' 

Metal  &  Thermit  Corporation 

120  Broadway,  New  York 


PITTSBURGH 


CHICAGO 


BOSTON 


S.    SAN    FRANCISCO      TORONTO 


April  7,  1923 


Electric    Railway    Journal 


25 


IBlBlBIBM5JBlBlB15MgEIBJglg|g|p 


iIB[g|g|BJBIBJBIBBlBlBlBIBIBIBI5l31i 


"UNIVERSAL" 

Rotary  Track  Grinder 

Has  tilting  grinding  wheel  for  accurate  finishing 


Around  special  work,  switches,  mates,  frogs,  and 
crossings,  and  for  all  kinds  of  grooved  rail,  this 
tilting  wheel  feature  of  the  Universal  Rotary  Track 
Grinder,  is  invaluable.  It  avoids  the  necessity  of 
constantly  dressing  the  grinding  wheel  to  accurately 


fit  the  work.  By  a  simple  adjustment,  the  wheel  is 
tilted  to  any  desired  angle  to  reach  the  exact  spot 
where  grinding  is  needed.  Other  outstanding  features 
of  this  machine  are  its  direct  motor  drive,  large 
rubber-tired  derail  wheels,  and  adjustable  outrigger. 


"Atlas" 
Rail  Grinders 

Peculiarly  adapted  for  following 
up  welding  operators.  "Atlas" 
Rail  Grinders  are  light,  fast,  and 
efficient.  Approach  and  run-off  at 
welded  spot  can  be  ground  down 
smooth  at  one  setting  of  the  ma- 
chine which  has  a  30-inch  carriage 
travel. 


"Ajax" 
Electric  Arc  Welder 

Light  in  weight,  but  of  highest 
capacity.  Even  at  low  line  vol- 
tages its  output  is  high — for  ex- 
ample 200  amperes  at  300  volts. 
Complete  equipment  furnished  with 
each  machine. 


"Reciprocating" 
Track  Grinders 

For  quickly  and  thoroughly  remov- 
ing corrugations,  these  machines 
are  unexcelled.  Furthermore,  they 
restore  the  original  contour  of  rail- 
head, because  the  grinding  blocks 
shape  themselves  to  fit  it,  instead 
of  grinding  to   a  flat  surface. 


RAILWAY  TRACK-WORK  COMPANY 

3132-48  E.  Thompson  St.,  Philadelphia,  Pa. 

30  Church  St.,  New  York 


Chas,  N.  Wood  Co. 
Boston 


AGENTS: 

Electrical  Engineering  &  Mfg-.  Co. 
Pittsburg:h 

Equipment  &  Engineering  Co.,  London 


Atlas  Railway  Supply  Co. 
Chicago 


P.  W.  Wood 
New  Orleans 


BiaBIBiBIBIB15IBIBIBlBlfflglBfBlBigiBlfflgiBI5IBIBiBIBIBIBIBI^^ 


26  ElectricRailwayJournal  AprU  7,  1923 


IN   YOUR    BUDGET 

Deciding  About  That  Track 

—OLD  or  NEW,  is  EASY 

The  best  is  the  cheapest — and  when  the  cheapest  is  the  best  no  need  to  hesitate. 
Get  prices  on  the  "Ideal  Track"  the  "Continuous  Rail"  kind,  that  is 

"Jointless",  "Bondless"  and  "Costless" 

Indianapolis  Welded  Joints Exterminate  maintenance 

Indianapolis  Welded  Joints Low  in  cost,  high  in  efficiency 

Indianapolis  Welded  Joints Super- rail,  strength  and  conductivity 

Indianapolis  Welded  Joints Any  rail,  anywhere,  any  time 

Indianapolis  Welded  Joints Proven  in  performance — 10  years'  test 

Indianapolis  Welded  Joints In  use  on  over  125  different  rails 

Indianapolis  Welded  Joints In  200  cities,  48  states 

Indianapolis  Welded  Joints The  last  word  in  track  economy 

INDIANAPOLIS  Welded  Joints 

Applied   with   the   Indianapolis  Electric  Welder   and   with   Indianapolis  Fluxated 
Welding  Steel. 

Insures  Dependable,   "Continuous  Rail   Track,"  the  only  kind  of  track  that  will 
ELIMINATE  MAINTENANCE,  PRESERVE  PAVING.  CONSERVE  CARS 

Thoroly    Dependable — Inexpensive — ^No  Bolts — No  Bonds — No  Maintenance. 


The  Proof  of  the  Product  Is  In  the  Performance 

ONE  SAYS:    Have  installed  3,000  pairs  since  1917.      ANOTHER  SAYS:    Installed  2,400  pairs,  beginning 
Thoroly  satisfactory  and  efficient  in  every  respect.  in  1916,  with  very  satisfactory  results. 

Economical  and  adopted  as  standard.  ANOTHER    SAYS:     Since    1912   have   used   about 

ATvT/~>T-uirD  CAvo      u                  n  nnn       ■       £    -.  •  ^-^^O  pairs,  standard  for  our  paved  tracks. 

ANOTHER  SAYS:    Have  over  6,000  pairs,  first  in-  Axi/^'rur-D  cavc     r\  ^    u          •     imn       -.u  cnn 

stalled  in  1913,  consider  them  thoroly  practical  and  ANOTHER  SAYS:    Only  begun  m  1919.  with  500 

satisfactory,  standard  with  us.  P^'""*'  "^'^^'-mly  good  results. 

ANOTHER    SAYS:      Joints    welded    in    1916,    no 

ANOTHER  SAYS:  About  2,500  pairs  installed  since  maintenance  and  track  apparently  "Jointless"  today. 

1907,  with  very  gratifying  results.  ETC.,   ETC.,    ETC.,    ETC.,    ETC.,    ETC.,    ETC. 


That  "INDIANAPOLIS"  Welders,  Steel  and  Joints 

ARE  GOOD,  is  our  claim.  That  they  DO  GOOD,  is  your  opportunity.  That  they  have  MADE  GOOD, 
is  conclusively  proven,  in  that  manv  properties  owe  their  present  existence  to  the  use  of  these  products,  which 
are  saving  hundreds  of  roads,  MILLIONS  of  DOLLARS  ANNUALLY. 

To  Users— The  MORE  you  USE  the  MORE  you  SAVE 
To  Not-Yet  Users— JOIN  THE  SAVERS 

Get  our  proposition  for  comparison 

The  Indianapolis  Switch  &  Frog  Co. 

SPRINGFIELD,  OHIO 

J.  J.  Costello  Boston,  Mass.  New  England  Representative 


April  7,  1923 


Electric    Railway    Journal 


27 


The  Brooklyn  Rapid  Transit  Company 
keeps  car  seats  bright  and.  fresh  with 


BECKWITH-CHANDLER 

Cane  Seat  Varnish 

Rattan  seats  look  fine  when  new!  But  unless  their 
bright  unblemished  surface  is  covered  with  adequate 
and  suitable  protective  coating,  it  soon  becomes  grimy, 
stained  and  repugnant  to  Einy  passenger  possessing 
the  least  bit  of  refinement. 

That's  why  a  road  like  the  Brooklyn  Rapid  Transit  Company 
for  over  three  years  has  been  coating  every  cane  seat,  before  it 
goes  into  service,  with  Beckwith-Chandler  Cane  Seat  Varnish. 
It  is  a  special  preparation  for  this  particular  purpose,  nothing 
else  like  it  has  ever  been  placed  on  the  market.  Used  to  cover 
new  seats,  and  refinish  old  ones. 

Beckwith-Chandler  Company 

203  Emmett  St.,  Newark,  N.  J. 
320  Fifth  Ave.,  New  York,  N.  Y. 


28 


Electric    Railway    Journal 


AprU  7,  1923 


Annoimcing-Seamle^^ 

BIAS 


"to  Eitdineer^^ 

Coil  Wn<Si ,  Repair  $hop$ 
Aiotor,  Ttajx$formGr  and. 


Furnished  in— • 
Widths  ^^  in.  and  wider. 
Lengths  36  and  72  yd  rolls. 
Thickness  .005  to  .015  in. 


Seven  Factors 
of  Quality 

High  Dielectric  Strength 

High  Resistance 

Flexibility 

Non  Hygroscopic 

Heat  Resisting 

Chemically  Neutral 

Maximum  Elasticity 


Sola*  R^pretentativeM : 

Mitcbell-Rand  Mfg.  Co.,  New  York 

T.  C.  White  Electric  Supply  Co.,  St.  Louis 

£.  M.  Wolcott,  Rochester 

L.  L.  Fleig  A  Co.,  Chicago 

Consumers  Rubber  Co.,  Cleveland 

CUipp  &  Lamoree,  Los  Angeles 

F.  G.  Scofield,  Toronto 


1RVINGTON  seamless  bias  tape  varnished  cambric  is  made  in  widths  of 
%  in.  and  wider.  Length  36  and  72  yd.  rolls.  Thickness  .005  to  .015  in. 
The  advantages  of  a  SEAMLELSS  over  a  sewed  bias  tape  are;  1 1  can  be  con- 
tinuously wound  without  the  necessity  of  stopping  to  cut  out  a  seam.  Absence 
of  seam  avoids  air  pockets  and  the  consequent  lowering  of  dielectric  at  that 
spot.  Can  be  wound  with  a  taping  machine.  Will  successfully  supplant 
method  of  insulating  with  linen  tape  and  the  subsequent  impregnation  with 
insulating  varnish.    Seamless  bias  can  be  wound   with  lap  instead  of  butt  joint. 


Irvihgton "Ornish  a  Insulator  @* 

Jrviixpton.,  NewTersey. 

Established  1905 


LARGEST    MANUFACTURERS    OF    VARNISHED     CAMBRIC     IN    THE    WORLD 


April  7,  1923 


Electric    Railway    Journal 


29 


NATIONAL 

TUBULAR  STEEL  POLES 


^ 


Coming  Into  Their  Own 

FOR  electric  traction  overhead  construction  ultimate 
economy  has  indisputable  advantages  over  initial  econ- 
omy. A  more  general  realization  of  this  fact  is  evident  in 
the  greater  use  of  tubular  steel  poles.  They  are  "coming 
into  their  own." 

More  consideration  is  being  given  today  to  Safety,  Strength, 
Durability,  Upkeep,  Appearance  and  General  Dependa- 
bility. (Consequently,  Traction  Companies  are  finding  it 
worth  while  to  build  with  greater  foresight;  and  when  this 
principle  guides  in  the  selection,  "NATIONAL"  Tubular 
Steel  Poles  have  usually  been  given  preference. 

In  localities,  as  illustrated  here,  where  civic  dignity  and 
beauty  are  in  high  esteem,  "NATIONAL"  Tubular  Steel 
Poles  are  the  most  satisfactory  from  every  point  of  view. 


^ 


NATIONAL  TU^E  COli^ANY,  PITTSBURGH 


General  Sales  Offices:  .Frick  Building 

^      DISTRICT  SALES  OF/'rcSS 
Atlanta     Boston    Chicago    Denver     Detroit      flwB  Orleans      New  York      Salt  La"fce- City     Philadelphia    Pittsburgh     St.  Louis      St.  Paul 
Pacific  Coast /?epresfnra(ifes.  U^S.  Steel  Products  Co.    San  FrancHfco    Los  Angeles     Portland     Seattle 
Export  RepieieMatiMta:  U.  S.  Steel  Products  Co/^ew  York  City 


Electric    Railway    Journal 


April  7,  1923 


April  7,  1923 


Electric    Railway    Journal 


31 


Spring  Is  Here!   %^ 


w 


ELL?   —   It   comes   every    year, 
doesn't  it? 


True  enough  and  every  year  the  Electric 
Street  Railways  have  to  meet  certain 
operating  conditions  which  have  a  sea- 
sonal phase. 

Being  in  the  oil  business  we'll  stick  to 
that  end  of  it. 

So,  then,  at  this  time  of  the  year  it  is 
proper  to  begin  changing  over  to 

Texaco  Summer  Electric  Car  Oil 
Texaco  Summer  Air  Compressor  Oil 
Texaco  Summer  Gear  Lubricant 
Texaco  Summer  Curve  Oil 
Texaco  Summer  Curve  Grease. 

And  here  is  why: 

All  oils  tend  to  become  a  little  lighter; 
a  little  more  fluid  in  warm  weather. 

The  fluidity  of  oil  is  expressed  in  terms 
of  viscosity.  Viscosity  varies  with  tem- 
perature. 

In  the  application  of  lubricants  to  street 
cars,  it  is  the  operating  temperature  that 
counts. 

As  the  weather  gets  warmer  the  oils  you 


used  all  winter  will  thin  out.  They  will 
not  feed  at  the  same  rate. 

You  can't  change  the  temperature,  but 
you  can  change  the  oils  to  compensate.    . 

But  weather  doesn't  change  at  a  given 
date,  so  here's  what  we  recommend : 

Compensate  gradually.  Begin  now 
(middle  of  April)  adding  steadily  small 
quantities  of  heavier  oils  to  the  lubricants 
now  on  the  cars.  This  will  gradually 
raise  the  viscosity,  keeping  it  normal  as 
Summer  advances. 

Then  all  the  time,  even  in  the  "dog" 
days,  you  will  be  fully  protected  by  these 
carefully  refined  Texaco  Lubricants.* 


As  conditions  vary  throughout  the  coun- 
try, watch  the  thermometer  more  than 
the  calendar  and  you  will  not  be  caught 
off-guard.  , 

We  have  worked  out  an  interesting  and 

economical  method  of  making  this  change 

on  roads  all  over  the  country  and  we  will 

)  consider  it  a  privilege  to  have  our  Texaco 

kiLubrication    Engineers   discuss    it   with 

■you  in  person. 


There  is  a  Texaco  Lubricant  for  Every  Purpose 


•  In  the  late  Pal!  reverse  the  process 
gradually  lowering:  the  viscosity  of 
the  lubricants  so  that  under  the  cold 
of  winter  the  oils  will  have  the 
proper  fluidity. 


THE  TEXAS  COMPAlSfY 


DEPT-  R'T'  17  BATTEKT  PLACE  'NEWYORK  CITY 

HOUSTON  *  CHICAGO  -  NEW  YORK 

OFFICES  IN  PRINCIPAL  CITIES 


32 


Electric    Railway    Journal 


April  7,  1923 


POmrCR  WASTE  DEVCMJRS  DIVIDEll 


From  25  to  50%  of  the  en- 
ergy generated  at  power 
stations  is  expended  be- 
cause of  the  friction  of  the 
antiquated  friction  journal 
bearings  on  your  cars. 

StaflFord  Roller  Bearings  re- 
duce Journal  friction  90% 
and  produce  a  correspond- 
ing power  saving — from 
221/2  to  45%. 

Does  any  other  appliance 
offer  as  great  a  power  sav- 
ing? 

Stafford  Roller  Bearings — Never  run  hot 

Never      "freeze      up" — Guaranteed      th 
year*. 


STAFFORD  ROLLER  BEARING 
CAR  TRUCig?^PCORPORATlON 


LAWTON 


MICHIGAN 


April  7,  1923 


Electric    Railway    Journal 


33 


N 


Miller 
Trolley  Shoes 


(patented) 


contact  area 


1.  Greater  current  collecting 

capacity. 

Its  large  surface,  continuously 
in  contact  with  the  wire,  keeps 
the  current  flowing  constantly 
and  practically  without  resist- 
ance. Large  current  drafts  do 
not  overheat  it. 

2.  Less  wear  and  tear — no 

arcing. 

Only  two-thirds  the  trolley 
tension  is  needed.  The  smooth, 
gentle  rubbing  eliminates  arcing 
and  reduces  the  frictional  wear 
on  wire  as  well  as  on  the  con- 
tact device  itself. 

3.  And  consequently  lower  costs 

are  secured  because  the  Miller 
Trolley  Shoe  gives  far  greater 
mileage  than  wheels.  It  does 
not  arc  and  burn  the  wire,  nor 
does  it  jump  and  tear  down 
spans. 

Try  it  out  yourself 
Miller  Trolley  Shoe  Co. 

Boston-21,  Mass. 

Ifestern  Representative: 

Economy    Electric   Device*   Co. 

1590    Oia   Colony    Bldg.,    Chicago,    III. 


34 


Electric    Railway    Journal 


April  7,  1923 


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 


'^A^ 


EZIREYOB 


— don^t  be  backward 
about  it! 


Begin  now  gradually  to  "BOYERIZE." 
Inside  of  a  couple  of  years  then  your  roll- 
ing stock  will  be  100%  equipped  with 
"Boyerized"  car  parts  and  the  installations 
made  two  years  before  will  still  be  good  for 
one  or  two  years  to  come — that's  the  way 
"Boyerized"  parts  wear! 

Other  BOYERIZED  Parts 


Brake  Pins 
Brake    Hangers 
Brake    Levers 
Pedestal    Gibs 
Brake  Fulcrums 
Center  Bearings 
Side  Bearings 
Spring   Post   Bushings 


Spring  Posts 

Bolster   and   Transom 

Chafing  Plates 
MacArthur    Turnbuckles 
Manganese  Brake  Heads 
Manganese  Truck  Parts 
Bushings 
Bronze   Bearings 


Boyerized  Parts  cost  slightly  more  because  they  last 
three  or  four  times  as  long  as  parts  of  ordinary  un- 
treated steel.    Let  us  quote  you  on  your  requirements. 


Bemis  Car  Truck  Company 

Electric   Railway   Supplies 

SPRINGFIELD,  MASS. 

Representatives : 

Economy  Electric  Devices  Co.,  Old  Colony  Bldg..  Chicago,  HI. 
P.  F.  Botiler.  903  Monadnoek  Bldp..  San  Francisco,  Cal. 
W.  F.  McKenney.  54  First  Street.  Portland.  Oregon. 
J.  H.  Denton,  1328  Broadway,  New  York  City,  N.  T. 
A.  W.  Arlin,  772  Pacific  Electric  Bldg.,  Los  Anjrelee.  Cal. 


AprU  7,  1923 


Electric    Railway    Journal 


36 


THE  map  above  shows  the  location  of  the 
50   foundries   in   the   United    States   and 
Canada,  represented  by  the  Association  of 
Manufacturers  of  Chilled  Car  Wheels. 


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  McCornnick  Bldg.,  Chicago 


Chicago,  4 
St.  Louis,  2 
Buffalo,  4 
Pittsburgh,  2 
Cleveland,  2 


Sayre,  Pa. 

Berwick,  Pa. 

Albany 

Toronto 

New  Glasgow,  N.  S. 


Amherst,  N.  S.  Madison,  III. 

Montreal  Huntington,  W.  V«. 

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 

Tacoma  Council  Bluffs 
Rochester,  N.  Y. 

American  Railroad  Association 
Standards 

650  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   /or    Seventy-Two     Years 


CHIllED 
mON  WHEELS 


36 


Electric    Railway    Journal 


April  7,  1923 


Bates  Steel  Poles  and  Public  Interest 


Do  your  installations  favorably  impress  and 
interest  the  investing  public? 

The  stability  of  your  installation,  using 
Bates  Steel  Poles  as  the  backbone  of  your 
construction,  will  reflect  the  solidity  of 
your  organization. 

You  will  find  Bates  Steel  Pole  installations 
lower  in  initial  costs  than  constructions 
built  with  substitute  poles. 


dates  J^ande^jteal  Iruss  ^ 
ILLINOIS  MERCHANTS   BANK   BLDG.,  CHICAGO,  ILL.    . 


B/VT^i^LES 


Bates  engineers  will  gladly  co-operate 
with  you  in  your  planning 


This  Is  Station  C-A-R 

THE  BIRTHPLACE  OF  THE  SAFETY  CAR 


Building  Quality  Cars 
Broadcasting  Economical  Operation  and  Durability — Tune  In! 

Use  Quality  Cars  Built  By 

St.  Lqvjjs  C^r  Can\p^r\y 

St.  Lavjis,  A\/a. 
77\A  Eirif\plzc&  a/'th&  SsJ^ei^  Ct^r 


April  7,  1923 


Electric    Railway    Journal 


37 


Special  Standard  Bronze 

High  Strength  Trolley  Wire 

has  no  superior  among  products  of  this  kind  for 
strength,  rust-resistance  and  wear-resistance.  Rigid 
tests  in  actual  service  by  unbiased  engineers  have 
demonstrated  the  durability  of  SSB  Wire  under  the 
most  severe  operating  conditions. 

If  you  are  interested  in  high  strength  trolley  wire  write 
our  nearest  office  for  samples  and  prices  of  Special 
Standard  Bronze. 


Standard  Underground  Cable  Co. 


San  Francisco 
New  York 
Washington 
Los  Angeles 
For  Canada:  Standard  Underground  Cable  Co.  of  C.\nada,  Ltd.,  Hamilton,  Ont. 


Boston 

Philadelphia 

Atlanta 


Chicago 
St.  Louis 
Seattle 


Pittsburgh 
Detroit 
Kansas  City 


ANDERSON    LINE    MATERIAL 

with 

Aetna     Insulation 

For  over  twenty  years,  Anderson  Line  Material 
has  been  a  leader  in  the  field  because  of  its  em- 
inently satisfactory  and  long  service.  Aetna  In- 
sulation has  helped  to  make  this  reputation  for  it. 

.Aetna  Insulation  is  our  own  special  compound. 
Developed  years  ago,  it  has  continued  ever  since 
to  meet  the  exacting  requirements  of  electric  rail- 
road line  ser^'ice. 

— Let  us  send  our  catalog — 


Albert  &  J.  M.  Anderson  Mfg.  Co. 


Established   1877 


289-293  A  St.,  Boston,  Mass. 


Branches — New  York,  1.35  Broadway.  Philadelphia.  429  Real 
Estate  Trust  Bid?.  Chicasfo.  10.">  So.  Dearborn  St.  London. 
E.  C.  4.  38-39  Upper  Thames  St. 


Rug-.  U.  S.  Pat.  Off. 


SLBai9n-BS.»0 


38 


Electric    Railway    Journal 


AprU  7,  1923 


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 


A    single-acting    duplex    compressor 
with  crankcase  and  cylinders  integral. 


One-piece  cylinder-head  for  both 
cylinders  contains  suction  and  discharge  valves. 
Heavily    designed    crankshaft    of    high-grade    steel 


AA-7B 

Railway 

Air 

Compressors 

In  the  City  of 
Seattle  service 


turns  in  journal  bearings  of  ample 
proportions  to  insure  minimum  wear. 
Herringbone  Gears  transmit  power 
from  motor  shaft  to  crankshaft  with 
practically  silent  operation. 
Lubrication   is  positive  and   effident. 


At.l-IS-CHAt-MERS 
PROOUCTS 

Electrical  Machioery 

Steam  Turbines 

Steam  Engines 

Gas  and  Oil  Engines 

Hydraulic  Turbines 

Crushing  and  Cement 

Machinery 

Mining  Machinery 


H  M/qNUFflCTURING      COMPANY^ 
HILWAUKEB,   WISCONSIN.  l/.S.iL 


ALLIS-CHAI-MERS 

PRODUCTS      V 
Flour  and  Saw  Mill  MacKiaery 
Powo  TnasmiuioB  Machiaery 
PumpiDf  EAsio«>-C«D(Tiugal  Pub«(» 

Sleam  and  Dectric  Hoots 

Air  Compcewors  •  Air  Brake* 

Agncullural  Machioety 

Coadeaaen 


April  1,  1923 


Paint  Gars 

hsulate  Armatures 

CreosdteEmbers 

Paint  Structures 

CleanCastings 


Electric    Railway    Journal 

Do  it  with 

the 

Dayton 

Air  Brush 


39 


JJvS 


Try  It  Now 

Send  for  a  Dayton  Air  Brush  now,  and  test  it  out  on  all  these  kinds 
of  work.  More  than  forty  electric  railways  are  using  it  for  several 
or  all  of  these  purposes. 

With  it,  any  one  intelligent  worker  can  do  the  equivalent  of  several 
skilled  hand  workers,  and  save  material  as  well. 

Dayton  Air  Brushes  weigh  21  ozs. — measure  6J/2  in.  by  11 J4  '"•  Ii'gh 
— are  made  of  aluminum  and  brass — and  carry  our  rigid  guarantee 
against  defects.    They  may  be  attached  to  any  air  line. 

The  Dayton  Air  Brush  Company 

17  Maryland  Avenue,  Dayton,  Ohio 


Handles      all      materials    ^ 
from    the    lightest    disin- 
fectant   to    the    heaviest 
leads     and    oils    •without 
preparation. 


Lightest — Strongest — Simplest — Neatest 

That's  HALE  &  KILBURN  Seats 


Made  in  a  wide  variety  of  styles  and  finish. 
A  suitable  type  for  every  kind  of  car  and 
every  kind  of  service. 


Lightest   Weight 
Stationary 
Steel  Seat 


New  York 


Chicago 


Attractive 

Comfortable 

Economical 


Cost  no  more  than  others 
Write  for  particulars 

Hale  &  Kilburn  Corp. 

American  Motor  Body  Co.,  Successors 
PHILADELPHIA 

Vl'ashington  Atlanta  San    Francisco 


Lightest 

Weight 

Walkover 

Steel  Seat 


Los    Angeles 


40 


Electric    Railway    Journal 


AprU  7,  1923 


Examine  it 

for 

10  days; 


^liiiriiiiiiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiniriiiiiiiiiiiiiiiiiiiiiiiiiiiiiijiiiiiiiriiiiiitiiiiiiiiJilliirllliiiliiiiiiriiiiiiiiiiiijiiiiiiiiiillllllllliluriiirij 

I   Our  Cars  Cost  Less   | 
To  Maintain 


Practical 

information 

on 

all  phases 

of 

electric 

railway 

work 

This     compact     hand 
book    is    a    relsrenit 
book    of    practical    data, 
formtilae    and    tables    for 
the     use    of    operators,     t 
gineers  and  students.  It  gives 
priceless     data     on     problems 
which   come    up   constantly   in 
everyday   electric   railway 
practice. 

It  is  an  invaluable  handbook  tj 
everyday  electric  railway  practice, 
the  non-technical  manager  as  wCii 
aa  to  the  engineer. 

Electric  Railway  Handbook 

By  AMIERT  S.   RICHEV 

Electric  Hailicav  Engineer 

Professor  of  Electric  Railway  Engineering 

Worcester  Polytechnic  Institute 

832  pages,  flexible,  pocket  size,  over  600  itlustrations.    $4.00 

net,  postpaid. 
The  section  headings  are: 


I. — Roadbed  and  Track 

II. — Buildings 
III. — Train  Movement 
IV. — Railway    Motors 

V. — Controlling     Apparatus 
VI. — Current    Collecting 
Devices 


VII. — Trucks 
VIII. — Braking 
IX. — Rolling  Stock 
X. — Transmission    and 
Distribution 
XI. — Signals   and   Communi- 
cations. 


ytee  Sxcmhialwn  Ccupm 


McGraw-Hill  Book  Co.,  Inc.,  3T0  Seventh  Avenne,  New  York,  N.  Y. 

You   may  send  me  on  10  days'   approval  Rxhey'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? 

Wember  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.  4-7-23 


Safety  First 


Cars  of  All  Types 

From  I 

Birney  One- Man  Safety 

To  ! 

Large  City  and  Interurban  | 

SPECIALTIES 

s 
s 
S 
S 

Sash,  Doors,  Interior  Finish  and  | 
Framing,  Curtains,  Ventilators  and  | 
Car  Trimmings,  Brakes,  Gongs,  | 
Door  and  Step  Mechanism.  I 

"We  Satisfy"  | 

Give  Us  A  Trial  I 


Perley  A.Thomas  Car  Works  \ 


High  Point,  N.  C. 


.iimiiiiiiiiiiiiniiuiiuuiiuiuniHMiiumiiuiumiiuiiniiiiiMUMiiriiiiriniiniiniiriiiMiiirMiHiiiiiiiimtniiiiiiiiuiiiiHiMiimiintHiiie 


April  7,  1923 


Electric    Railway    Journal 


41 


The 
COLUMBIA 

Coil  Winding 
Machine 


This  compact,  three-speed  machine  occupies 
only  four  feet  of  floor  space 


V         CORRECT  IT 

USE  LE  CARBONE  CARBON  BRUSHES 


I 


^^.ta./-'^-^ 


COST    MORE    PER    BRUSH 
COST  LESS  PER  CAR  MII.E 


W  J.  Jeandron 

345  Madison  Avenue,  New  York 
Pittsburgh  Office:  634  Wabash  Bidf<. 

San  Francisco  Office:  525  Market  Street 

Canadian  Distributors:  Lyman  Tube  &  Supply  Co.,  Ltd., 
Uontreal  and  Toronto 

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Brooklyn 


aiiiiiliniiiriiiniiiiiiiiiMi iiii iiiiiiiiiititiiriiiiDiiiiiiiinrt iiiiiiiiiiiit iii uiriiitiiiiiiiii iiiimiiui^ 

Brake  Shoes 
I   A.E.R.A.  Standards   | 

i  Diamond  "S"  Steel  Back  is  the  Best  Type  | 


Standard 
Patterns 

for 


iinnnnn^ 


SAFETY 
CAR 


D-67  for  Narrow  Treads 
D-87  for  Wide  Treads 


American  Brake  Shoe  and  Foundry  Co.     | 
30  Church  Street,  New  York  j 

I    332  So.  Michigan  Ave.,  Chicago        Chattanooga,  Tenn      | 

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42  ElectricRailwayJournal  AprU  7,  1923 

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Chapman 

Automatic 
Signals 

with  Colored  Light 
Indications. 

Given  by  Two 
Large  Lenses. 

Clear  and  Distinct 
Indications. 


Sunlight  will  not  make  them 
appear  lighted. 

Operating  mechanism  low  on  pole  for  easy  inspection. 

Indicators  placed  where  best  seen  by  motorman. 

Send  for  further  information, 

CHARLES  N.  WOOD  GO. 

948  Old   South   Building,   Boston,   Mass. 

QiiiiiiiiiiiiiiiiiiiMitMiiMnMiiiiniiniiiiriitMHiiuMiiriinMiiMiiiiiiiiiiiiiitiiiiiiiiiiiiiniitiiiiiiiniitiiiiiiininiiHiiiiiiiiiiiiiiiiiiiiimiii 


KERITE 


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luiiiimiiiiiiiiMiimiiiiiiiiiiiiiiimiiimiiiiiMiimiiiiiiiiiniiiiiiiiiiiiiiimiiimiiii 


The  Baker 

Wood  Preserving  Company 
CREOSOTERS 

Washington  Court  House,  Ohio 


j  Cross  Ties  Bridge  Timbers 

I  Lumber  Posts 

I  Piling 

i  Treated  and  Untreated 


We  solicit  your  inquiries 


Creosoting    Plant    located 

Washington  Court  House,  Ohio 

On— Penna.  R.R.,  B.  &  O.  R.R.,  D.  T.  &  I.  R.R. 

''  Operating    Mills    in    Southern    Ohio 


American 
Rail  Bonds 


CROWN 

UNITED  STATES 
TWIN  TERMINAL 
SOLDER 
TRIPLEX 

Arc  Weld  and  Flame  Weld 

Send  ior  new 
Rail  Bond  Book 


American  Steel  &  Wire 
SSwYORK  Company 


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April  7,  1923 


Electric    Railway    Journal 


48 


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International  Creosoting 
&  Construction  Co. 

Galveston,  Texas 

Plant — TexarluuiJk        B«aumont        GalTactoa  I 

MONEY  SAVERS  TO  RAILWAYS     | 

Treated  railway  ties,  poles,  piling,  | 

bridge  timbers,  etc.  | 

See  our  full  page  advertisement  % 

in  last  week's  issue.  | 

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ELRECO  TUBULAR  POLES 


i     So.  S 


Am 


Electric  Railway 
rif^        Automatic 


Signals 


for  Accessibility 
and  Reliability 


"At 

Ah 


merican" 

'NSVLATING 
^UACHINEiar 

iTIcoiHPiAnrr 


THI  •Wlllf  tQ 


Tne-cHAHmeo  joint 


COMBINE  I 

Lowest  Cost  Lightest  Weight  | 

Least  Maintenance         Greatest  Adaptability   | 

Ofetkloc  complete  with  cnclneerlnc  d>ts  wnt  on  reqnett  | 

ELECTRIC  RAILWAY  EQUIPMENT  CO.  I 

CINCINNATI,  OHIO  I 

New  York  City.  30  Church  Street  | 

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*»•■  M-»  #**T,  orr.  s 

Philadelphia,New  Tork.ParU,  Knglaod   | 

£ 
So/cs  Agmnta:  i 

Electric  SerTice  Supplies  Co.     | 

Philadelphik.       Mew  York       Chlea^  | 

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\  WHIR] 

BARE  AND  INSULATED 

I  Rome  Merit  Wins  Customers 
I  Rome  Service  Holds  Them 
ROME  WIRE  COMPANY 

i  Main  Plant  and  Executive  Office*:  Rome,  N.  Y. 

I  "Diamend"  Brandi:  Buffalo,  N.  Y. 

I  DIflTKICT  SAI.S8  OFFICIU: 

i  New  York,  SO  Chonh  St.                  Cfaieaco.  nL.  14  E.  Jaeknen  MrC 

=  Boeton,  Mae*.,  Uttle  Mdc.        Detroit,  Hieh.,  M  PanaM  M. 

I  Ixw  Aneeles,  Oal.,T  O.  Fomeror,  8S6  Araia  St.       SllS-t. 

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%>.  AMELECTRic  PRODUCTS  f  |  We  are  prepared 


BARE  COPPER  WIRE  AND  CABLE  i  I 


TROLLEY  WIRE 


WEATHERPROOF  WIRE 
AND  CABLE 


m<(.  D.  8.  Pti.  OOm 
Ineandeecent  Lamp  Cord 


PAPER  INSULATED 
UNDERGROUND  CABLE 


MAGNETIC  WIRE 


to  handle  any  high  grade  proposition  where 

VARNISHED  CAMBRIC 

Wires  and  Cables 

are  required. 

When   using   quality  Wires   and    Cables   use  quality  Tapes. 

"MANSON"  Tape,  "OKONITE"  Tape,  "DUNDEE"  Tapes 

THE  OKONITE  CO.,  Passaic,  N.  J. 


AMERICAN  ELECTRICAL  WORKS 
PHILLIPSDALE,  R.  I. 


^^^f?: 


in    r«d«rsl:    ChlMffO.    US    W.    Aduu;  § 

Ctoelimstt.  Tntettoo  Bldf.;   N«w  Torfc.  S3S  B'way  | 

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U.  S.  ELECTRIC 
AUTOMATIC  SIGNAL  I 

for  single  track  block  signal  protection    I 
United  States  Electric  Signal  Co.    | 

West  Newton,  Mass.  1 

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Incorporated  1884 

Siile«  Office*: 

NEW  YOBK  ATLANTA 

SAN  FRANCISCO 

Ag€vie:  Central  Electric  Co.,  Chicago. 
111. ;  Pettlngell-Andrews  Co.,  Boltoil. 
Mass. ;  The  F.  D.  Lawrence  Electric  Co., 
Cincinnati.  Ohio;  Novelty  Electric  Co., 
Philadelphia.  Pa. 


'iniiiiiiiinnnniininnii iniiniiniiiiiiiiiiniiiiiiiiiiiiiiiinniiiininiinniiiiiniiniiniiinnnnnMinniniinnntiiniilininiiilinilus 

sjiiini]iniiiiiiiliiliiiiniiiiiiiiiiiiittiiiMiiiii!iiiniiiiiliniininiiiiiii)iiiiiiiiiiitiii(iiiiiiiiiiitiiiiiiiiiiiuiiiiiiiiiitiiiitiiiiiiiiiiriiiilliMlll^ 


TRO 


5  ANACONDA  COPPER  t^ -^"T'^^V^—  ^  "^""^  AMERICAN 

I  MINING  COMPANY  ^  BRASS  COMPANY  = 

I      Conway  Building.  Chicago,  111.  ^r^         General  Offices:  Watcrbury,  Conn.  = 

^tiiiniiniiiniiuiiiiiiiiniiiiiiiiiiiiiniuiiiiiiiiniiniiiHiiiMiiiiiiniiniiitiiiiniiiniiiiiii(iiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiuiiiiiiiiiiimiiiii~ 


ROEBLING 


i  INSULATED  WIRES  AND  CABLES 

I     JOHN   A.   ROEBLING-S   SONS   CO.,    TRENTON.   NEW 

^inilinilliiiiminillMHHniniiiiMiiinininnnninniiiinntiiiniintiliinnininmiiniininniiiniinnmipiitniiinillliniinilininiinii 


Uiitinii 


nunhnunminuii 


iiniinnniiinnnninniiinMiiiiniiiniiniiiiiiinn  s 


AUTOMATIC  SIGNALS 

Highway  Crossing  Bells 
Headway  Recorders 

NACHOD  SIGNAL  COMPANY,  INC. 

LOUISVIIXE,  KY. 

^jiiiniiiiiiiimiiiniiunnniiuiniiiiiiiniiiuiiniiiiiiiiniiniiiiiiiiniiinniniuiniiiniinimiiiiiiiminininniuiiiiiiimiHUiiiiiniiniiii; 


44 


Electric    Railway    Journal 


April  7,  1923 


tfiimniHiiiiiiiiiimmiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimimiiiiiuiiiiiiiiiiiiiiiiiniiiiitiiiiHiuiiniiiiiiiiiiiniiniiiiiiHiiuiniiiiiiiiH 

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  Buildine 
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 


New    ifoRK 

Makers  of  Steam  Superheaters 
since  1898  and  of  Chain  Grate 
Stokers        since        1893 


WORKS 
Bayonne,    N.    J. 
Barberton,  Ohio 


BRANCH  OFFICES 
Detroit.  Ford  Building 
New  Orleans,  521-5  Baronne  Street 
Houston,  Texas,  Southern  Pacific  Building 
Denver,  435  Seventeenth  Street 
Salt  Lake  Citt,  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  Jua.v,  Porto  Rico,  Royal  Bank  Building 


lUluillllllHluiiiiiiiiiiiiiMmiiiiiiiiimiiMiMiiiiiiiiiiiiiiiHiiHiriiiiiiiitiiiMiiMiiiiiMiiniiiiiiminiiiiilllilllluillllillllllllllliimilililMlimmilltllliuiMiimimiiiiliiiim 

iiiiiiiiiiiiiiiiiiimiimiimmiiHiitiiiiiiiiiiMiiiiiiimiiiiiiiiiuiiiiiiiiuiiiMiiiiiiiiiiimiiiiiiiiiiiiiiimiiiiiiiiiimmiiiiiiHiiimiiiii     MiiiniiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiitiiiiiiiHiiiiiiiiiiiiiiiiiiiitiiiiiiiMiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiimimiiHi 


BARBOUR-STOCKWELL  CO. 

205  Broadway,  .Cambridgeport,   Ma**, 
E*tabli*lied   1858 


Manufacturer*  of 

Special  Work  for  Street  Railways 

Frogs,  Crossings,  Switches  and  Mates 

Turnouts  and  Cross  Connections 

Kerwin  Portable  Crossovers 

Balkwill  Articulated  Cast  Mansane*«  Crosaimg* 


ESTIMATES  PROMPTLY  FURNISHED 

wiWHiiHiimiiiuiiiiiHimiiiiiiiiiiiiiiinimiHunimimimmiiiiiiiiiiiiiimmiiMimiumiiiumiimiiiiiiiiniiim^^ 
:iiiiiiiiiiiimiiitiiiiiiiiimiimiHiiiiimHiiiiiiiiiiiiiiiimiiiiiiiiimiitiiiiiiiiiiiiiiiiiiiiiiiiiimiHiiiiiiiiiiiiiiiiti^ 

I   WHARTON   I 


Lorain  Special  Trackwork 
Girder  Rails 

Electrically  Welded  Joints 


THE  LORAIN  STEEL  COMPANY 

John*town,  Pa. 

Sale*  OKc€tl 

Atlanta  Chicaxo  Cleveland  New  York 

Philadelphia  Pittsburgh 

Pacific  Coast  Representative: 

United  States  Steel  Products  Companjr 

Los  Anireles  Portland  San  Francisco  Seattle 

Export  Representative: 

United  States  Steel  Products  Company,  New  York.  N.  Y. 


niiitliiiiiiniiiriiHriiiiiiiiiiniiniiiiiiniiniiiiiiniilliiiiiiiiiiiniiiniiiiiuiiiniiitiiiniiiniiniiiiiiiiitjililiiiiiilliniiiiii'iiiiniiuiilliliiiR 
liitiiiiiiiiimiiiiiiiiiitiiiiiiiiuiiiiiiiiimiiiimimiiiiiiiiiiiiiiiitiiimmimiiiiiiiiuillitlinilliliilmilllliiilimitiiiiiiiiitiiimililK 


Special  Trackwork  j 

For  Street  and  Steam  Railways  | 

Steel  Castings                               Gas  Cylinders  | 

ORIGINATORS  OF  | 

Manganese  Steel  Trackwork  | 

WM.  WHARTON  JR.  &  CO.,  Inc. 

Hasten,  Pa.  | 

Other  Plants:  | 

Taylor-Wtiarton  Iron  &  Steel  Co.,                                 Tioga  Steel  &  Iron  Co.,  I 

High  Bridge.  N.  J.                                                      Philadelphia.  Pa.  | 

I                                  Philadelphia  Boll  &  Machine  Co.,  Philadelphia,  Pa.  | 

nnillMltliiiiiiniiitiiiiiniiiiiiiiniiiriitllinintiiniiitiiriiiiilllillinilMimiHlilillllliiniiiiiuiiiiiiiiiiiiriiitiiiiiiiiiiiniiiiMiinitiiiiiiiiw 


miiiiiuiii m iiiiniin iiiiiii mi iiiiiiiiiiiiiiii iiinii iiii ii iiiiiiiiiii iiiiiiiuiiiiiii^      yiiimirniiiiimiiiiiiraiiiiiiiiiiriiiini iiiimiHiiiraiiiii iiiniini miiiiiiiiiiiiliiminiiiuiiiraiiii iniiinii nug 


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. 

liiiiiiiitiiiiiiiiiiiiiiimiiiiimiiiiiiiiiimimiHiiiiiiiiiiiiiiiiiMiiMiiitiiiiniiniiMiiiiiiiiiiimiiiiiiiiiiiiiiiiiiimiiiiiiuiiiiiiiiiiiiuiii 


NASHVILLE  TIE  COMPANY  f 

Cross   Ties:     White   Oak.   Chestnut,   and   Treated   Ties.  | 

Oak  Switch  Ties  | 

Prompt  shipment  from  our  oivn  stocks.  | 

Headquarters — Nashville,  Tenn.  | 

A.  D.  Andrews,  Terre  Haute,  Ind.,  Representative  | 
tnHilllllinliliiiitiiiiiiiiMininiiiniiiiiinfiiniiitiiiiiiitiiiniiiiiimiiniiniiniiiiiiitiiiiiiiiiiinriiniiiiiinilltriilllininiimillltiKtillic 


/a/:p  InsulaterCo.IncJefi^.}Cf 


=  T'l-nfte  Mark  \ 

SiiiriniiMirMniiiiiiiiiriiiriiitMiniHiiiiriiniiiniiniiiniiiriiiniiitiiiitriiiiiiuiiitiiiiiiiiiriiitiiiniiniiiiiiiiirrMiiriitttiiiriniiitiiiiitiitii.- 


iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiniiHiiiiiiiiiiiniitiiiniiiiiiiiiiiiiiiiiiiifiiiniiinniiiniinimiiiiiiiiiiiiiiimiiH^^  |umiiiiiiiiuiiiiuiiiiiiiiimiiMiiiiiiiuiiniiuiiiniiiiiiimimiiiiiiiiiiiiiiiitiiiiiiiitiiiiiiiiiiiiniiiiiiiiiiiiuiiiiHiiiiiii<iiiniHiiiimiiiiii< 


*^ai2K,?fflr^  i 


i     s 


1    Ramapo  Iron  Works 

g  ErtsbUllMd  1811 

i        RAMAPO  AJAx  Corporation  I  I 

I                                                      Successor  i  s 

1                               HILLBURN,  NEW  YORK  I  I 

I    Chieaco           New  York           Superior,  Wis.           Niacara  FaU*.  N.  Y.  |  | 

§                Automatic  Betum  Switch  Standi  (or  PaMtnc  Sldtnn  i  s 

I~                                    Automatic  Safety  Switch  Stands  i  i 

Manganese  Construction — ^Tee  Ball  Special   Work  |  i 

ttiiiitiimiiiiiimiiitiiinimiiHnttiiniiiitiiiriiiHiiiiiitiiMiiiHfiiuiiiiiiiniiiiiiiitiiHiiiiriiiiiiiiiiiriinniitiiiiiiiriinriitriiitriiiiniriiiS  qinirainnniriiiitiutiiiiiiiiiiiiitiiitiiiiiiiitiiiimtiiiiimiiniiiniiiiiiiuiiiiiiimiiiiHimimiiuiintMinintiiiniiiimiminmiiiiiiiiiiiie 


FLOOD  CITY 

Real  Bonds  and  Trolley  Line  Spedcdtiea 
Flood  City  Mfg.  Co.,  Johnstown,Pa. 


April  7,  1923 


Electric    Railway    Journal 


45 


iinHiiiiHiiHiiiiiiimiiiiiiiiiiiitiiiiiiiiiiiiiiiiiimiiimitiiiiiiiiiiiiniiiiiiiiiiiiiiHmiiiiiiiir 


iiiiiiimiimiiiiir 


2HiiiiitiMiiiLiiiiiiiiiiiiiiiiiiiiiiimMMiiiiiiiiiMiiMiiMiiiiiiiiinMiminuiiruiiiMi:itnnMiitiimiiiiiiimiiiitiiiMiiiiiiiniiiiiiiim 


Standard  of  Quality 

The  precise  and  delicate  requirements  of 
manufacturers  of  dynamos,  magnetos  and  other 
electrical  apparatus  prescribe  the  use  of  electric 
tape  that  is  known  to  be  of  constant  high 
quality. 

Quality  is  the  sum  total  of  good  basic  materials  and 
careful  manufacture — the  best  grades  of  yarn  plus 
painstaking,  skilled  workmanship. 
That  is  why  thickness,  width,  weave,  finish  and 
absorption  are  uniformly  correct  in  HOPE  tapes. 
That  is  why,  for  40  years,  manufacturers  of  elec- 
trical apparatus  have  found  HOPE  products  to  be 
the  Standard  of  Quality. 

Let  us  send  you  the  HOPE  Sample  Booklet  of 
electric  tape,  so  that  you  can  pick  out  a  tape  to 
meet  your  own  special  requirements. 

HOPE  Electric  Tape 


Hope  Webbing  Company.  Inc. 

PROVIDENCE  -  RHODE  ISLAND 

New  York  Troy  Chicago 


Transportation 
By  Retail 

An  indication  of  the  amount  paid  and  a 
permanent  machine  made  record  of  each 
sale  is  recognized  by  the  retail  merchant 
as  absolutely  essential  to  his  success. 

Ohmer  Fare  Registers  place  the  sale  of 
electric  railway  transportation  on  the 
same  safe  business  basis. 

Ohmer  Fare  Register  Company 

Dayton,  Ohio 


rirmimiiiiii iiimiiii iiiiiiiiicuiiii iiiiii iiiiiiiiiri niciiiiuiiiuiiiniiMiiiiiiiiimiiiiiiriiiiii iiiiiiii:      -juiiuiiiiitiiiiiiiniiiiiiiiiniimilinilllllllllllliiuiililLillliiiillillillliiiiillliiliiililliniiminiiiiiinniiiiiiimirariniiimiiitillniiiiiiiiS 

MfmtllllllililiiiiiniilltiiinMiniiiiiliiuilltlMllftlltiilnMniiiiiiiiuliiilliitiiiniiniliniltilliiilMilitilHtiiiiiiiiillllllltlllllliltliiittiiitic:      s,iiiiiiMniiHiitllHitiiilitiiiirMiiriiirriiniHiiiiniinilnlllllllinilniiMlllMllllllltlllHllltlllniiiiiliHiiiiiiiiiiiiiiiimiiiiiiiHMIIIllllllllll>- 


Car  Seat  and 

Snow  Sweeper  Rattan 


For  60  years  we  have  been  the  largest  im-  | 

porters  of  rattan  from  the  Far  East.     It  i 

is  therefore  to  be  e.xpected  that  when  Rat-  | 

tan  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:  | 

Heywood* Wakefield  Ck>.                       Heywood-Wakefield  Co.  i 

616  West  34th  St..  New  York  1415  Michigan  Ave..  Chicaco        i 

E.  F.  Boyle.  Monadnock  Bldr..  San  FranclBco.  Gal.  i 

F.  N.  OriKK,  630  Louiaiana  Ave..  Washin^on.  D.  C.  i 

Railway  and  Power  EnsrineerinK  Corp.,  Toronto  and  Montreal  i 

G.  P.  Cotter  Supply  Co..  Houston,  Texas  | 

^nniuiiiiiiiiiiiiiiiiiiiiimiiiimiiiiiiiiiiiiiiiiiiiiiiitiuitiiiHiiiitiiiiniiiiiiiiiiiiiuiimiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiuiiiS 


Type  R-10  International  Single 
Register.  This  register,  hand  or 
foot  operated,  is  also  arranged  Jor 
electric  operation  and  the  double 
Type  R-11  is  arranged  for  electric 
operation  only. 


Type  R-10 


I  More  Revenue? 

I  A  more  important  matter  than  exten- 

I  sions  and  additions  to  service  is  the  secur- 

I  ing   of  maximum   revenue   from   existing 

I  facilities. 

I  A    great    majority    of    street    railway 

I  systems  find  that  the  accurate,  dependable 

I  registration    of    Internationals    helps    in 

I  securing  this  maximum  revenue. 

I  Their  simplicity  of  operation  and  the 

I  definite  visible  and  audible  registration  of 

I  each  fare  helps  platform  men,  and  gives  a 

i  record  which  the  accounting  department 

I  can  rely  upon. 

I  Our  mature  experience  in  fare  collection 

I  and  accounting  matters  is  at  the  service  of 

I  street  railway  organizations  for  the  asking. 

I  The  International  Register  Co. 

I  15  South   Throop  St.,   Chicago 

I  Exclusive  Selling  Agents  for  HEEREN  Enamel  Badges 

liiiiiiiiniiiiiiiiiiiiiiiiiiniiiismiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiimiiiiniiiiiiiiiiiimiiiiiiiiiumimiiiiiimiiiiiiimiiiiiiiiiiiiiniiiiiiiuiii 


46 


Electric    Railway    Journal 


April  7,  1923 


jiiiiitiiiiiiiiiiiiniiiniiiniitiiinMiiiiiiiiiii[iiiniinriiniiiriiiniiiiiiniiiniiniiiniiiiiiiiiiiitiiiiiiiitiiiriiitiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiii 

CU\JL  -J:^   ^»*<  i'^^^   ^*^     ©tA*^/  JbA-^vl^wi 

T^l      Sl«^     Qualify 

The  Tool  Steel 
Gear  and  Pinion  Co. 


■miiiitiiiiiiiiHiiiiiiiiiiiniiitiii 


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  changes  in 

rates  of   fares. 

Flexible 

Each  barrel  a  separate  unit,  oermit- 
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         j 

Ravenswood,   Chicago,    111.  | 

iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiniiiiiiiiiiuiiiHiirriiiiiiiiiiiriiiiMiiiiiiiiitiiiHiiniiiiiKiiiiiiiiiiiiiiiiiiiimiMiiiiiiiii^ 


I  Don't  throw 

I  the  oily 

I   waste  away! 


Save  Money  By  Reclaiming  It!  | 

=     This   oil    extracting   machine   is   reclaiming    hundreds    of    gallons   of  = 

=     perfectly   good    lubricating   oil    and    many    pounds  of    waste    for    the  i 

i     Milwaukee    Electric    Railway    &    Light    Co.    as    well    as    many   other  = 

i     companies.      It   will   do   the   same   for  you.      It   is  widely  used   as   a  = 

i     real    economy   producing    equipment.  i 

I                                                    Write  for  full  details  I 

OIL  &  WASTE  SAVING  MACHINE  CO.  I 

I                                             Philadelphia,  Pa.  I 

nntiiiiMnMiniiiiiiiniiiiimiiiiiimiiiiiiininiiniiinMiiiiniMntMiiinitMiiiiiirniriiirMiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiMiniiimiiimiiiiiiw 
aiiiuiuinirmiiiiiimiiiiimiiMiiHiiiniiiiiiuiiniiniiHiiiHiiuMnMUMiiiMMMiniiiiiiniiitiiiniiiiiimiiHiiiiiiiiiiiiiiiiimiiiiimH^^^ 

I                    We  Specialize  in  I 

Electric  Railway  Lubrication  | 

Tulc,  a  lubricant,  gives  many  advantages,  I 

in  operation  and  reduces  the  cost  of  lubri-  | 

cation.     Our   service  men   are   engineers,  I 

and  besides  advising  proper  methods,  will  | 

pack  your  cars,  show  you  how  and   why  i 

Tulc    should    be    used,    and    get    money-  1 

saving  results.     Ask  us  for  details.  | 


^Jfe 


CINCINNATI.  O. 


nimimiiiHiiniiiiiiiiiimiiiiiiiiiiiiiiiiiiiniiiitiiiiiiiiiiiniiiiiiiiiiiirniiiiiiiMMiiiimiiMiiiiiiiiiiuiiHiiiiiiiiiiiiiiitiiii iiiiniiiii: 

iiiiiiiiiitiiiMiiiiiiiniiiiiiiuuuiinMiiMiiiiiniiuiiiiiiiniiiiiniiiiMiiiiiiiiiiniiHiiiiiiniitiiiiiiiniiniitiiiiiiiiiiiiniiHiiiiiiiuiiitiiiiiiig 


The  Universal  Lubricating  Co« 

Cleveland,    Ohio 


Scientifically    and     f 

accurately    compounded    to    1 

reduce  lubricating  costs.     1 


%iiiiMnHiiriiiriiiiiiiiiiiiiiiiiiiniiniitiiiiiiiitiiiiiiiMiiuiiiiiiiiiiittiimiitMiniiiriMitiiiiMiiiiiiiiiiiii<iriiiiiiiiriiiiiiiiiiiitiiiiriiuiiiiiiir 

uiiinMiiMniiiiiiiiMiiniiiMiiiiiiiiiiniiiiHiuiiiiiiiiiiniiitMiniiiiriiiiiiniitihiniiiiiiiiiiiiriiuiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiig 

I  B.  A.  Hegeman,  Jr.,  Prefld«nt  1 

=     CbarlM  C.  Cutle.  First  Vice-Pr«ident        Harold    A.    Hegeman,    Tlce-Proildent,  5 

=  Treas.  = 

=  W.    C.   Lincoln,  Manager   Sales   and   Engineering  3 

National  Railway  Appliance  Co.  | 

I  Grand  Central  Terminal,  452  Lexington  Ave.,  Cor.  4Sth  St..  i 

i  New  York  !• 

=  BRANCH    OFFICES:  i 

E     Mimiv   Bid!.,   Washington,  D.    C;    100    Bofliton    St.,    Boston,    Mast.;    17iiloo  = 

=     Trust  Bldg.,   Harrlsburi,   Pa.;    Eegeman-Castle   Corsoratlon,   Ballwa;  Rxchanl*  = 

I      Bldg..   Chicago.   111.  »         --.  ^ 

Railway  Supplies 


=  Tool  Steel  Gears  and  Pinions 

i  Anderson  Slack  Adjusters 

=  Genesco  Paint  Oils 

=  Danham  Hopper  Door  Devices 

i  Ansio-American  Varnish  Co., 

i         A'amighes.  Enamels,  etc. 

i  Drew  Line  Material  and  Railway 

=         Specialties 

=  Tornstlle  Car  Corporation 

i  National  Band  Holds 

I  Pittsburgh  Forge  &  Iron  Co.'s 

I         Prodnets  s 

I  Tnemec  Paint  &  Oil  Co.'s  Cement  Paint  E 

=  Fort  Pitt  Spring  &  Mfg.  Co.,  Springs  S 

aniiiiiiiiiiiiiiiiHiiniiiiiiiiHiiniiitMiiMiiriiiiriiiiiiiiiiitMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiintiiiritiiiiiiitiiimiiitiimiimiiiiiiiiiiiiiE 


Economy   Electric    Devices   Co., 

Power  Saving  Meters 
Ldnd  Alominom  Field  Colls 
C-H  Electric  Heaters 
Garland  Ventilators 
National   Safety   Car   Equipment 

Co.'s  One-Man  Safety  Cars 
FlaxJinam  Insulation 
E-Z  Car  Control  Corporation 

Safety  Devices 


SniiiitmiimiiillMllillllinmHliniiiiiiitiiniiiiiiiiiiiiiiiniiiiii tiiiniiiiiiiiiiitiiitiiiliilliiliiilliiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiinl&     ^niMiiiiniiiiiiiniiiHiiniiirMitiiiiriiiiiiiiillliuitiliiiiiiiilmiiliilillllliiitilltriiiiiiiiiiiinliuiiitiiitniiHllirilinililllllliillillllllulllll^ 

I  FORD  TRIRLOC  i    I     ^^ft^r:3  (^^ts  Every  Fare  I 

i     .  .K      „       .         IKIBLUC  p  ^    ^^r^=i    PEREY  TURNSTILES    I 

i  A   Chain   Hoist   that    excels   m    every   feature.     It   hmi  =  ■  r>  a  C3C3TTVyri7'Trr7DC  = 

I  Planetary  Gears,  Steel  Parts,  3 J4  to  I  factor  of  Safety.  1  I  A  ®^  r'A»»lJVlti  1  liKa  | 

i  It's    the    only    block    that    carries    a    five-year    guarantee.  f  I  ^.^H  C«e  tliem   in  your  Prepayment  Areas  wai       i 

s  I  i  fl^H  Street  Cars  S 

I  FORD  CHAIN  BLOCK  CO.  | 

I  Seeoncl  and  Diamond  Su.,  Pkiladelpkia  | 

iiiillHllitiilillilliiiiilliniiiliiiiiiniiuMiiiliniiiiiiiiriitiiiniiiiiiiriiiiiiiiiiiiiiiiiiiiiiiitiiiuiiniiiiiiiiiiniiiniiitiiiiiiiiiiiiiiiiiiiiitiillilr 

uiiiiiiiitiiniiiininiiniinriiniiiniiiiiiiiiiiiiniiiitiiujiiiiiiiiiiiiiniiiiiiiiiiiiiiiiriiininiiritiiiiiiiiiiiiiiiiriiitiiifiiiiiiiiiiiiniiitiiiitiiii 

155  New  Umerm  in  the  Last  4  Month* 
KASS  SAFETY  TREADS 
I  present  an  Unusual  Combination 

I  in  that  they  give  BETTER  RBSXTLTS  AT  I,ESS  COST 

i  Manu/actured  and  Sold  by 

I     Morton  Manufacturing  Company,  Chicago 

'iiHiiiiiiimiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiimiiHiitiiiiiiiiiiiiiiiitiiiiMiiiiniiiiitiiiiiiiiiuiniitiiiiiiiiiiiiiriiiiiimiimiuimiiiiiuuii 


j^^^B  Perey  Manufacturing  Co.,  Inc. 

I        t^^^^^^  30  Church  Street,  New  York  City  | 

'jillllllllllllillllillllllllllliiiiiiililllllllllllllimillllllllllllllliiiiiiiiiiiiiiiiiuliiii mm iiijiiiiiiniiiiiiiniiiuiiiiiiiitiiilllllliF 

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^  3 

See  tha  Crank  of  the  i 

GREAGHEAD  DESTINATION  SIGN  I 

By    means    of    Jt,    conductor    or    motorman  5 

can    change    sign    without    leaving   platform,  g 

All    that    has    to    be    done    is    to    turn    the  5 

crank.      Better   investigate.  = 

CREAaHEAD  ENGINEERING  CO.,  CINCINNATI,  0.  ] 

fiiiiiiiiriiiiiiiiHiiiiiinimimiiiiiiiiiiimiilliiimiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiniiiiiiriuiiiiiiiHiiiiuiiiiuuiiiiiuiuiiiiiuiiiniiiiii* 


April  7,  1923  ElectricRailwayJournal  47 

aHiiiiiiiiiiiiiiiiiiiiiiiniiiniiniiimiiiniinMiHMinMiiiiiiHiiiiMiiniiiniiitiiiiiiiiniiitiiiiiimiiiniimiiitiMMiiiiiiiiiiiiiiiiiiiiiiniiitiK!    giHmnMMiiiuiiiMumnmmtiiiiiiiiiMiiii(MiiiiiniiMiiiniiMiiiMHiiMiHiinMiiMiiiniimiiiuiimiiHiiiiiiiiiniimiiMiiitiiriiiiiiitiin<> 

VENTILATORS  1 1   ALUMINUM 


Rooke   Automatic 

Register   Co. 

Providence,  R.  I. 

iiimiKi 


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unlilllliliiiiiiiiiiitiiiiniiiiiiiiiiMniiiiiiiiiiiiHilllliiitiilltliiiiiiiliiiniiitiliiiiiitiiiitMitMiitiiiiiiiuiiiifiiuiiiiiiiiiiiiiiiiniiiiiiimiif^ 
I  ELECTRIC  HEATER  EQUIPMENTS  Address  All     = 

Communi-      i 
cations  to      = 


GOLDCAR  HEATING  4 
LIGHTING  CO.      , 

NEW  YORK  CITY 


PATENTED 


BUSH         I 
TERMINAL    I 

(220  36th  St.)  I 

Brooklyn,      i 

N.  Y.  I 


Literature  on  I 
I  THKBMOSTAT  CONTROL  EQUIPMENTS  Request       | 

niiiiitiiiitiiiiniiitiiiitiiiiiiiiniiiniiiiiiiinilitiiiiiliiMiiiiiiiniiiiiiiiHiiiiiiiMiiitiliiiiliiiiiniiniiiiiiiiiiiiiiiiiiiiitiiiniiiiiiiiiiiiiiiiiilR 


THE  N-L  New  Style  Type  C  Venti- 
lator is  absolutely  weatherproof,  lays 
low  on  roof,  looks  well  and  meets  every 
requirement  of  ventilation. 

More  than  seven   thousand  N-L   fentilalors 
sold  during  1922. 

The  Nichols-Lintern  Company 

7960  Lorain  Ave.,  Cleveland,  O.  | 

N-L  Produetm  manufactured  and  Mold  in  Canada  by  | 

Railway   and    Power   Engineering   Corporation,   lAi.,        | 

133  Eastern  Avenue,  Toronto,  Ontario  | 

niimmiiiiniiniiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiniiniiiniiHfiiitiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiitiiHiiiiiiiiiiiiitiiniiiiiiiiiiimiuiiiinin 
^uillllliniiiluililliiiilrMiiriiilriiiiMiliiliirililtliiiiillllliilMillluillinilHllliriiliiliniiillilllllllllllllllllilllinilllllllMllllllltlllHllllll^ 

Direct  | 

Automatic         | 

Registration       | 

By  the  | 

Passengers 


Advantages  of 

Aluminum   Field 

Coils — • 

Permanent       insula- 
tion. 

No    baking    or    char- 
ring of   insulation. 
Uniform    distribution 
of  lieat, 

Quiclc    conduction   of 
heat. 

Moisture     and     heat 
resisting. 

50%   to   60%    weight 
reduction. 

Brass  spools  not 
needed  on  large  coils. 
Less  chafing  due  to 
lighter  weight. 
Less  terminal 
trouble. 

Longer  life — less  re- 
newals. 


For  D.  C.  Motors 
and  Magnets 

Llnd  Aluminum  field  CSoils  have  been 
in  use  In  Europe  for  the  past  fifteen 
years.  Since  they  have  been  manu- 
factured in  America  Uiey  have  been 
successfully  used  by  more  than  60 
different  companies,  and  many  repeat 
orders  have  been  placed. 

They  have  the  same  number  of  turns 
as  the  coils  which  they  replace  and 
since  the  aluminum  oxide  insulation 
is  an  integral  part  of  tlie  coil,  in- 
ternal shorts  ar«  practically  eiim< 
Inated.  And  they  are  doubly  protected 
against  external   failures 

If  you  haten't  tried  these  oolls  send 
in  an  order  for  a  set — there's  even  a 
price  advantage  for  many  types. 

Illustrated  Bulletin  Sent  on  Request 

Economy  Electric  Devices  Company 

L.  E.  GOULD,  Pre*. 
1590  Old  Colony  Bldg.,  Chicago 


I  FIELD  COILS 

r.iiiiniiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiimii iiiiiiniiniiiiniiiiiiiiiiiiiiiiiirmiiiiiiimiiur 

aiiHiiiiiiMiiuiiiiiiiiinHiiiiuiiiiiiiiriiiiiiiiiiiiiuiiiiiiuiiiiiiiiiiiiiiiiJiiiiiiiiiniimiiiiiiminiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiJiiiiiiriiiiinni;, 

s  Braymer'e 

I  ARMATURE  WINDING  AND 

I  MOTOR  REPAIR 

I  16  fiaiia  6x9,  muatrated.  t3. 00  n«,  pc$tra<d 
I  This  book  is  a  compilation  of  piaatica 
f  methods  used  by  repairmen  and  atTreturc 
I  winders.  It  gives  in  detail  those  methods 
=  which  fiave  been  found  by  actual  eiper- 
I  ience  to  represent  best  practice  in  a  repair 
I  shop  of  average  size. 


=  McGraw-Hill  Book  Co.,  Inc., 

I      370  Serenth  Ave.,  New  York,  N.  Y 

1  You  may  send  me  on  10  days'  approva 
=  Braymer's  Armature  Windlnft  and 
=  Motor  Repair,  $3.00  net,  postpaid.    1 

=  agree  to  pay  for  the  book  or  return  tt 

=  postpaid  within  10  days  of  receipt. 

I  Regular  subscriber  to  the  Electric  Rail- 

i  wa]   JoumalT 

I  Maisbcr  of  A.  I.  E.  E? 

I  Signed 

I  Address 

=  Name  ot  Company Official  PosltlOD 

=  (Books  sent  on  approval  to  retail  purchasers  In  the 
I  U.  u.  and  Canada  only.)  F.E. 

^iiiiitiiiitiiiitiiiHiiiiiiiiiiiiiniiitiiimiiiiiimiiniiiitiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiMiiiiiiiHMiiiiiiiiiiiniiiiiiiiiiiiiim 


.III lliHliillliiiiiriiiirij iiiiriiiiMiiiiiiiiiiiiiiuilll iiuiiiiiii iiiillimlllllilliiiiiiii iiiiiriiii irillirij     niiiiiiiiiriiililiiiliimiiliMlliiiiilniiiiiii iiiiilililiiniiiliriiiiiiiriiiiiiiirtriiiiiiii niiiiiilil{ irriiiiiiinliiillllllllillli 


75%  of  the  electric  railways 


B-V  Punches!^ 


mmuillUU'      Car  Heating  and  Ventilation 


Send  for  Catalog 
BONNEY-VEHSLAGE  TOOL  CO.,  Newark,  N.  J, 

iiiiiiijiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiiiiiiiiiuiniiiiiiiiniiiniiiiiiiiriiiiiiiiiiii iMiniiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiisc 

iiiiiiiiniuiKuiiiiiiniiiii""""""""""""""""""""""""""""'"""""" iiiiiiiiiitiiniiiiiiiiiiiHiiiiiiiiiiiiiiiiii 

Car  Seating,  Broom  and  Snow  Sweeper 
Rattan,  Mouldings,  etc. 


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  get  your  cars  ready  for 
next  winter.     Write  for  details. 


AMERICAN  RATTAN  &  REED  MFG.  CO. 

Brooklyn,  N.  Y. 

AMERICAN  means  QUALITY 
RATTAN  SUPPLIES  OF  EVERY  DESCRIPTION 

iiiimliiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiniiiniiHiiiiiiiiiiiniiHMiiiiiiiiHi 


^niiiiiiiiiiniiiniiiiiiiiiniirimiiiiiiiiiiiniiiiiiiiiiimii 


I  pt^^3g     The  Peter  Smith  Heater  Company 
I   -^»FJIIUirH>N        1725  Mt.   Elliott  Ave..  Detroit.  Mich. 

FiiiiiiiiiiiiiiitiiimiimiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiniiiiiiimiiniiniiiiniiiKiimiiiiiiiiiiiimiiiiiiiiiniiniiiniiiiiiiiiiui 
jiiiiiiiiiiimiiiiiiiiiiiitiiiiiiiimiiiniiiniiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiimiiiiiiiiiiiitiiiiiiiiiiiiiiHiiiiiiiMMiuiiiiiiiiiiiiiiiiiiitiiiiiiijjr 

STUCK! 

SIDE 

BEARINGS 

A.STUCKICO. 

other  Bide. 
Phubossli,  P^ 

riiiiiiiiiiiiiiiiiiuiiiiiiiiiiimiiiin i iiiiiiiimiiiiiiiiiMiimiiiiiiiiiiiiiiiiiiiiiiiiilirr imiiminiiiiiiinii niiimiimi 


48 


Electric    Railway    Journal 


April  7,  1923 


Searchlight  Section 

EMPLOYMENT -BUSINESS  OPPORTUNITIES-  EQUIPMENT 


UNDISPLAYED — RATE  PEK  WORD : 
Positiong    Wanted,    4    cents    a    word,    minimum 

75   cents  «n   insertion,  paj'able  in  advance. 
Pcaitions    Vacant    and    all   other   classiflcations, 

8   cents   a   word,    minimum   charge   $2.00. 
Propottale,   40   cents  a  line  an  insertion. 


INFORMATION: 

Box  Number*  in  care  of  any  of  our  ofiDces 
count  10  words  additional  in  undlsplayed  ads. 

Discount  of  10<^  if  one  pajrment  la  made  In 
advance  for  four  consecutive  insertions  of 
undlsplayed  ads    (not   including  proposals). 


DISPLAYED— RATE  PER  INXH: 

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   advertising   inch   is   measured  vetlcally  n'\ 
one  column,  3  columns — 30  Inches — to  a  page. 


minttiiriiiiiiiiTiiiTTiirTrnrn]]! 


POSITIONS  VACANT 


FIRST-CIjASS  armature  winder,  one  famil- 
iar with  street  railway  motors.  Address 
Master  Mechanic,  P.  O.  Box  407,  Rens- 
selaer, N.  Y. 


WANTED  at  good  salary,  competent  form- 
maker  to  repair  and  build  new  armature 
coil  forms.  In  applying  give  experience 
and  references.  (Signed)  National  Ar- 
mature &  Electric  Works,  Bluefleld. 
W.   Va. 


WORKING  car-house  and  shop  foreman 
wanted  for  a  small  electric  railway  in 
New  England,  familiar  with  car  wiring, 
the  most  modern  equipment  and  one-man 
cars.  State  experience.  P-536,  Elec.  Ry. 
Journal,  10th  Ave.  at  36th  St.,  New  York. 


POSITIONS  WANTED 


ENGINEER  with  10  years'  experience  in 
the  construction  and  appraisal  of  electric 
railway  and  power  properties  wishes 
position.  Will  be  available  April  15th. 
Address,  PW-534,  Electric  Railway 
Journal,  Real  Estate  Trust  Building, 
Philadelphia,  Pa. 

SUPERINTENDENT  of  transportation 
with  a  proven  successful  record  of  18 
years  on  high  grade  properties  solicits 
correspondence  with  managers  that  are 
in  need  of  a  capable,  practical,  progress- 
hive  superintendent  of  transportation, 
that  can  get  results.  At  present  em- 
ployed. Present  relations  pleasant,  per- 
sonal reasons  for  desiring  change.  High 
grade  references  as  to  character  and 
ability.  Address  PW-537,  Elec.  Ry. 
Journal,  Leader-News  Bldg.,  Cleveland,  O. 

SUPERINTENDENT  of  transportation. 
Twenty  years'  experience  in  electrical 
line,  operating  city,  Interurban  and  sub- 
urban property.  Good  record  based  on 
long  experience  with  large  property. 
Present  relations  are  pleasant,  personal 
reasons  for  desiring  a  change.  PW-533, 
Electric  Railway  Journal,  Old  Colony 
Bldg..   Chicago,   111. 

tItlllllllllM IIIHIIIIIIIIIIIIIIMMMMIMIIMMIMOIlllllllllllllltrilMMIttllflMIIIIIttlt 

I  WANTED  i 

Electrical  Draftsman 

I    For  general  electrical  work  in  Power  Station.    | 

I  P-538.  Electrical  Railway  Journal  | 

I       10th  Ave.  at  36th  St..  New  York  City.      I 


FOR  SALK 

1  Single  Truck  Car 

Remodeled    for   One-Man    Operation 

Longritudlnal  Seats:  Golden  Oak  Finish: 
Brill  21-E  Trucks:  33-in.  Wheels:  7-ft.  8-ln. 
Wheel  Base:  Westinffhouse  12A  Motors: 
K-10  Controllers;  Folding  Doors  and  Steps. 
Hand  Operated. 

Length  over  bumpers  28-ft.  2-ln. 

Width  8-ft.  0-ln. 

Height  ll-ft.-0-in. 

Weight  about  15  Tons. 

Exemiimtt  condition 

Vincenne*  Electric  Railway  Co., 

Vinoennes.  Indiana. 


FOR  SALE 


D.  C.  ENGINE  DRIVEN  SETS 


ATTRACTIVE  PRICE  FOR  QUICK  SALE 


1 — Buckeye  Engine,  18^  x  18^, 
direct  connected  to  General 
Electric  Co.'s  generator,  Type 
MP,  Class  8-165-240,  Form 
A-2,  volts  250/275,  generator 
No.  25826. 

1— Buckeye  Engine,  183^  x  18, 
direct  connected  to  General 
Electric  Co.'s  generator,  Type 
MP,  Class  8-165-240,  Form  L, 
volts  250/275,  generator  No. 
31345. 

1— Buckeye  Engine,  18>4  x  18>4, 
direct  connected  to  General 
Electric  Co.'s  generator.  Type 
MP,    Class   6-165-240,    Form 


R,    volts   250/275, 
No.  159425. 


generator 


1 — 22  X  36  X  42  cross-compound 
vertical  Corliss  Engine,  made 
by  Filer-Stowell  Co.,  Milwau- 
kee, Wis.,  direct  connected  to 
General  Electric  Co.'s  525  kw., 
525/575  volt,  100  r.p.m.,  gen- 
erator No.  31209. 

2 — Allis-Chalmers  26  x  36  Corliss 
horizontal  Engines,  direct  con- 
nected to  Allis-Chalmers  500 
kw.,  550/575  volt,  125  r.p.m., 
generators  Nos.  38316  and 
38382. 


The  switchboard  equipment  for  these  generators  will  consist  of  generator  panels 
only,  which  includes  circuit  breaker,  ammeter  and  switches. 

The   above  sets  can  be  seen  in   operation   until   May  1st — Pittsburgh   District. 
Address  T.  S.  Duncan,  P.  O.  Box  940,  Pittsburgh,  Pa. 


~<MMIItlllHllltllll(lllltllllMIM< 


.MKMItllltllMHMIilltMMHC  ^i«HI 


>tttlHI lllllltlltllllltlttllllHMtlltllllh 

■tIniMIIMIIIIIMtlltllllllllMIIHMIMMHIIMt-. 


TRUSTEES  SALE 

By  decree  of  the  Common  Pleas  Court  of 
Montgomery  County,  sitting  in  equity  the 
Norristown  Trust  Company.  Trustee,  will 
sell  at  the  Coiu*t  House.  Norristown.  Pa.,  in 
Court  room  No.  1  at  one  o'clock  P.  M.  on 
Monday.  April  30.  1923,  all  the  charter 
and  franchise  rights,  together  with  all  its 
property,  leaseholds,  railway  and  transmis- 
sion lines,  rolling  stock,  and  all  property 
real,  personal  and  mixed,  of  the  Montgomery 
Transit  Company,  whose  built  line  extends 
from  Trooper  to  Harleysville.  all  in  Mont- 
gomery County,  and  about  12%  miles  in 
length,  with  contract  connections  into 
Norristown  and  other  points.  See  full  ad- 
vertisement in  Norristown  Herald.  Further 
information  furnished  by  Trustee.  Certified 
cheek  of  $5,000  required  to  be  flled  with 
Trustee  one  hour  before  sale  by  bidders. 
10  per  cent  at  close  of  sale,  balance  sixty 
(80)  days  after  confirmation.  Knock  down 
price  5150.000.    Further  conditions  at  sale. 

By  Norristown  Trust  Company, 

Trustee. 
Aaron  S.  Swartz,  Jr. 
Franklin  L.  Wright. 

Solicitors. 
Norristown.   Penna. 


FOR  SALE 


■  MNIIKtIllllltllllMllHIIIIMIIaillKlllllllttMIIMIIIIg 


illllllltllltllllMllinMMHIIIIIMIttHI*. 


ROTARY   CONVERTER 

1 — 300-kw..  85-cy.  West.    Wul  sell  or  trade 
for  60<y.  Converter  of  same  capacity. 

KANKAKEE  ft  CBBANA   TRACTION  CO. 

Urbana.  HI. 


Cars  and 
Controller 


2 — HebtUlt  single  truck  cars.  28  ft.  overall, 
provided  with  16  transverse  wood,  slat 
reversible  back  seats  accommodating  32 
passengers.  These  cars  are  in  first 
class  physical  condition,  newly  painted, 
mounted  on  21-Er  Brill  trucks  and  eqtiip- 
ped  with  2  G.  E.  1000  motors,  in  good 
operating  condition.  These  cars  have 
enclosed  vestibule  with  hand  operated 
folding  doors  and  steps  for  one  man 
operation   and  hand  brakes. 

Each  $«00O.00 

4 — Single  truck  Brill  cars  mounted  on  21-E 
Brill  trucks  and  equipped  with  2  G.  E. 
52  motors,  hand  brakes,  and  hand  oper- 
ated folding  steps  and  doors.  These 
cars  have  seating  capacity  of  32  and 
are  in  fair  operating  condition. 

Each  SOO.OO 

1 — G.  E.  No.  14  Controller  fSO.OO 


MILL  POWER  SUPPLY  CO.  1 

Charlotte,  North  Carolina 


April  7,  1923 


Electric    Kailway    Journal 


49 


■iirniiiMHiiMtiiiiiiiitiiMtiimi ■■■■iiiiiiiiii 


g[l^\Ki(gKIM®[}OT  g[l(SlFD@H: 


The  Searchlight 
Section  of  this 
paperl  . 

is  devoted  exclusively  to 
the  advertising  of  idle 
used  and  surplus  new 
equipment,  and  all  other 
business  "Opportunities" 
identified  with  the  field 
covered  by  this  paper. 

Buyers  and  others  con- 
sult  "Searchlighe'  ads 
for  what  they  want. 

You  can   reach   them 

quickly  and  at  smalFcost" 
through  an  advertise- 
ment in  the  Searchlight 
Section. 


New  Motor  Repair  Parts 

IMMEDIATE  SHIPMENT 

We  have  in  stock  virtually  every  part 
necessary  to  complete  all  of  the  types  ol 
non-interpole  motoi-s.  Tney  are  new  and 
were  manufactured  by  either  the  Westing- 
house  Company  or  the  General  Electric 
Company.  They  may  be  purchased  at  35 
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  I  G 


OSIO 

ilttllllMIMIIItlllllllll 


)IM>MMtlMIIII>IMM»lll«ltttlllMtllllllltllltllllllinill* 

FOB  SALR  I 

E.CO.  ROTARY  CONVERTER  | 

60   cy..  13,200   or  6600   v.  A.C.  to  590  v.  I 

D.C.,  *^^00  kw.  I 

Includes  the  following*:  s 

Item  1 — Type  HCC.  16  pole.  2200  kw..  450  I 

r.p.m..  590  v.  Synchronous  Conrer-  i 

ter  with  booster  and  instruments.  = 

Item  2 — 3    type    WO.    60    cy..    900    kra..  1 

13.200-6600    V.    primary.    368    v.  = 

secondary,  water-cooled  TVaneform-  f 

ers  with  10%  taps  above  and  below  | 

normal  and  50%   starting  tap.  I 

Item  3 — Complete  3  panel   switchboard  for  i 

the  above.     Built  1917  \ 

Has   been  run  only   for   test — i>rompt  ship-  I 

ment — attractive  price  I 

Picture  of  Converter  appeared  in  \ 

March  17th  issue.  I 

Apply  General  Cbemical   Company  I 

40  Rector  St.,  New  York.  N.  Y.  I 


100  lb. 

Steel  Rails 

with   angle  bars 
FIRST  CLASS  RELAYERS 

Subject  to   Inspection  at  Destination 
for  Prompt  Shipment 


Write  or  Wire 

HYMAN    MICHAELS    COMPANY 
531  Peoples  Gas  BIdg.,  Chicago 

or  1312  l8t  Natl.  Bank  Bldg., 
Pittsburgh.  Pa. 

Other  OtBces  at ;  New  York.   St.  Louis. 
Detroit.  San  Francisco 

We  carry   in   stock  rails   from 
SO  to  90  per  yard. 


FOR  SALE 

20— Peter  Witt  Cars 

Weight   Complete,  33,000   lbs. 

Seat  53,  4 — G.  E.  No.  258-C  Motors. 
K-12-H  Oontrol.  West.  Air  Taylor  Trucks. 
R.H.  Type.    Complete. 

ELECTRIC  EQUIPMENT  CO. 
Commonwealth  Bids..  Philadelphia.  Pa. 


SiiiiiiHiiiniiiniiiniiiiiiiiiiiiiiiiiiniiiiiiiiniiiiiiiiiiiiiiiiniiiiiiiiiiiiniiHiiiiiitiiiiiiiiiiiiiiiniiiiiriiiiiiiiriiiiiiiniiiiiiiriiiiiiiiniiiHiiu    ariiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiitiiiniiiiiiiiiiiitiiitiiiiiiHiiiuuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiuiiii^ 


I     ii 


Make  it  of  Ful-Cot  Fibre''  1 1 


I  NATIONAL  VULCANIZED  FIBRE  CO. 

i    WILMINGTON  DELAWARE 


Peirce  Forged  Steel  Pins 
with  Drawn  Separable  Thimbles 

Your  best   insurance  against   insulator  breakage 

Hubbard  &  Company 

PITTSBURGH,  PA. 


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CHILLINGWORTH  | 

One-Piece   Gear  Case*  | 

Seamless — Rivetleea — Lieht  Weight  = 

Best  for  Service— Durability   and  i 

Economy.    Write  Us,  3 

Chillingworth  Mfg.  Co.  I 

Jersey  City,  N.  J.  I 

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GODWIN    STEEL 
PAVING     GUARDS 


Adapted    to    all    types 
of    rails    and 
paving. 
W.  S.  GODWIN  CO..  Inc. 


Proven    by       = 

service       to  = 

economically  pre-    s 

vent     seepage    and   s 

disintegration         off 

street   railway   paving.   I 

IVrite      for      Illustrated    | 

Catalog   No,  20.  | 

12  E.  Lexington  St.,  Baltimore,  Md.     f 


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A  Single  Segment  or  a  Complete  Commutator    |  Sha.W    Lightning    ArrestCrS 


turned  out  with  equal  care  in  our  shops.     The  orders  we  fill 

differ  only  in  magnitude;  small  orders  command  our  utmost  care  5 

and  skill  just  as  do  largre  orders.     CAMERON  quality  applies  to  | 

every   coil   or   segment  that  we   can   make,   as   well   as   to   every  i 

commutator  we  build.    That's  why  so  many  electric  railway  men  i 

rely  absolutely  on  our  name.  | 

Cameron  Electrical  Mfg.  Co.,  Ansonia,  Connecticut  f 

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^Miiiiiiiiiniiiiiiiiii uiiiiiiiiiiiiiiiiiiiiiimiiiiiiiii I IIIIIIIIIIIIIIIIIII1IIIII iiiniiiiiiiiiiiinMiiiiiiiMiiiiiiiimiiiM 

I      BUCKEYE  JACKS 

I  high-grade  R.  R.  Track  and  Car  Jades 

I  The  Buckeye  Jack  Mfg.  Go. 

I  Alliance,  Ohio 

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I  Standard  in  the  Electric  Industriet 

=  for  35  years 

Henry  M.  Shaw 

I  ISO  Coit  St.,  Irvington,  Newark,  N.  J. 

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I  Rolled  and  Forged 

GEAR  BLANKS 

I         Midvale  Steel  and  Ordnance  Company 
I  Sambria  Steel  Company 

i  Central  Office* : 

I  Widener  Building,  Philadelphia,  Pa. 


50 


Electric    Railway    Journal 


April  7,  1923 


WHAT  AND  WHERE  TO  BUY 

Equipment,  Apparatus    and   Supplies   Used   by  tlie  Electric  Railway  Industry   with 
Names  of  Manufacturers  and  Distributors  Advertisins   in  this   issue 


Advertising,  Street  Car 

Collier,  Inc..  Barron  G. 
Air    Receivers,    Aftercoolers 

Ingersoll-Rand  Co. 
Ammeters 

Roller-Smith   Co. 
Ancliors,  Guy 

Electric  Service  Supplies  Co. 

Oiiio  Brass  Co. 

Western  Kleclric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Armature  Sliop  Tools 

Elec.    Service    Supplies    Co. 
Automatic    Return   Switch 
Stand 

Ramapo   Ajax  Corp. 
Automatic   Safety   Switch 
Stands 

Kamapo  Ajax  Corp. 
Axle    Stralghteners 

Columbia  M.  W.  &  M".  I.  Co. 
Axles,  Car  Wheel 

Bemis  Car  Trudi  Co. 

Brill  Co..  The  J.  G. 

Cambria  Steel  Co, 

CarneKie  Steel  Co. 

Midvale   Steel    &  Ord.   Co. 

St.  Louis  Car  Co. 

Taylor  Electric  Truck  Co. 

Westin^house  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 
Banlcers  and  Brokers 

Coal  &  Iron  National  Bank 
Batteries,  Dry 

Nichols-Lintern  Co. 
Bearings  and  Bearing  M«4al8 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

General  Electric  Co. 

A.  Gilbert  &  Sons.  B.  P.  Co. 

Le  Grand.  Inc..  Nic. 

JTore-Jones  Br.  &  Metal  Co. 

Taylor    Electric  Truck   Co. 
Westinghouse  Elec.  &  M.  Co. 
Bearings,  Center  and  Roller 
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 

Co. 
Elec.  Service  Supplies  Co. 
Western  Electric  Co. 
Benders,  Ball 

Ry.  Track-work  Co. 
Boilers 

Babcoek  &  Wilcox  Co..  The 
Boiler  Tubes 
Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 
Kationai  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   Supplies  Co. 
Indianapolis  Switch  &  Frog 

Co. 
Ohio  Brass  Co. 
Railway   Track-work 
Rail  Welding  &  Bonding  Co. 
Western  Electric  Co. 
Bonds,  Ball 
Amer.  Steel  &  Wire  Co. 
Elec.    Railway  Imp.  Co. 
Elec.   Service  Supplies  Co. 
General  Electric  Co. 
Ohio  Braes  Co. 
Railway   Track-work   Co. 
Rail  Welding  &  Bonding  Co. 
Weptern  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 
Book  rublishers 

McGraw-Hill   Book  Co. 
Brackets  and  Cross  Arms 

(See  also  Poles,  Ties,  Posts 

etc.) 
Bates  Exp.  Steel  Truss  Co. 
Creaghead  Eng.  Co. 
Elec.  Ry.  Equip.  Co. 
Elec.    Service   Supplies  Co. 
Hubbard  &  Co. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Brake  Adjusters 
Nat'l  Ry.  Appliance  Co. 
Westinghouse  Tr.  Br,  Co. 
Brake  Shoes 
Amer.  Brake  Shoe  *  Pdry. 

Co. 
Barbour-Stockwell  Co. 
Bemis  Car  Truck  Co. 
Brill  Co.,  The  J.  G. 
Columbia  M.  W.  &  M.  I.  Co. 
Taylor  Electric  Truck  Co. 
Wheel  Truing  Brake  Shoe 

Co. 


Brakes,  Brake  Systems  and 
Brake  Parts 

Ackley  Brake   &   Sup.   Corp. 
Bemis  Car  Truck   Co. 
Brill  Co..  The  J.  G. 
Columbia  M.  W.  &  M.  I.  Co. 
General  Electric  Ck). 
National  Brake  Co. 
Taylor  Electric  Truck  Co. 
Westinghouse   Tr.    Br.    Co. 
Brooms,  Track,  Steel  and 
Rattan 

Amer.  Rattan  &  Reed  Mfg. 
Co. 
Brushes,  Carbon 
General   ETIectric  Co. 
Jeandron,  W.  J. 
I^e  Carbone  Co. 
Morganite  Brush  Co. 
Westinghouse  Elec.  &  M.  Co. 
Brushes.    Graphite 

Morganite  Brush  Co. 
Brush    Holders 
Anderson  Mfg.  Co.,  A.  & 

J.  M. 
Columbia  M.  W.  &  M.  I.  Co. 
Brushes,   Wire  Pneumatic 

Ingersoll-Rand  Co. 
Buses,  Motor 
Brill  Co..  The  J.  G. 
St.  Louis  Car  Co. 
Bashings 

Nat'l  Vulcanized  Fibre  Co. 
Bashings,  Case  Hardened  and 
Manganese 
Bemis  Car  Truck  Co. 
Brill  Co.,  The  J.  G. 
Bus 'Seats 
Hale  &  Kilburn  Corp. 
Heywood-Wakefleid  Co. 
Cables 

(See  Wires  and  Cables) 
Cambric  Tapee,  Yellow  ji 

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.  Co. 
Cars,  Dump 
Differential    Steel    Car   Co.. 
Inc. 
Cars,  Gas  Bail 
St.  Louis  Car  Co. 
Cars,    Passenger,    Freight 
Express,  etc. 
American  Clar  Co. 
Brill  Co..  The  J.  G. 
Cambria  Steel   C!o. 
Euhlman  Car  Co..  G.  C. 
McGuire-Cummings  Mfg. 

Co. 
Midvale  Steel  &  Ord.  Co. 
National  Ry.  Appliance  Co. 
St.  Louis  Car  Co. 
Thomas  Car  Works 

Perley  A. 
Wason  Mfg.  Co. 
Cars,  Second  Hand 

Electric  Equipment  Co. 
Cars,  Self-Propelled 

Gfeneral   Electric  Co. 
Castings,  Brass,  Ck>mpasltion 
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  SteH 
Bemis  Car  Truck  Co. 
Columbia  M.  W.  &  M.  I.  (3o. 
Wharton.  Jr.,  &  Co.,  Inc.. 
Wm. 
Castings,  Malleable  and  Brass 
Amer.  Brake  Shoe  &  Fdry. 

c;o. 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  A  M.  I.  Co 

Le  Grand.  Inc..  Nic 
Catchers  and  Betrievers, 
Trolley 

Electric  Service  Sup.  C!o. 

Ohio  Brass  Co. 

Wood  Co..  Chas.  N. 
Catenary  Construction 

Archbold-Brady  Co. 

Western   Electric  Co. 
Change  Carriers 

Cleveland  Pare  Box  Co. 
Circuit   Breakers 

(5eneral   Electric  Co. 

Wpsttnghouee  Elec.  &  M.  Co. 
Clamps  and  Connectors  for 
WIrra  and  Cables 

Anderson  Mfg.  Co.,  A.  M.  & 
J.  M. 

Electric  Railwe     Equip.  Co. 

Elec.   Service  Supplies  (3o 

General  Electric  C!o. 

Hubbard  A  Co. 

WestinghouseElec  .  &  M.  Co 
Cleaners  and  Scrapers,  Track 
(See    nlsn    Snow-Plows, 
Sweepers  and  Brooms) 

Brill  Co.,  The  J.  G. 

Ohio  Brass  Co. 


Clusters  and  Sockets 
General  Electric  Co. 
Coal   and   Ash   Handling 
(See  toiiveying  and  Hoist' 
ing    .Machinery) 
Coil    itantUng  and   Winding 
.Uaehiiics 
Coiumb.a  M.  W.  &  M.  I.  Co 
E.eetric    Service    Sup.    Co. 
Coils,  Armature  and  Field 
Columbia  M.  W.  &  M.  I.  (3o 
Economy  Elec,   Devices  Co 
(general  Electric  Co. 
Rome  Wire  Co. 
Westinghouse  Elec.  &  M.  Co, 
Coils,  Choke  and  Kicking 
Electric  Service  Supplies  Co. 
Creneral  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 
Coin-Counting  Machines 
Cleveland  Fare   Box   Co. 
International   Register    Co. 

The 
Johnson  Fare  Box   Co. 
Coin    Sorting  Machines 

Cleveland  Fare   Box   Co. 
Coin   Wrappers 

Cleveland  Fare   Box   Co. 
Commutator  Slotters 
Electric  Service  Supplies  Co. 
(Jeneral  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 
Commutator  Traing  Devices 

(Seneral    Electric    Co. 
Commutators  or  Parts 
Cameron  Elec'l  Mfg.  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
General  Electric  Co. 
Westinghouse  Elec.  A  M.  Co. 
Compress4irs,  Air 
AUis-Chalmers  Mfg.  Co. 
General   Electric  Co. 
Ingersoll-Rand   Co. 
Western  Electric  Co. 
Westinghouse  Tr.  Br.  Ck). 
Compressors,  Air,  Portable 

Ingersoll-Rand  Co. 
Compressors,  Gas 

Ingersoll-Rand  Co. 
Concrete  Reinforcing  Bars 
Cambria  Steel  Co. 
Midvale  Steel  A  Ord.  Co. 
Condensers 
(Jeneral  Electric  Co. 
Ingersoll  Rand  Co. 
Westinghouse  Elec.  &  M.  Co. 
Condensor    Papers 
Irvington  Varnish  &  Ins,  Co. 
Conduits,  Underground 

Std.  Underground  Cable  Co. 
Connectors,  Solderless 
Westinghouse  Elec.  &  M.  Co. 
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.  A  M.  Co. 
Controller    Regulators 

Electric  Service  Supplies  Co. 
Controlling  Systems 
(Seneral  Electric  Co. 
Westinghouse  Elec.  A  M.  Ck). 
converters.  Rotary 
(Jeneral   Electric  C3o. 
Westinghouse  Elec.  A  MT.  Co. 
conveying  and  Hoisting 
Machinery 
ColumWa  M.  W.  A  M.  I,  Co. 
Copper  Wire 
Anaconda  Copper  Mining  Co. 
C«rd  Adjusters 

Nat'l  Vulcanized  Fibre  Co. 
Cord,  Bell,  Trolley,  Beglster, 
etr. 
Brill  Co..  The  J.  G. 
Electric  Service  Supplies  Co. 
International    Register    Co., 
Tbe 
Roeblings  Sons  Co..  John  A 
Samson  Cordage  Works 
Cord  Connectors  and  Couplers 
Electric  Service  Supplies  Co 
Samson   (Jordage   "Works 
Wood  Co..  Chas.  N. 
Couplers,  Car 
Brill  Co.,  The  J.  G. 
Ohio  Brass  Co. 
Westinghouse  Tr.  Br.  Co. 
Cross  Arms    (See  Brackets) 
'rossings 

Ramapo  Aiax  Corp. 
Crossing  Foundations 

International  Steel  Tie  CJo. 
Crossing  Frogs  and  Switches 
Ramapo  Ajax  Corp 
Wharton.  Jr.,  A  Co..Inc.,Wm. 
Crossings,    Manganese 
Indianapolis  Switch   t  Frog 

Ramapo  Aiax  Oom 
Crossing  Signals    (See  Track. 

nals.   Crossing) 
Crossings   Track,    (See  Track, 

Special  Work) 
Crossings,  Trolley 
Ohio   Brass   Co. 
C^nrtalns  and  Curtain  Fix- 
tures 
Brill  Co.,  The  J.  G. 


Electri':  Service  Supplies  Co. 

Morton  Mfg.  Vo. 
Dealers'    -Vlachinery 

Electric  Equipment  Co. 

Transit  Equipment  Co. 
Derailing   Switches,   Tee   Rail 

namapu  Ajax  Corp. 
Destination  Signs 

Columbia  M.    W.  &  M.  I.  Co. 

Creaghead  Eng.  Co. 

E'lectric  Service  Supplies  Co. 
Detective  Service 

Wish  Service,  P.  Edward 
Door  Operating  Devices 

Consolidated  Car  Heating 
Co. 
National  Pneumatic  Co..  Inc. 
Doors  and   Door  Fixtures 

Brill  Co..  The  J.  G. 

General   Electric  (^o. 

Haje  &  Kilburn  Corp. 

Safety  Car  Devices  Co. 
Doors,    Folding    Vestibule 

National    Pneumatic    Co., 
Inc. 
Draft  Rigging,    (See  Coup- 
lers) 
Drills,  Rock 

Ingersoll-Rand  Co. 
>rill8.  Track 

American   Steel   A   Wire  Co. 

Electric  Service  Supplies  Co. 

Ingersoll-Rand   Co. 

Ohio    Brass    Co. 
Dryers,    Sand 

Electric  Service  SuppUes  Co. 
Ears 

Ohio  Brass  Co. 
Electric  Grinders 

Railway  Track-work  Co. 
Electrodes,    Carbon 

Indianapolis  Switch  A  Prog 
Co. 

Railway  Track-work  Co. 
Electrodes,  Steel 

Indianapolis  Switch  A  Prog 
Co. 

Railway  Track-work  Co 
Electrical  Wires  and  Cables 

American  Elec.  Works 

Roeblings  Sons  Co.,  J.  A. 

Western  Electric  Co. 
Enamels 

Beckwith-Chandler    Co. 
Engineers.    Consulting,   Con- 
tracting and  Operating 

Allison   A   Co..   J.  E. 
Andrew.  Sangster  &  Co. 
Archbold-Brady  Co. 
Arnold  Co..  The 
Beeler.   John   A. 
Bibbens,  J.  Rowland 
Byllesby  A  Co.,  H.  M. 
Day  &  Zimmerman,  Inc. 
Drum  &  Co.,  A    L. 
Feustel.   Robert  M. 
Ford.  Bacon  A  Davis 
Hemphill  &  Wells 
Hoist,    Bngelhardt   W. 
Jackson.  Walter 
Kelly.  Cooke  A  Co. 
Ong,  Joe  R. 
Parsons,  Klapp,  Brinkerhoff 

&  Douglas 
Richey.  All)ert  S. 
Robinson  A  Co.,  Dwight  P. 
Sanderson  A  Porter 
Shaw.  Henry  M. 
Stevens  A  Wood,  Inc. 
Stone  A  Webster 
Engines,  Gas,  Oil  and  Steam 
Ingersoll-Rand  Co. 
Westinghouse  Elec.  A  M.  Co. 
Expansion  Joints,  Track 
Wharton,    Jr„    A    Co.,    Inc 

Wm. 
Fare  Boxes 
Cleveland  Pare  Box  (O. 
Economy   Elec.   Devices  Co. 
Johnson   Fare  Box   Co. 
Nat'l  Ry.  AppUance  Ck>. 
Ohmer  Pare  Register  Co. 
Fence 
Cambria  Steel  Co. 
Midvale  Steel  A  Ord.  Co. 
Fences.  Woven  Wire  and 

Fence  Posts 
Amer.   Steel    A   Wire   Co. 
Fenders  and  Wheel  Guards 
Brill  Co..    The   J.    G. 
Consolidater  Car  Pender  Co. 
Electric    Service    Sup.    Co 
Le  Grand.  Inc.,  Nic. 
Star  Brass  Works 
Fibre  and  Fibre  Tubing 
Nat'l  Vulcanized  Fibre  Co. 
Westinghouse  Elec.  &  M.  Co 
Field  Coils    (See  CoUs) 
Flangeway  Guards 

Godwin  Co..  Inc..  W.  9. 
Flaxlinnm  Insulation 

Nat'l  Ry.  Appliance  Co. 
Floodlights 

Electric  Service  Sup.   Co. 
Forglngs 
Cambria  Steel  Co. 
Carnegie  Stcol  Co. 
Columbia  M.  W.  ft  M.  T.  (^) 
Midvale  Steel   &  Ord.  C^. 
Frogs  A  Crossings.  Tee  Ball 
Ramapo  Ajax  Corp. 


Fr^gs,   Track.    (See  Track 
Work) 

Frogs,  Trolley 
Ohio  Brass  Co. 

Fuses   and    Fuse   Baxe« 
Columbia  M.   W.  A  M.  I.  Co 
Consolidated  Car  Heating 

(Jeneral   Electric  Co. 
Western  Electric  Co. 
Westinghouse  Elec.  A  M.  Co 
Fuses,  KeflUable 
Coltuubia  M.  W.  &  M.  I.  Co 
(ieneral  Electric  Co. 
Gaskets 

Westinghouse  Tr.  Br.  Co. 
Gas-Electric  Cars 

(Jeneral  Electric  Co. 
Gasolene   Torches 

Economy  Elec,   Devices  Co. 
Gas  Producers 
Westinghouse  Elec.  A  M.  Co 
Gates,  Car 

Brill  Co..  The  J.  G. 
Gear   Blanks 
Cambria  Steel  Co. 
Carnegie  Steel  Co. 
M'idvale  Steel  A  Ord,  Co. 
Gear  Ca^es 
Chillingworth  Mfg.  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric  Service  Supplies  Co 
Westinghouse  Elec.  A  M.  Co. 
Gears  and  Pinions 
Ackley  Brake  A  Sup.  Corp. 
Bemis  Car  Truck  (3o. 
Columbia  M.  W.  A  M.  I.  Co. 
Electric  Service  Supplies  Co. 
(Jeneral   Electric  Ck>. 
Nat'l  Ry.  Appliance  (3o. 
Nuttall  Co..  R.  D. 
Tool  Steel  GJear  A  Pinion 
Co. 
Generating  Rets,  Gas-Electrie 

(Jeneral  Electric  Co. 
Generators 
English  Electric  Co. 
(Jeneral  Electric  Co. 
Western  Electric  Co. 
Westinghouse  Elec.  A  M.  Co 
Girder  Rails 

Lorain  Steel  Co..  The 
Goggles,  Safety 
Indianapolis  Switch  A  Prog 
Co. 
Gongs   (See  Bells  and  Gongs) 
Graphite 

Morganite  Brush  (^. 
Greases    (See  Lubricants) 
Grinders  and   GrlndlnK 
Supplies 
Indianapolis  Switch  A  Frog 

Co. 
Metal  A  Thermit  Corp. 
Railway  Track-work  Co. 
Grinders,  Portable 

Railway  Track-work  Co. 
Grinders,    Portable    Electrle 

Railway    Traok-work    Co. 
Grinding   Blocks   and   Wheels 
Railway  Track-work  Co. 
Seymour  Rail  Grinder  Co.. 
E.  P. 
Guard  Ball  Clamps 

Ramapo  Ajax  Corp. 
Guard  Rails,  Tee  Kali  A 
Manganese 
Ramapo  Ajax  Corp. 
Guards.  Trolley 
Electric  Service  Sup.  Co. 
Ohio  Brass  Co. 
Hammers.  Pneumatic 

Ingersoll-Rand  Co. 
Harps,  Trolley 
Anderson  M.  Co.,  A,  A  J.  M. 
Electric    Service    Sup.    Co. 
More-Jones  Br.  A  Metal  Co 
Nuttall  Co.,  R.  D. 
St.ir  Brass  Works 
Thornton  Trolley  Wheel  Co. 
Headlights 
Electric  Service  Sup.  CO. 
(Jeneral   Electric  Co 
Ohio  Brass  Co. 
Heaters.  Car  (Electric) 
Consolidated  Car  Heating 

Co. 
Economy  Elec.   Devices  Co 
Gold  Car  Heating  A  Light- 
ing Co. 
Nat'l  Ry.  Appliance  Co. 
Smith  Heater  Co..  Peter 
Heaters.   Car,   Hot  Air  and 
Water 
Electric  Service  Sup.  Co. 
Smith  Heater  Co.,  I'eter 
Helmets.  Welding 
Indianapolis  Switch  A  Frog 

CO. 
Railway  Track-Wont  CO. 
Hoists    and    Lifts 
Columbia  M.  W.  A  M.  1.  Co. 
Ford   Chain-Block   Co. 
Hoists.  Portable 
Ingersoll -Bsuid  Co. 
Hose.  Bridge 

Ohio  Brass  Co. 
Instruments.  Measaring,  Test- 
ing and  Recording 
Economy  Elec.   Devices  C^. 
Electric  Service  Sup.  Co 
General  Electric  Co. 


April  7,  1923 


Electric    Railway    Journal 


51 


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5     fa^ 


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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  $363,051    | 

I  Resources  $23,743,000  | 

I  Offers  to  dealers  every  facility  of  a  New  York  i 

I  Clearing  House  Bank.  | 

SiiiiiiiiiMiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiniiifriii(iimiimiiiiiiitiiiiiiiiriiiiiiiiiiiiuiiniiiiiiiiiiiiriiiiiiitiiiiiii()iiiiiiiiiiiiiiiii£ 
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The  Kalamazoo  Trolley  Wheels    | 

I  h»ve  always  been  made  of  en-  | 

I  tirely  new  metal,  which  accounts 

I  for  their   long  life  WITHOUT 

I  INJURY  TO  THE  WIRE.    Do 

I  not  be  misled  by  statements  of 

I  large  mileage,  because  a  wheel 

I  that  will  run  too  long  will  dam- 

I  age  the  wire.     If  our  catalogue 

=  does    not    show    the    style    vou 

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.  | 

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'CARNEGIE" 


I  H^hen  you  think  of  Steel — think  of  Carnegie 

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ELECTRIC  CAR  HEATERS 

THERMOSTATIC   CONTROL 


ELECTRO-PNEUMATIC 
DOOR  OPERATING  DEVICES 

SiiimiiimiiiiiriiiMiDniiiniiiinMiiiMiiiiiiniHiix' iiiiiiiMiiiiiiiiiiiiiiiiiriiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiriiiitiiiiiiiniiitiiiiiiiic 


Compressor  Efficiency 
At  Full  and  Partial  Loads 

With  the  5-Step  Clearance  Control 

Be  sure  your  air  compressor  will  perform  reliably 
and  that  its  regulation  will  give  you  efBcient 
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  Ingersoll-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-quat^er  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 


Birmingham 

Detroit 

Juneau 

Pittsburgh 

Duluth 

Knoirllla 

Salt  Lake  City 

Butte 

Dallas 

Los  Angeles 

San  Francisco 

ChicaKO 

El  Paso 

New  Orleans 

Scranlon 

Cleveland 

Houghton 

New  York 

.Seattla 

Denver 

Joplla 

Philadelphia 

8t.Louii 

^^  855-C 


52 


Electric    Railway    Journal 


April  7,  1923 


Western  Electric  Co. 
Westinfirhouse  Elec.  &  M.  Co. 
.  Insnlatine  Cloth,   Paper  and 
Tape 

Anchor  Webbinff  Co. 

General  Electric  Co. 

Hope  Webbing  Co. 

Irvington  Varnish  &  Ins.  Co. 

Nat'l  Vulcanized  Fibre  Co. 

Okonite  Co. 

WestinghouBe  Tr.  Br.  Co. 
Insulating  Machinery 

Amer.  Ins.  Machinery  Co. 
Insulating  Silk 

Irvington  Varnish  &  Ins.  Co. 
iDsulation    (See  also   Paints) 

Anderson  M.  Co..  A.  &  J.  M. 

Electric  Ry.  Equipment  Co. 

Electric  Service   Sup.   Co. 

General  Electric  Co. 

Irvington  Varnish  &  Ins.  Co. 

Okonite  Co. 

Westinghouse  Elec.  &  M,  Co. 
Insulators    (See  also  Line 
Material) 

Anderfcon  M.  Co..  A.  &  J.  M. 

Creaghead  Engineering  Co. 

Electric  Ry.  Equipment  Co. 

Electric   Service    Sup.   Co. 

Irvington  Varnish  &  Ins.  Co. 

Ohio  Brass  Co. 

Western  Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Insulator  Ping 

Electric   Service   Sup.  Co. 

Hubbard  &  Co. 
Insulators.  High  Voltage 

Lapp  Insulator  Co.,  Inc. 
Insu/ation,  Slot 

Irvington  Varnish  &  Ins.  Co. 
Insulating  Varnishes 

Irvington  Varnish  &  Ins.  Co. 
Insurance,  Fire 

ATarsh  &  McLennan 
Jacks   (See  also  Hoists  and 
Lifts) 

Buckeye  Jack  Mfg.  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric   Service   Sup.   Co. 

National  Ry.  Appliance  Co. 
Journal  Boxes 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 
Lamp   Guards  and  .Fixtures 

Anderson  M.  Co.,  A.  &  J.  M. 

Electric   Service   Sup.   Co. 

General  Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Lamps,  Arc  and  Incandescent 
(See  also  Head/ights) 

Anderson  M.  Co.,  A.  &  3.  M. 

General  Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Lamps.  Signal  and  Marker 

Nichols-Lintern  Co. 
Lanterns.   Classification 

Nichols-Lintern  Co. 
Lightning  Arresters 

Shaw.   Henry  M. 
Lightning  Protection 

Anderson  M.  Co..  A.  &  J.  M. 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Ohio  Brass  Co. 

Westinghouse  Elec.  &  M*.  Co. 
Line  Material    (See  also 
Brackets,  Insolators,  Wires, 
Etc.) 

Anderson  M.  Co..  A.  ft  J.  M 

Archbold- Brady  Co. 

Columbia  M.  W.  &  M.  I.  Co 

Creaghead  Mfg.  Co. 

Electric  Ry.  Equipment  Co. 

Electric   Service   Sup.   Co 

English  Electric  Co. 

General  Electric  Co. 

Hubbard  &  Co. 

More-Jones  Br.  &  Metal  Co. 

Western  Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Loeklnr  Spring  Boxes 

Wharton,  Jr.  &  Co.,   Inc  . 
Wm. 
Locomotives.  Electric 

General  Electric  Co. 

McGuire  Cummings  Mfg.  Co 

Westinghouse  E!eo.  &  M.  Co 
Lnbrieatlng    Engineers 

Galena-Signal  Oil  Co. 

Texas   Co. 

tTniversa!  Lubricating  Co 

Vacuum  Oil  Co. 
Lubricants.  Oil  and  Grease 

Galena  Signal   Oil   Co. 

Texas   Co. 

Universal  Lubricating  Co. 

Vacuum  Oil  Co. 
Lumber    (See  Poles.  Ties, 

etc.) 
Machine  Tools 

Columbia  M.  W.  A  M.  I.  Co 
Manganese  Steel  Guard  Ralls 

Ramapo  Ajax  Corp. 
Manganese    Steel,    Special 
Track  Work 

Indianapolis  Switch  &  Frog 
Co. 

WTiarton,   Jr.,    &  Co..   Inc. 
Wm. 
Manganese    Steel   Switches. 
Frogs  and  rro^tsings 

Ramapo  Ajax  Corp. 
Meters  Car  Watt-Honr 

Er^nomy   Elec.    Devices   Co. 
Motor  Ruses 

(S«N»    Ruses.    Motor) 
Motormen's  Seats 

Brill  Co..  The  J.  G. 

Electric  Service   Sup.   C". 

Hey  wood- Wake  field  Co. 


Wood  Co..  Chas.  N. 
Motors.  Electric 

Gtnerai  Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Motor  and  Generator  Sets 

Greneral  Electric  Co. 
Nails 

Cambria  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 
Nuts  and  Bolts 

Barbour- Stock  well  Co. 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Hubbard  &  Co. 
Oils   (See  Lubricants) 
Packing 

Electric   Service   Sup.   Co. 

Westinghouse  Tr.  Br.  Co. 
Paint  Guns 

Dayton  Air  Brush  Co. 
Paints  and  Varnishes,  Pre- 
ser\-ative 

Beckwith  Chand'i;r  Co. 
Paints  and   Varnisnes  r*>r 
Woodwork 

Ackley  Brake  &  Sap.  Co. 

Beckwith-Chandiir  Co. 

National  Ry.  Appliance  Co. 
Paint  Spraying  Device 

Dayton  Air  Brush  Co. 
PavMnent  Breaker<t 

Ingersoll-Rand  Co. 
Paving  Guards,  Steel 

Godwin  Co..  Inc.,  W.  S. 
Paving  Material 

Amer.  Br.  Shoe  &  Fdrv.  Co. 
Pickups,  Trolley  Wire 

Electric   Service   Sup.   Co. 

Ohio  Brass  Co. 
Pinion   Pallers 

Columbia  M,  W.  &  M.  I.  Co. 

Electric   Service  Sup.    Co. 

Gen:ral  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. 

p:pe 

National  Tube  Co. 
Pipe  Fittings 

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   and 
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. 

Western   Electric  Co. 
Poles   and   Ties,    Treated 

Bell  Lumber  Co. 

International   Creosoting    & 
Construction  Co. 

Page  &  Hill  Co. 
Poles,  Ties,  Posts,  Filing  and 
Lumber 

Baker  Wood   Preserving  Co. 

^^M  Lumber  Co. 

International    Creosoting    & 
Construction  Co. 

Le  Grand,  Inc.,  Nic 

Nashville  Tie  Co. 
Poles.  Trolley 

Anderson  M.  Co.,  A.  &  J.  M. 

Columbia  M.  W:  &  M".  I.  Co. 

National  Tube  Co. 

Nuttall  Co..  R.  D. 
Poles,   Tubular  Steel 

Elec.  Ry.  Equip.  Co. 

Electric   Service  Sup.    Co. 

National  Tube  Co. 
Porcelain.    Special    High 
Voltage 

Lapp  Insulator  Co. 
Pot  heads 

Okonite  Co. 
Power    Saving    Devices 

Economy    Elec.   Devices   Co. 

Nat'l  Ry.  Appliance  Co. 
Pressure  Resulators 

General  Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Pumps 

IngersoURanfl  Co. 
Pumps,  Vacuum 

Ingersoll-Rand  Co. 
Punches.   Tickrt 

Bonney-Vehslage  Tool  Co. 

International  Rf«ister  Co.. 
The 

Wood  Co..  Chas.  N. 
R^l  Braces   and   Fastenings 

Ramapo  Ajax  Corp. 
Rail  Joints 

Carnegie  Steel  Co. 
Rail  Joints,  Welded 

Indianapolis  Switch  &  Frog 
Co. 
Rail  Grinderi  (See  Grinders) 
Rails 

Cambria  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 


I  Railway   Paving   Guards 
Steel 

Godwin  Co..  Inc..  W.  S. 
Railway  Safety  Switches 

Consolidated  Car  Heating  Co. 

Westinghouse  Elec.  &  M,  Co. 
Rail  Welding    (See    Welding 
Processes) 

Metal  &  Thermit  Corp. 

Rail  Welding  &  Bonding  Co. 

Ry.  Track-work  Co. 
Rattan 

Amer.   Rattan   &  Reed  Mfg. 
Co. 

Brill  Co..  The  J.  G. 

Electric  Senice   Sup.   Co. 
Hale   &  Kilburn  Corp. 

Heywood- Wakefield  Co. 

McGuire  Cummings  Mfg.  Co. 

St.  Louis  Car  Co. 
ReclfUmers,  Waste  and  Oil 

Oil  &  Waste  Saving  Machine 

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  Co. 
Reinforcement,  Concrete 

Amer.  Steel  &  Wire  Co. 

Carnegie  Steel   Co. 
Repair  Shop  Appliances    (See 
also    Coil    Bandini;    and 
Winding    Machines) 

Columbia  M.  W.  &  M.  I.  Co. 

Electric    Service   Sup.   Co. 
Repair  Work    (See  also 
CoUs) 

Columbia  M.  W.  &  M.  I.  Co. 

General  Electric  Co. 

Westinghouse  Elec.  &  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 

(Jeneral  Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Resistances 

Consolidated  Car  Heating  Co. 
Retrievers,    Trolley     (See 
Catchers  and  Retrievers, 
Trolley) 
Rheostats 

General  Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Roller  Bearings 

Stafford  Roller  Bearing   Car 
Truck  Co. 
Rolled  Steel  Wheels 

Cambria  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 
Sanders,    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 
Insulated 

Electric  Service    Sup.   Co. 

eating  Materials 

Brill  Co..  The  J.  G. 
Seats.  Bus 

St.  Louis  Car  Co. 
Seats.  Car    (See  also  Rattan) 

Amer.  Rattan   &   Reed  Mfg. 
Co. 

Brill  Co..  The  J.  G. 

Hale  &  Kilburn  Corp. 

Heywood- Wakefield  Corp 

Peters  &  Co.,  G.  D. 

St.  Louis  Car  Co. 
Second-Hand   Equipment 

Electric  Equipment  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. 

Electric   Service   Sup.   Co 

Nal'I  Pneumatic  Co., 
Signals,  Indicating 

Nichols-Lintern  Co. 
Signal  Systems,  Block 

Electric   Service   Sup. 

Nachod   Signal   Co..   Inc 

Union  Switch  &  Signal  Co. 

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  M.  Co..  A.  A  J.  M 

Columbia  M*.  W.  8c  M.  I.  Co. 

Electric  Ry.  Equip.  Co. 

Electric   Service  Sup.    Co. 

More-Jones  Br.  &  Metal  Co 

Nnttall  Co..  R.  D. 
Smokestacks,  Car 

Nichols-Lintern   Co. 


Inc. 


Co. 


Snow-Plows,  Sweeperti  and 
Brooms 

Amer.   Rattan  &  Reed  Mfg. 
Co. 

Brill  Co..  The  J.  G. 

McGuire  Cummings  Mfg.  Co. 

Columbia  M.  W.  &  M.  1.  Co. 

Consolidated  Car  Fender  Co. 
Soldering  and  Blazing    (See 
Welding  Processes  and  Ap- 
paratus) 
Spikes 

Amer.  Steel  &  Wire  Co. 
Special  Adhesive   Papers 

Ir\-ington  Varnish  &  Ins.  Co. 
Special  Trackwork 

Lorain   Steel   Co.,  The 
Splicing    Compounds 

Westinghouse  Elec.  &  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   Freight  Cars 

Cambria  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 
Steel  and  Steel  Products 

Cambria  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 

Morton  M'fg.  Co. 
Steps,  Car 

Morton  Mfg,  Co. 
Stokers,  Mechanical 

Babcock  &  Wilcox  Co. 

W*estinghouee  Elec.  &  M.  Co. 
Storage  Batteries    (See   Bat- 
teries,  Storage) 
Strain  Insulators 

Ohio  Brass  Co. 
Strand 

Roebling's  Sons  Co..  J.  A. 
Structural  Steel 

Cambria  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 
Superheaters 

Babcock  &  Wilcox  Co. 
Sweepers,  Snow   (See  Snow 
Plows,    Sweepers    and 
Brooms) 
Switch  Stands 

Indianapolis  Switch  &  Frog 
Co. 

Ramapo  Ajax  Corp. 

witches.  Selector 

Nichols-Lintern   Co. 
Switches,    Tee    Rail 

Ramapo  Ajax  Corp. 
Switches,   Track    (See   Track, 

Special  Work) 
Switches    and    Switchboards 

Anderson  M.  Co.,  A.  &  J.  M. 

Electric  Service   Sup.   Co. 

General  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 
Tampers,  Tie 

Ingersoll-Rand  Co. 

Railway    Track-work    Co. 
Tapes  and  Cloths    (See  In- 
sulating  Cloth.   Paper   and 
Tape) 
Tee  Rail.  Special  Track 
Work 

Rampo  Ajax  Corp. 
Telephones  and   Parts 

Electric   Service   Sup.   Co. 

Western  Electric  Co. 
Testing  Instrnments    (See  In- 
struments. Electrical  Meas- 
uring, Testing,  etc.) 
Thermostats 
Consolidate*!  Car  Heating  Co. 

Gold    Car   Heating   &  Light 
ing  Co. 

Railway  UtiUty  Co. 

Smith  Heater  Co..  Peter 
Ticket  Choppers   and   De- 
stroyers 

Electric   Service   Sup.   Co. 
Tie  Plates 

Cambria  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 
Ties  and  Tie  Rods.  Steel 

Barbour-Stockwell    Co. 

Carnegie  Steel  Co. 

International  Steel  Tie  Co. 
Ties,  Wood  Cross   (See  Poles, 

Ties,  Posts,  etc.) 
Tongue  Switches 

\\*barton.  Jr..    &   Co..   Inc.. 
Wm. 
Tool  Steel 

Cambria  Steel  Co. 

Carnegie  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 
Tools.  Track  and  Misc. 

Amer.  Steel  &  Wire  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric    Service   Sup.  Co. 

Hubbard  &  Co. 

Railway  Track-work  Co. 
Towers  and  Transmission 
Strncfnres 

Archbold-Brady  Co. 

Bates  Expanded  Steel  Truss 

Co. 
Westinghouse  Elec.  &  M.  Co. 
Track   Grinders 

Railway  Tra-^k-work  Co. 
Trackless  Trolllcer 

St.  Louis  Car  Co. 
Track.  Spec'al  Work 

Barbour-Stockwell  Co. 


Indianapolis  Switch  &  Frog 
Co. 

New  York  Switch  & 
Crossing  Co. 

Ramapo  Ajax  Corp. 

Wharton,  Jr.,    &   Co..   Inc.. 
Wm. 
Transfer  Issuing  Machines 

Ohmer  Fare  Register  Co. 
Transformers 

General  Electric  Co. 

Western  Electric  Co. 

Westinghouse  Elec.  &  M.  Ck). 
Treads,    Safety,    Stair.    Car 
Step 

Morton  Mfg.  Co. 
Trolley  Bases 

Ackley  Brake  &  Sup.  Corp. 

Anderson  M.  Co..  A.  &  J.  M. 

Electric  Service   Sup.   Co. 

General  Electric  Co. 

Nat'l  Ry.  Appliance  Co. 

Nuttall  Co..  R.  D. 

Ohio  Brass  Co. 
TroUej-  Bases.  Retrieving 

Ackley  Brake  &  Sup.  Corp. 

Anderson  M.  Co..  A.  &  J.  M. 

Electric   Service   Sup.   Co. 

General  Electric  Co- 

ATore-Jones  Br.  &  Mel.  Co. 

Nat'l   Ry.   Appliance  Co. 

Nuttall   Co..   R.  D. 

Ohio  Brass  Co. 
Trolley   Buses 

Brill  Co..  The  J.  G. 

General  Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Trolley  Materials 

Electric   Service   Sup.   Co. 

Ohio  Brass  Co. 
Trolley    Materials,    Overhead 

More-Jones  Brass  &  Metal 
Co. 
Trolley  Shoes 

Economy  Elec.  Devices  Co. 

Miller  Trolley  Shoe  Co. 
Trolleys  and  Trolley  Systems 

Ford    Chain-Block    Co. 
Trolley   Wheels    (See  Wheels, 

Trolley) 
Trolley  Wheels  &  Harps 

More-Jones   Brass   &   Metal 
Co. 

Thornton  Trolley  Wheel  (^. 
Trolley  Wheel  Bushings 

More  Jones  Brass  &  Metal 
Co. 
Trolley  Wire 

American   Elec'l  Works 

Amer.    Steel    &    Wire    Co. 

Anaconda  Copper  Mining  Co. 

Roeblings  Sons  Co..  J.  A. 

Rome   Wire   Co. 

Western  Electric  Co. 
Trucks,  Car 

Brill   Co..    The  J.   G. 

Bemis    Car    Truck    Co. 

McGuire  Cummings  Mfg.  Co. 

St.  Louis  Car  Co. 

Taylor   Electric   Truck    Co. 

Westinghou^  Elec.  &  M.  Co. 
Tnbing.  Stefl 

National  Tube  Co. 
Tubing,  Tellow  &  Black 
Flexible  Varnishes 

Irvington  Varnish  &  Ins.  Co. 
Turbines,  Steam 

General   Electric  Co. 
Turnstiles 

Electric  Service  Supplies  Co. 

Percy  Mfg.  Co..   Inc. 
Turntables 

Indianapolis  Switch  &  Trog 
Co. 
Upholstery  >faterials 

Amer.    Rattan    &    Reed    M. 
Co. 
Valves 

Ohio  Brass  Co. 

W'^Ptinghous"  Tr.  Br.  Co. 
Tarnished  Papers 

Irvintrton  Varnish  &  Ins.  Co. 
Varnish  Silks 

Irvington  Varn'^h  &  Ins.  Go. 
Varpi«b«»s    (See  Paints,  etc.) 
Ventilators.   Car 

Brill  Co..  The  J.  G. 

National  Ry.  .\ppliance  Co. 

Nichols-Lintern   Co. 

Railway  Utility  Co. 
Waste  Saving  >[achines 

Oil  &  Waste  Saving  Machine 
Co. 
Water  Tube  Boilers 

Bdgenioor  Iron  Works 
Welded   Fall   Joints 

Indianapolis  Switch   &  Frog 
Co. 

Metal  &  Thermit  Corp. 

Ohio  Brass  Co 

Ry.  Track-work  Co. 

Rail  Welding  &  Bonding  Co. 
Welding   Processes   and 
Apparatus 

Elec.  By.  Improvement  Co. 

General  Electric  Co. 

Indianapolis  Switch   &  Frog 
Co. 

Metal  &  Thermit  Corp. 

National    Ry.   Appliance  Co. 

Ohio    Brass    Co. 

Railwav  Track-work  Co. 

Pail  Welding  &  Bonding  Co. 

Westinghou'ie  Elec.  &  M.  Co. 
Wplding  Steel 

Indianapolis  Switch  &  Frog" 
Co. 

Railway  Traok-work  Co. 
Welders.   P"rf«Me   Fl-ctric 

Electric  Ry.   Imp.   Co. 


April  7,  1923 


Electric    Railway    journal 


53 


atiiiiitirrtiiiiitiitttiiiiiii iiliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiillliiiiiiiiiiiiitiiiiiiiiiiiiiiiniiiiiiiniMiitiiiiriiiiniiiliiiiliiiiiniiiiit:      uiiiiiliuiliniiiiiiiiiiiiiiiiiiiniiiiiiiiiiilillMiiiiiiriiiiiiiiiiiiiiiiliiiiiiiiinliiiiiiiiiiiiilillliilllltllliiiimiiiiiiiuiiiitiiiiiiuiiiilllintllllii^ 


The  fewness  of  working  parts  of  I 
Cleveland  Fare   Boxes,   | 

together  with  selected  materials  and 
careful  manufacture,  practically 
eliminate  fare  box  failures. 

The  Cleveland 
Fare  Box  Co. 

Cleveland,    Ohio 

Canadian  Cleveland  Fare  Box  Co.,  Ltd. 

PRESTON,  ONT. 


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aiiiiiiiiiit.ttiiiit iiiiiiiiiiiiiiiiiiiiiiiiiiitiHiiiiiiiiiiiiiiiiitiiliiiliiiiriiiiiiiniiiriiiiiiiiliitrlliiiiiiiiillliiiilllillitiliniiiiiiiitiiiniiilti* 


liyrj/on  WEBBina  raypM) 


Griffin  Wheel  Company 

McCormick  Building 
Chicago,  111. 


GRIFFIN 

F.  C(.  S. 
WHEELS 

For  Street  and  Interurban 
Railways 


Use  only  Awebco  Tape  on  your  Annatures 
Field  Coils  have  better  protection  when  wound  with 
"AWEBCO  Tape."    Send  for  samples. 

ANCHOR  WEBBING  COMPANY 

Sno  Brook  Street,  Pawtucket,  Rhode  Island 


i    I 
it    i 

a    = 


Chicago 
Detroit 
Denver 


FOUNDRIES: 

Boston 
Kansas  City 
Council  Bluffs 


St.  Paul 
Los  Angeles 
Tacoma 


^1 


tilMllillliiilimiiiiiiiiiiiiiihiiiitiiirtiiiiiiiiiiiiMiitiintiiitiiiiirtirMiiiriiiiiiiMiiriiiiiiiiiiiiiiiiiiiiiMiitiiiiiiirtiiiiiiriiiiiiilllllllllllliin 


aiiniiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiitii iiiiiiiiiimmiiiii timiiitmitiiniiiiiMiiiiHiiiii ii 


^"'  -'■■i'isr--. 


Defective  Wheels  tv^sl 

Corrected  While  They  Run  ;-;/>.-| 

WHEEL  TRUING  BSl 

BRAKE  SHOES  ^^| 

— keep    your    cars    and    wheels    in  'f'^'-i 

service.     Abrasive  blocks  in   van-  '■■;'-/'i 

ous    sections   correct   flattening^  or  '■'•>*'^i 

wear    on    any    part    of    flange    or  ^.T>';-  = 

tread.    Write  for  booklet.  *:'»   \  I 

Wheel  Truin«:  Brake  Shoe  Co.  ;  ;;  | 

De'.roit,  Mich.  ^r^V,  ■  = 

Trade  Mark — Wheel  Truior  Brake  ^-.'Vl 

Shoe  /\/'^l^ 

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(iiiHiiiiiniiuiiiiniiniiiuiiaiiiiiniiniiiHiiiiiMitiiiiiiiitiimiiMiiiiiiii(iiimiiiiiiiuiiitiiiiiiii)iimiiiiiiiiiiiiiiiiiiiiiiiiitiiiiniiniiiiii^ 


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THORNTON     I 

The  trolley  wheel  with  the  high      | 
mileage  aide  bearing  | 

Thornton  Wheels  with  Thornton  side  | 

bearings  are  unusually  long-lived,   re-  | 

'liiire   less   lubrication,   and   less  main-  | 

tenance.     They   are  free   from   vibra-  f 

tion  and  noiseless.     No  bushings.     In-  | 

lestigate  them.  | 

fiearingTB  make  fifty  thousand  or  more  miles    i 

5 

Send  for  deacriptive  circular  | 

Thornton  Trolley  Wheel  Go.,  | 

Incorporated  = 

Ashland,  Kentucky  | 

^d iiiiiiiiiiiiriiiiiiiiiitiii.ti iijiiiiiiiiiiliiiiiiiiiiHillllllliilllliiiiliiiiiifln'imiiiiiiiiiiiiiiiiuiiitiiiiiiiiiiiitiiHiiiHiiftiiimimul? 

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The  No-Staff  Brake 

for  any  size  and 

type  of  car 

Apply  the  advantarea  of  the  staffleu  brake 
with  its  space-saTingr  features,  to  all  yout 
I'ars.  Ackley  NoStafl  Brakes  are  adaptabli 
to  any  kind  of  aervlce.  The  eccentric  chain 
windingr  drum  insures  quickest  appUcatioii- 
.ind  maximum  power. 

Price  only  $32.00 


illlllllHIIIIIIIIIIllllllllllllllllllllllllllIIIIIIIIIII 


r,||H>t||ini|||IIHIIHIIIIIIUIIIIIIIIII 


iiiiiiiiiiiiiiiiiiniiiitmtiii*;' 


54 


Electbic    Railway    Jouenal 


April  7,  1923 


Indlanapolia  Switch  &  Frog 

Co. 
Ohio  Brass  Co. 
Rail  Welding  &  Bonding  Co. 
By.  Track-work  Co. 
Wheel  Guards    (8ee  Fenders 

and  Wheel  Qaards) 
Wheel  Orindera 
Wheel  Truing  Brake  Shoe 
Co. 
Wheel  Presses  (See  Machine 
Tools) 


Wheels,  Car,  Cast  Iron 
Assn.  of  Mfrs.  of  Chilled 

Car    Wheels 
Griffin  Wheel  Co. 
Hlieels,  Car,  Steel  S  Steel 
Tire 
Carnegie  Steel  Co. 

Wheels,  Trolley 
Anderson   Mfg.  Co.,    A.    & 

J.  M. 
Columbia  M.  W.  &  M.  I.  Co. 


Electric  By.  Equip.  Co. 
Elec.   Service  Supplies  Co. 
General  Electric  Co. 
Gilbert  &  Sons.  B.  F.  A. 
More-Joneg  Br,  &  Metal  Co. 
Nuttall  Co.,  B.  D. 
Star  Brass  Works 

Whistles,  Air 
General  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  Tr.  Br.  Co. 


Wire 

Cambria  Steel  Co. 

M^dville   Steel  &   Ord.   C». 
Wire  Rope 

Amer.  Steel  Ic  Wire  Co. 

Soeblings  Sons  Co.,  J.  A. 

Wires  and  Cables 
Amer.  Electrical  Works 
Amer.  Steel  &  Wire  Co. 
Anaconda  Copper  Hin.  Co. 
G«ieral  Electric  "Co. 


Indianapolis  Switch  k  Vrof 

Co. 
Kerite  Ins.  Wire  &  Cable  Co. 
Okonite  Co. 
Roeblings  Sons  Co.,  J.  A. 

Co. 
Rome  Wire  Co. 
Western  Electric  Co. 
Westinghouse  Eleo.  &  M.  Co. 

Wood  Preserratives 
Baker  Wood  Preserving  Co. 


Page 
A 

Ackley  Brake  &  Supply  Corp ...  53 

Allis-Chalmcrs  Mfg.  Co 38 

Allison  Co..  J.  E 20 

Amer.  Brake  Shoe  *  Pdy .  Co . . ,  41 

American  Car  Co 55 

American  EUectrical  Works.  ...  43 
American    Insulating    Machinery 

Co 43 

American    Rattan    &   Reed   Mfg. 

Co 47 

American  Steel  &  Wire  Co 42 

Anaconda  Copper  Mining  Co . . .  43 

Anchor   Webbing  Co 53 

Anderson  Mfg.  Co..  A.  &  J.  M. .  37 

Andrew,  Sangster  *  Co 23 

Archbold-Brady   Co 23 

Arnold  Co..  The 20 

Assn.    of   Mfrs.    of   Chilled  Ctar 

Wheels 36 

B 

Babcock  &  Wilcox  Co 44 

Baker  Wood  Preserving  Co 42 

BarbouT-Stockwell  Co 44 

Bates  Expanded  Steel  Truss  Co.  36 

Beckwith-Chandler  Co 27 

Beeler.  John  A 20 

Bell  Lumber  Co 54 

Bibbina.  J.  Rowland 23 

Bemis  Car  Truck  Co 34 

Bonney-Vehslage  Tool   Co 47 

Brill  Co.,  The  J.  G 55 

Buckeye  Jack  Mfg.  Co 49 

Byllesby  &  Co..  H.  M 23 


O 

Cambria  Steel  Co 49 

Cameron  Electric  Mfg.  Co 49 

Carnegie  Steel  Co 51 

Chillingworth    Mfg.    Co 49 

Cleveland  Pare  Box  Co 53 

Coal  &  Iron  Nat.  Bank 51 

Collier.  Inc.,  Barron  G 30 

Columbia,  M.  W.  &  M.  I.  Co 41 

Consolidated  Car  Fender  Co ... .  54 
Consolidated  Car  Heating  Co.  . . .  51 
Creaghead  Engineering  Co 46 


D 

Day  &  Zimmerman,  Ine 23 

Dayton  Air  Brush  Co 39 

Differential  Steel  Car  Co..  The.  .  14 

Drum  Ic  Co.,  A.  I, 20 


Page 

X! 

Economy   Electric   Devices  Co.  .   47 

Electric  Equipment  Co 49 

Electric  Ry .  Equipment  Co 43 

Elec.  Ry,  Improvement  Co 10 

Electric  Service  Supplies  Oo. . , .    11 
English  Electric  Co A 


F 

Feustel,  Robt.  M 20 

Flood  City  Mfg.  Co 44 

Ford,  Bacon  &  Davis 20 

Ford  Chain  Block  Co 46 

"For  Sale"  Ads 48.  49 


O 

Galena-Signal  Oil  Co 17 

General    Electric   Co 18,  B.C. 

GUbert  &  Sons,  B.  F.  Co.,  A 53 

Godwta  Co.,  Inc.,  W.  S 49 

Gold  Car  Heating  &  Ltg.  Co. , . ,  47 

Griffin   Wheel  Co 53 


Hale  &  Kilbum  Corp 39 

"Help   Wanted"   Ads 48,  49 

Hemphill  &  Wells 20 

Heywood- Wakefield    Co 45 

Hoist,   Englehardt  W 20 

Hope  Webbing  Co 45 

Hubbard  &  Co 49 


I 

Indianapolis  Switch  &  Frog  Co.    26 

Ingersoll-Rand    Co 61 

International   Creosoting   &  Con- 
struction Co 43 

International  Register  Co..  The..    45 
International  Steel  Tie  Co..  The.      9 
Irvlngton    Varnish    &    Insulator 
Co 28 


Jackson.  Walter 20 

Jeandron.   W.   J 41 

Johnson  Fare  Box  Co 46 


Page 


Kelly,  Cooke  fc  Co 23 

Kerite  Ins.  Wire  &  Cable  Co ... .   42 
KubUnan  Car  Co 55 


I. 

Lapp  Insulator  Co.,  Inc 44 

Le  Carbone  Co 63 

Le  Grand,  Inc  Nic 21 

Lorain  Steel  Co 44 


M 

McGraw-Hill  Book  Co 40 

McGuire  Commings  Mfg.  Co , . .  16 

Marsh  &  McLennan 6 

Metal  &  Thermit  Corp 24 

Midvale  Steel  &  Ordnance  Co. . .  49 

Miller  Trolley  Shoe  Co 33 

More-Jones  Brass  Metal  Co. . , ,  61 

Morganite  Brush  Co 23 

Morton  Mfg.  Co, , 46 


N 

Nachod  Signal  Co 43 

Nashville  Tie  Co 44 

National  Brake  Co 19 

National  Pneumatic  Co.,  Inc. ...    13 

National  Ry.  Appliance  Co 46 

National  Tube  Co 29 

National  Vulcanized  Fibre  Co . .  49 
New  York  Switch  &  Crossing  Co.  44 

Nichols-Lintem  Co 47 

Nuttall  Co..  R.  D 16 


O 

Ohio  Brass  Co 7 

Ohmer  Fare  Register  Co 45 

Oil  &  Waste  Saving  Machine  Co.  46 

Okonite  Co 43 

Ong,  Joe  R 20 


Parsons,  Klapp,    BrinckerhofI    & 

Douglas   20 

Perey  Mfg.  Co..  Inc 46 

Positions  Wanted  and  Vacant. 48,  49 


Page 
B 

Railway  Track-work  Co 26 

Railway  Utility  Co .  54 

Rail  Welding  &  Bonding  Co 12 

Ramapo  Ajax  Corp 44 

Richey,  Albert  S 20 

Robinson  &  Co..  Dwight  P 23 

Roebling's  Sons  Co..  John  A. . . .  43 

Rome  Wire  Co 43 

Rooke  Automatic  Register  Co . .  47 


S 

St.  Louis  Car  Co 36 

Samson  Cordage  Works 64 

Sanderson  &  Porter 20 

Searchlight    Section 48,  49 

Shaw.  Henry  M 49 

Smith  Heater  Co..  Peter 47 

Stafford      Roller     Bearing      Car 

Truck  Co 33 

Standard  Underground  Cable  Co.  37 

Star  Brass  Works 61 

Stevens  &  Wood  Inc 20 

Stone  Sc  Webster 20 

Stucki  Co.,  A 47 

T 

Taylor  Electric  Truck  t» 38 

Texas  Co 31 

Thomas  Car  Works.  Perlcy  A . . .  40 

Thornton  Trolley  Wheel  Co 53 

Tool  Steel  Gear  &  Pinion  Co 46 

Transit  Equip.  Co 49 

V 

Union  Switch  &  Signal  Co 8 

U.  S.  Electric  Signal  Co 43 

Universal  Lubricating  Co 46 

V 

Vacuum  Oil  Co Front  Cover 

W 

"Want"  Ads 48, 48 

Wason  Mfg.   Co 66 

Western   Electric   Co 22 

Westinghouse  Elec.   &  Mfg.   Co., 

2.4 

West'gh'se  Traction   Brake  Co. .  6 

Wharton.  Jr..  &  Co.,  Wm 44 

Wheel  Truing  Brake  Shoe  Co. . .  53 

White  Eng.  Corp.,  The  J,  G 20 

Wish  Service.  The  P.  Edw 28 

Wood  Co..  Chas.  N 42 


nninnmnniiiiiiiriiiiiiiiiiuiiiiuiiiiintii fiiiiiiiiiiiiiiiiiiiiiiuiiiiiii iiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiraiiiisiiiiiiiiimiiio     giiiuiiniraiiimiiiiiimmiimimiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiimiiiiimiiiiiiiiiiiiiiraiiiiiiiiiiiiiiiiHiiiuimimimiimiiiiiiiiiiiiiiiiiij 

Northern     CEDAR   POLES    Western  |  |    PROVIDENCE  H-B         I 


We  guarantee 
all  gndet  of  poles;  also  any  butt-treating  specification*     I 

BELL  LUMBER  COMPANY 

Minneapolis,   Minn.  | 

■lUinmiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiriijiriiiiiiiiiii iiiiiiiiiiiii iiiiiiiiMiiiiiiiMriiiiiiiiiiniiiiiiiiiiiiiiii 

"I'll"" raiiiim iimiiiiiim llliiiiiijiiiiriiiiiniiiiiiiiruiili i tlllirillliiiiHiiiiiiiirlliiiiiniiiiiillMinip. 

SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD     I 


Tnde  Mark  Rfp,  ?T,  s.  Pit.  Off 

B«de  of  extra  quality  stock  firmly  braided  and  smoothly  finished  - 

Carefully  inspected  and  guaranteed   free  from   flaws,  = 

Samples  and  information  gladly  sent.  i 

SAMSON  CORDAGE  WORKS,  BOSTON.  MASS.  | 

MHumiiiimiiiHiiiiiiiuiiiiiiiiKiiiiiiiiiiiiiiriiiiiiuiiiMiiiiitiiinriiiti tiiiiiiiiMiiiiiHtiiiiiiiiiiiiHiiiiniitiiiiiiitiHirimiinmiMifn 


FENDERS 


LIFE  GUARDS 


ititmial 


I        The  Consolidated  Car  Fender  Co.«  Providence,  R.  I.  i 

I        Wendell  &  MacDuffie  Co.,  61    Broadway,  New  York  I 

i                                                 General  Sales  Asento  ^ 

\iiiniiiiiiiiiiiiiiiiiiiiitiimiiHiiiiiiiiiiiiniiiiMnMHrMiiiMiiNjiiiiiiiiiiMiitiiiiiiirriiiiiifrii:iiiiiriMiiiiHMuiiiiriiitiiiiiiiniimiiniRi 
MiniiiitiiimiuiimiiiiiiHiHiiiiiiiiiiiiiiiiiiiiiJiiiiiiittiiiiiiiiiiiniiniiitiiiuiiniimiiiiiiiitiiiniiiniiuiiiiiiHiiiiiiitiiiiniiiiiiimu 

PAIUWA\<  I  fTIUtTy  p^OMPANX  | 

Sole  Manufacturers  1 

"HONBTCOMB"  AND  "BOCin)  JET"  TENTILATOBS  I 

for  Monitor  and  Arch  Roof  Cars,  and  all  classes  of  buildings;  § 

also  ELECTKIO  THKBMOMETBR  CONTKOL  I 

of  Car  Temperatures.  | 

141-151  West  «8d  St.                 Write  for                    1338  Broadway  1 

Chicago,  ni.                         Catalogue                  New  York,  N,  Y.  j 

riiiniiiiiiiiniiniiiiiiirtniiiiiiiiiiiiiiiniiiiiiuniiiiiiiiiiriiiiniiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiimiriiiiiqiuuiiniiimriiiiiiniiiiiiiuJ 


ApHl  7,  1923 


Electric    Railway    Journal 


New   Light    Weight    Interurban    Car    on    Western    Ohio    Railway 


Profitable  Operation 


By  the  introduction  of  new 
Light-Weight  Cars,  weighing 
only  33,000  lb.,  the  Western 
Ohio  Railway  Company  was 
changed  from  an  unprofitable 
to  a  profitable  enterprise.  The 
last  three  months  of  1922,  after 
these  new  light-weight  cars  had 
been  placed  in  service,  it  is  re- 
ported demonstrated  that  econo- 
mies can  be  effected  in  the 
operation  of  interurban  lines 
which  will  reduce  expenses  to  a 
point  below  the  income  and  en- 
able them  to  complete  success- 


fully with  other  means  of  trans- 
portation. 

Mounted  on  Brill  No.  77-E 
Low-Level  Trucks  the  most 
comfortable  riding  action  is 
provided  under  these  Western 
Ohio  Cars,  which  is  essential  to 
all  classes  of  interurban  service. 
Their  light  weight  enables  them 
to  maintain  schedules  much 
better  than  the  heavier  types  of 
rolling  stock  and  their  operation 
has  been  most  satisfactory  in 
every  way. 


i 


The  J.  G.  Brill  Company  m 

PMILA  DEL-PHI  A..  Pa  '^^^ 


American    Car    Co. 

ST.    LOU'S     rvlO. 


G.C.KuHLMAN  Car  Co. 

Cl-CVEUArsID.OHIO. 


—     Wason    Manf'c  Co. 
spn  i(mcfie;i-0.  m/xss. 


Electric    Railway    Journal 


O 


s 


I 

o 

s 

o 

CO 


Ill 


I^MSMT 


^1*  m ., 


TROLLEY  WIRE 


The  same  qualities  that  resist  wear 
on  curves  and  crossings  give  Phono- 
Electric  the  long  life  on  tangent 


lines,  as  shown  above,  that  results 
in  far-sighted  economy  and  uninter- 
rupted service. 


^m 


Electric    Railway    Journal 


April  14,  1923 


Brooklyn  Trailer 

Interurban  and  Heavy  City  Service 

The  interurban  railways  of  the  country  are  finding  the  solution  to  their 
problems  in  the  operation  of  light  and  medium-weight  cars. 

Many  city   railway  systems  demand  a  high-capacity  motor  suitable  for 
26  and  28-inch  wheels. 

The  Type  535  Motor  is  especially  adapted  for  moderately  high-speed  in- 
terurban, and  for  heavy  city  service. 

The  Brooklyn  City  R.   R.   has  recently  purchased    108  of  these  motors 
for  converting  their  center-entrance  trailers  to  motor  cars. 

Westinghouse  Electric  &  Manufacturing  Company 

East  Pittsburgh,  Pa. 


No.  535 
60  H.P.  Railway  Motor 


Westinghouse 


Vol.  61,  No.  15 


New  York,  April  14,  1923 


Pages  631-668 


BENBY  R.  NOBRIS 
Engineering  Editor 

MCkRBIS  BUCK 
Associate  Editor 

C.  W.  sguiBR 
AHoclate  Editor 

CABIiW.  STOCKS 
Ajsoclato  Editor 

O.  J.  MaoMDRBAY 
Newi  Editor 

JOHN  A.  MHJCjER,  Js. 
EklltorUl  Assistant 


^^■cMmnr 


Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


N.  A.  BOWEKS 
Pacino  Coast  Editor 
Rlalto  Bldg.,  San  Franclsoa 
H.  8.  KNOWLTON 
New  England  Editor 
Treroont  Temple,  Boston 
MEBBILL  B.  KNOX 
Editorial  Assistant 
Old  Colony  Bldg.,  Chloato 
PAUL  WOOTON 
Wastilngton  Kepresentatlve 
Colorado  Bldg. 

HABOLD  T.  BOZELL 
Consulting  Editor 


CONTENTS 

Editorials    631 

East  Bay  Electric  Service  of  the  Southern  Pacific 

Railroad    633 

Two  million  passengers  per  month  use  trains  that  must  connect 
with  boats  on  two-minute  delay  margin.  To  meet  these  require- 
ments a  precise  system  of  maintenance  is  followed  in  order  to 
keep  maximum  number  of  cars  in  service, 

Detroit  Traffic  Graph  Made  Directly  on  Street 638 

Way  Construction  Experience  in  Portland 639 

By  F.  I.  Fuller. 

Rail  direct  on  concrete  slab  has  given  best  life.  Ballasted  track 
has  proved  unsatisfactory.  All  track  now  being  laid  with  concrete 
slab  to  eliminate  settlement. 

Los  Angeles  Utilities  Board  Recommends  Extensions, 
Subways  and  Buses 641 

Ten  miles  of  double  track  on  sixteen  car  lines  and  installation  of 
twenty-four  feeder  bus  lines  planned  at  a  total  cost  of  $5,000,000. 
Subways  paved  for  congested  district, 

Buffet-Parlor  Car  Has  Novel  Interior 642 

Latest  Practices  Followed  in  New  St.  Louis  Carhouse 

and  Storage  Yard 643 

Plant  constructed  for  handling  light  maintenance  and  inspection 
work  of  125  cars  consists  of  office  building,  shop,  washhouse  and 
large  storage  yard.     The  cost  was  $265,000, 
Company  Employee  Organizations  on  Eastern  Interur- 

ban   645 

Average  Automobile  Carries  Less  than  Two  Passengers ..  646 

Additional  Light  on  the  Detroit  Municipal  System 647 

The  consultants'  leaflets  criticise  handUng  of  accident  cases  and 
purchasing  by  established  city  departments.  Financial  methods 
tor  amortizing  purchase  price  compared  with  Glasgow  and  To- 
ronto. Renewal  fund  held  necessary  only  on  new  construction 
and  equipment. 

The  Reader's  Forum   650 

Association  News  and  Discussions 651 

Maintenance  of  Equipment 652 

News  of  the  Industry 655 

Financial   and  Corporate 658 

Traffic  and  Transportation  661 

Personal  Mention   664 

Manufacturers  and  the  Markets 667 


McGraw-Hill  Co.,  Inc.,  Tenth  Ave.  at  36th  St.,  New  York 


James  H.  MoOeaw,  President 

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E.  J.  Mehrbn,  Vice-President 

Mason  Britton,  Vice-President 

O.  D.  Street,  Vice-President 

Jambs  H.  MoGraw,  Jr..  Sec,  and  Treas, 

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must  be  given,  notice  to  be  received  at  least  ten  days  before  thd  change  takes  place. 
Copyright,  1923.  by  McOraw-HlU  Company,  Inc. 

Published  weekly.  Entered  as  second-class  matter,  June  23,  1908,  at  the  Post  OfBco, 
at  New  York,  under  the  Act  of  March  3,   18T9,     Printed  in  U,  S.   A, 


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the  electric  railway  industry ; 
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Circulation  of  this  issue,  5,950 


Advertising  Index— Alphabetical,  44;  Classified,  40,  42;  Searchlight  Section,  38,  39 


Electric    Railway    Journal 


April  14,  1923 


Low  in  Tirsi  Cost 
Low  in  Last  Cost 


W^stinghouse 


April  14,  1923 


Electric    Railway    journal 


This  is  a  drawing  from  an  actual  photograph 
showing  the  broken  frame  of  a  locomotive 
that  is  being  repaired  with  a  Westinghouse 
arc-welding  outfit  —  not  in  the  shops  but  oa 
the  right-of-way. 


Electric  Welding 

Saves  Time—  Money — Material 

A  broken  frame  stopped  this  locomotive  and 
threatened  a  trip  to  the  shops,  a  disorganized 
schedule,  a  long  delay  for  passengers  and  express 
matter,  and  a  cost  that  would  have  been  very 
serious. 

But  a  Westinghouse  salesman  happened  along! 

After  that,  it  was  only  a  matter  of  a  few  hours 
till  the  train  was  on  its  way  again;  the  frame 
permanently  and  properly  repaired  by  a 
portable  welding  set  which  had  been  operated  by 
the  same  tractor  that  drew  it  out  from  a  nearby 
town.    Just  think  about  that  a  minute! 

What  do  they  do  in  your  business?  Do  they 
weld,  or  do  they  wait?  Do  you,  and  your  plant 
people,  know  of  the  great  advantages  that  elec- 
tric welding  would  bring  to  you?  Perhaps  you 
have  no  idea  of  the  value  of  the  machines  and 
parts  that  are  scrapped  or  laid  up  every  year 
just  because  arc-welding  isn't  known,  or  its 
practical  uses  understood. 

Westinghouse  makes  arc-welding  apparatus 
for  every  purpose  including  a  one-man  set  that 
can  be  taken  to  the  work.  And  every  manu- 
facturer ought  to  know  of  their  possibilities  for 
there  are  few  plants  in  which  they  will  not 
quickly  pay  for  themselves.  Our  nearest  office  will 
gladly  tell  you  the  interesting  facts  about  them. 

WESTINGHOUSE 
ELECTRIC  &  MANUFACTURING  COMPANY 
Offices  in  all  Principal  Cities    •     Representatives  Everywhere 


Westinghouse 

^W  ^V  ^^^^M  ©  1SI23  W.  E.  ft  M.  Co. 


6  Electeic    Railway    Journal  April  14,  1923 

^  jnsurance  plus 


A  Worth  While  Saving 

The  Service  of  Marsh  6c  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  cost. 


MARSH  &  MCLENNAN 

175  W.Jackson  Blvd.  Chicago. HI. 


Minneapolis  Denver 

New  York  Duluth 

Detroit  Columbus 


San  Francisco 

Winnipeg 

Seattle 

Montreal 

Cleveland 

I-nndon 

April  14,  1923 


Electric    Railway    Journal 


O-B  Trolley 
Bases  are  built 
for  SERVICE 


Working  Service — O-B  Trolley  Base  designs  with  uniform 
spring  tension  make  the  trolley  wheel  hug  the  trolley  wire.  "Low 
bridge"  or  high  railroad  crossings  are  approached  and  left  with  the 
trolley  responding  smoothly  to  changes  in- trolley  wire. 

Uniform  spring  pressure  keeps  a  lowered  trolley  safely  under  the 
roof  hook. 

A  buffer  spring  prevents  overthrow  and  bending  of  the  pole. 

Maintenance  Service — ^Accessible,  easily  renewable  steel  bear- 
ing bushings  are  provided  in  all  working  bearings. 

Removal  of  a  single  screw  permits  lifting  of  O-B  Base  off  its  stem 
casting  and  exposes  every  vital  part  for  lubrication  or  inspection. 

In  short,  the  maintenance  man  can  give  O-B  Bases  any  necessary 
attention  in  minimum  time. 


Renewable 
Bearing 

Bushings 

Shown  dark  in  phantom  end 
view.  All  bearings  are  in  steel 
bushings  which  may  be  renewed 
if  necessary. 


Illustration  shows  how  simply  the 
O-B  Base  can  be  removed  from  its 
stem  casting,  exposing  roller  bearing*. 


O'B  Trolley  Bases  for  City,  Interurhan  and  Extra  Heavy  SERVICE 


The  Ohio  fSi  Brass  c 


O. 


Mansfield, 


OhiaU.SA. 


rYork     Philadelphia     Pittsburgh     Charleston. W.Va.     Chicago     Los  Angeles     San  Francisco      Paris,  Trance 
Pmkiobn   Tpoltey  Materiol.    Rail  Bonds.    Electric  Railway  Car  Equipment.    High  Tension  Porcelain  Insulators.    Third  Rail  Insuh  ' 


ELECTRIC    Railway    Journal 


AprU  14,  1923 


Our  "Ship  Today"  Tie  Service 

Will  Save  Time  and  Money  for  You 


The  International  Dating 
Nail  permanently  identifies 
the    tie    that    lasts    longest 

IT'S  AN 
INTERNATIONAL 


/ 


WE  maintain  a  "ship  today"  service  of  standard,  high 
grade,  specification  ties.  Send  us  your  requirements, 
and. we  will  ship  the  ties  immediately.  No  trouble,  no 
delay,  and  you  save  the  heavy  expense  of  1  ne  inspection 
which  you  would  necessarily  incur  if  you  attempted  to 
accumulate  the  ties  yourself.  Figure  this  saving  at 
5  cents  per  tie. 

But  this  saving  is  not  all — by  taking  advantage  of  our 
"ship  today"  service  you  entirely  eliminate  the  cost  of 
carrying  the  financial  investment  in  ties  during  the  ac- 
cumulation, transportation  and  long  seasoning  periods. 
Figure  this  on  a  5  or  6  per  cent  basis. 

We  have  never  failed  to  complete  a  con- 
tract. Use  the  International  Tie  Service 
and    saf/e    lime,    trouble    and   money. 

International  Ctreosoting  &  Construction   Co. 
General  Office — Galveston,  Texas 


AprU  14,  1923 


Electric    Railway    Journal 


0LTHOUGH  we  are  urging 
the  use  of  Steel  Tie  Track 
Construction  we  cannot  tell 
you  with  a  cost  accountant's  pre- 
cision its  exact  cost. 

You  can,  however,  by  careful  esti- 
mates based  on  other's  experience, 
very  closely  approximate  the  cost 


Ifof  Steel  Twin  Tie  Construction 
fl.  for  your  1923  work. 

|The  figures  above  are  quoted  from 
]  one  of  the  detailed  cost  records 
kept  by  customers  on  1922  work 
which,  with  other  data,  we  will  be 
pleased  to  send  to  any  interested 
railwav  man. 


THE  INTERNATIONAL  STEEL  TIE  CO. 

Cleveland 


10 


Electeic    Railway    Journal 


AprU  14,  1923 


A  Quality  Fibre  Conduit 
Standardized  to  the  Nth  Degree 

Bermico  Fibre  Conduit  meets  every  requirement  for 
putting  conductors  underground. 

It  is  made  by  a  company  which  normally  produces 
over  900  tons  of  pulp  and  paper  a  day.  The  Com- 
pany maintains  its  position  in  those  markets  by  a  rigid 
control  of  quality. 

It  is  equally  critical  of  the  materials  and  methods  pro- 
ducing Bermico  Fibre  Conduit. 

Automatic  machinery  makes  the  cotnduit  quickly, 
exactly  and  uniformly. 

Inspection  after  inspection  holds  production  to  the 
rigid  standards  established. 

The  finished  product  possesses  high  mechanical 
strength  and  high  dielectric  properties.  It  has  low 
absorption  of  moisture  and  is  economical  to  lay,  for  it 
is  made  in  7-foot  lengths. 

Our  nearest  House  will  furnish  samples  for  test.   Ask 
'   for  the  diameters  and  shapes  you  would  like  to  try  out. 


A 

NATIONAL 

ELECTRICAL 

SERVICE 


Western  Electric 
CompattY 

OFFICES  IN  Al_l-    PRINCIPAL   CITIES 


AprU  14,  1923 


Electric    Railway    Journal 


11 


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- 
man  cars. 

JEXECTRIC  SeHYICB  SuPPtlES  CcK 

Manufacturers  of  Railway  Material  and   Electrical  Supplies 


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  Fittincs 

Samson    Cordage 

Air   Valves 

Cord    Connectors 

Trailer    Connectors 

Automatic  Door  SignJiU 

Standard    Trolley   Harps 

Standard    Trolley   Wheels 


PHILADELPHIA  NEW  YORK 

17th  cuid  Cambria  Street     50  Church  Street 

Branch  OfHceg:  Boston.  Scranton,  Plttsbareh. 
Candadian  DUtrlbntors :  Lyman  Tube  & 
Supply  Co.,  Ltd.,  Montreal,  Toronto,  Win- 
nipeg, Vancouver. 


CHICAGO 
Monadnock  BIdg. 


12 


Electric    Railway    Jouenal 


AprU  14,  1923 


"P  &  H"  Guaranteed  Penetration 
Procets  polet  in  line*  »f  the  Kanttu  City 
Power  &  Light  Co.,  KanMan  City,  Mo. 


Guaranteed 


There's  no  "ifs,  ands  or 
buts"  -  no  guesswork  - 

about  "P  &  H"  Guaranteed 
Penetration  Process  Poles. 
You  know  what  you're  getting. 

It's  down  in  black  and  white  in  the 
written  guarantee  that  goes  with 
every  shipment  —  "impregnated 
with  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." 


99 


qfieP&H 

Guaranteed 
TenetrationPivcess 

— 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. 


Copsnight     1922,    by  P.  &  H.  Co. 


PAGBA^^'^  HII^Iv  CO. 


New  York,  N.  Y.  50  Church  St. 
Chicago,  111.,  l9So.  LaSalleSt. 


Grand  Rapids,  Mich.,  Powers  Bldg. 
Kansas  City,  Mo.  7 1 7  Bryant  Bldg.  Houston,  Texas,  1111   Carter  Bldg. 

Omaha,  Neb.,  513  Electric  Bldg.  Dallas,  Texas,  3 1  1  Sumpter  Bldg. 


Buffalo,  N.  Y.  950  EllicottSq.  Bldg 
Louisville,  Ky.  1416  Starks  Bldg. 


^g-^^!>g^^'^^^g^^^NS^^<^S^g^J^=^S<S^^^^=^^>g^^^^^ 


April  14,  1923 


Electric    Railway    Journal 


18 


The  latest  thing 
in  rolling  stock 

More  than  anything  else,  the  double-truck  car, 
adapted  to  either  one-man  or  two-man  operation,  as 
conditions  require,  is  the  outstanding  development 
of  recent  months.  The  practicability  and  the  econ- 
omy of  the  one-man  car  has  been  completely  demon- 
strated by  the  smaller  Birney  car  after  several  years 
of  service. 

Now  it's  one-man  operation  for  the  larger  units. 

Whether  you  are  designing  entirely  new  cars,  or  re- 
modeling old  ones  for  this  new  kind  of  service,  you 
need  proper  equipment  to  make  them  entirely  safe, 
and  more  speedy  in  operation.  The  most  successful 
results  are  obtained  by  judicious  selection  from  this 
list  of  modernizing,  pneumatizing  devices. 

National  Pneumatic 

Door  and  Step  Operating  Mechanlsma       Door  and  Step  Control 
Safety   Interlocking  Door  Control  Motorman's    Signal    Lights 

Multiple  Unit  Door  Control 


Get  in  touch  with  us  now  for  consultation  on 
your  rolling  stock  plans.  Let  us  figure  with 
you  on  National  Pneumatic  Equipment. 


Manufactured  in  Canada  by 

Dominion  Wheel  &  Foundries,  Ltd. 

Toronto,   Ont. 


National  Pneumatic  Company,  Inc. 

Originator  and  Manufacturer 

PRINCIPAL  OFFICE;  SO  Church  St.,  NEW  YORK 

Philadelphia — Colonial  Trust  Building         Chicago — McCormick  Building 

Works — Rahway,  New  Jersey 


14 


Electric    Railway    Journal 


April  14,  1923 


SAVE  with  SAFETY  CARS! 


GLANCE  back  over  last  year's  report  of 
operating  costs  and  revenue.  How  much 
revenue  was  left  after  the  operating  costs  were 
deducted  ? 

This  is  the  test  which  best  brings  out  the  vast 
advantages  of  the  Safety  Car  over  other  forms 
of  transportation  on  city  and  suburban  lines. 

Safety   Cars    effect   a   material    reduction    in 


operating  costs — the  saving  in  platform  ex- 
pense being  nearly  half — and  they  deliver 
service  that  wins  friends. 

The  application  of  our  standard  Air  Brake 
and  Safety  Car  Control  Equipment  makes  any 
car,  new  or  old,  a  Safety  Car.  Have  you 
considered  the  possibilities  of  increasing  profits 
by  converting  existing  "two-man"  cars? 


We  can  give  you  independent  door  control  with  the  new 
SELECTOR    VALVE 


SafetyCar Devices  Cot 

OF  St.  Louis,  Mo. 
Postal  and  Olographic  Address: 

WllMERDING,  Pa. 

CHICAGO     SAN  FRANCISCO    NEW  YORK    VASHINGTON    PITTSeURGH 


It  i«  a  aafety  car  if  equipped  with  our  mtandard  Air  Brake 
and  Safety  Car  Control  Devices. 


April  14,  1923 


Electric    Railway    Journal 


15 


Quality 

Air  Compressors 

That  Save  Power 


Stationary 

and 

Portable 

Types 


NOTE:  Westlurhouse-Nati'on- 
al  Compressors  are  built 
especially  lor  hirh-grade  in- 
dustrial service,  and  should 
not  be  confused  with  other 
Compressors  built  by  the 
Westinghouse  Traction  Brake 
Company  to  furnish  air  lor 
brakes  on  electric  cars.  Each 
is  a  complete  line  in  itself. 


MANY  of  the  oldest  Air  Compressors  doing  duty 
today  in  power  plants,  car  barns,  shops,  and 
other  departments  of  the  traction  industry,  bear  the 
Westinghouse-National  nameplate. 

These  machines  are  still  giving  satisfactory  service.  The 
quality  of  workmanship  they  represent  is  responsible  for 
an  exceptionally  low  maintenance  charge  over  the  entire 
period  of  operation. 

In  addition  to  low  cost  of  upkeep,  Westinghouse-National 
Compressors  are  equipped  with  a  distinctive  Automatic 
Control  which  means  a  positive  saving  of  power. 

Westinghouse-National  Compressors  are  built  in  all  sizes 
from  1 1  to  550  cu.  ft.  displacement. 

Do  You  Have  a  Compressor  Problem? 
We  Can  Solve  It. 


Westinghouse  Traction  Brake  Company 

General  Office  and  Works:  Wilmerding,  Pa. 


Boston.  Mass. 
Chicago.  111. 
Columbus,  O. 
Denver.  Colo. 
Houston.  Tex. 


OFFICES: 

Los  Angeles 
Mexico  City 
St.  Paul.  Minn. 
St.  Louis,  Mo. 


New  York 

Pittsburgh 

Washington 

Seattle 

San  Francisco 


WESTINGHOUSE  -  NATIONAL 


Air 
Compressors 


16 


Electric    Railway    Journal 


April  14,  1923 


Does  a  good  job  of  welding 
even  when  the  voltage  is  low 

«AJAX" 

Electric  Arc  Welder 

is  the  equipment  which  was  designed  by 
men  who  knew  trolley  line  conditions. 
Machines  designed  to  weld  only  at  550- 
600  volts  have  proved  failures  under 
actual  service  conditions. 

Ajax  Electric  Arc  Welders  produce 
333  amperes  at  standard  voltage,  but 
keep  up  to  200  amperes  at  300  volts. 
That's  why  "Ajax"-made  welds  last  so 
long,  when  others  fail.  The  high  ampere 
output  is  what  gives  the  strong,  deeply- 
penetrating,  long-lived  weld. 

Finish  the  job  by  grinding  with 

"ATLAS" 

Rail  'Grinder 

With  one  set-up  of  this  machine,  its  long  carriage 
travel  enables  you  to  grind  a  complete  smooth 
approach  and  run-off  for  the  welded  joint,  which 
the  car  wheel  will  ride  like  an  unbroken  rail. 

RAILWAY  TRACK-WORK  CO.,  3132-38  E.  Thompson  St.,  PHILADELPHIA,  PA. 

30  Church  St.,  New  York 

AGENTS: 
Chaa.  N.  Wood  Co..  Boston  Electrical  Engrinecring  &  Mig.  Co..  Pittsburgh         Alias  Railway   Supply   Co.,   Chicago         P.   W.   Wood,  New  Orleans 

Equipment  &  Engineering  Co..  London 


April  14,  1923 


Electric    Railway    Journal 


17 


EVIDENCE 


Galena  Electric  Railway  Lubricants  have  an  enviable  record  of 
accomplishment.  Their  reputation  for  efficiency  and  economy  has 
been  earned  in  the  open  field  of  practical  service.  They  have 
repeatedly  demonstrated  their  ability  in  tests  with  other  oils. 
In  every  section  of  the  country,  Galena  Oils  are  in  daily  use  on  the 
power  house  and  rolling  equipment  of  electric  railroads — not  merely 
on  a  few  isolated  properties,  but  on  hundreds,  including  the  largest 
and  heaviest  traffic  carrying  lines.  Their  records  of  performance  in 
mileage,  freedom  from  bearing  troubles  and  in  making  possible 
better  operating  conditions,  may  be  found  in  the  reports  of  any  road 
under  Galena  lubrication. 

These  reports  are  usually  available  to  other  roads  and  should  furnish 
a  reliable  source  of  comparison  to  roads  engaged  in  similar  service. 
They  may  safely  be  accepted  as  real  evidence  that  should  far  outweigh 
general  assertions.  We  will  gladly  refer  you  to  Galena  lubricated 
equipment  comparable  with  yours. 

"Day  by  day — in  every  way, 
You'll  find  Galena  Service  pay  !' 


18 


Electbic    Eailway    Journal 


April  14,  1923 


Good  Bonding  is  fundamental  to  improved  service 
at  less  cost,    invest  in  it. 


Wc.c.:.^  bend  with  400  tSO-uoU  O-E  Arc  Welder. 
Foot  opercted  push  button  station,  for  making  and 
breaking   u  elding  circuit,  protects  operator. 


^^ 


FormSF-1,  made  single  and  double  conductor , 
for  attaching  to  rail  head.  Readily  applied 
without  tearing  up  pavement. 


Form  SF-4  bond  with  steel  terminals  to  fit  the  angle  between 
ike  web  and  base  of  the  rail. 


Form  SF-S  for  application  around  the  Joint  plate.  Designed 
to  be  attached  to  top  of  rail  flange. 


Use  G-E  Welded  Bonds 

Think  of  an  unbonded  joint  as  an  open  circuit — 
that's  what  it  is,  practically.  The  high  resistance 
causes  a  voltage  drop  that  you  pay  for  in  im- 
paired service  and  increased  cost  of  repairs  to 
motors  operating  on  abnormally  high  current. 
And  there  is  an  energy  loss  that's  bound  to  show 
up  in  your  power  or  coal  bill. 

To  do  without  good  bonding  is  to  practice  false 
economy.  You  might  as  well  try  to  run  machinery 
without  lubrication. 

Rails  as  long  as  the  system  and  without  a  joint 
would  be  ideal.  Impossible,  of  course.  But  with 
welded  bonds  the  track,  as  an  electrical  circuit, 
is  without  a  joint.  Furthermore,  welded  bonds  are 
more  easily  and  cheaply  applied. 

Ask  our  nearest  Sales  Office  about  G-E  rail  bonds 
and  G-E  equipment  to  weld  them. 


General  Office 
Schenectady:  NY 


GeneralWElectric 


Company 


Sales  Offices  in 
all  large  cities 


Jr 


'\ 


Electric  Railway  Journal 


) 


Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Company,  Inc. 

Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


Volume  61 


New  York,  Saturday,  April  14,  1923 


Number  15 


Engineering  Science  Gets 

Substantial  Impetus  in  England 

ANNOUNCEMENT  has  been  made  that  the  famous 
L  pioneer  builder  of  high-speed  vessels,  such  as 
torpedo-boat  destroyers.  Sir  Alfred  Yarrow,  has  given 
£100,000  to  the  Royal  Society  (of  Great  Britain)  for 
the  promotion  of  engineering  research.  In  doing  this 
he  follows  the  excellent  example  of  Ambrose  Swasey, 
Warner  &  Swasey,  Cleveland,  Ohio,  who  some  years  ago 
gave  practically  the  same  sum,  or  $500,000,  for  a 
similar  purpose  in  this  country.  The  Engineering 
Foundation  is  the  result  of  the  Swasey  gift.  It  is 
performing,  in  a  quiet  way,  a  useful  service,  by  encour- 
aging that  fundamental  investigation  upon  which  in- 
dustrial progress  ultimately  depends. 

The  electric  railway  industry  in  Great  Britain, 
America  and  elsewhere  will  benefit  by  such  noble  gifts 
as  those  of  Swasey  and  Yarrow.  The  Charles  A.  Coffin 
Foundation  recently  established  by  the  General  Electric 
Company  will  have  much  the  same  effect  in  providing  a 
stimulus  to  engineering  development.  Electric  railway 
transportation  is  an  application  of  engineering  of 
nearly  all  varieties.  Whatever  makes  engineering 
sounder  at  its  foundations  in  the  end  permits  the 
electric   railways  to  give  better  service. 


High  Fixed  Investment  in  Railways 
Merits  Greater  Publicity 

IN  HIS  recent  address  before  the  Wisconsin  Utilities 
Association,  James  P.  Barnes  referred  to  the  lack  of 
understanding  that  many  business  men  have  of  the  elec- 
tric railway  industry  because  of  its  highly  specialized 
vocabulary.  He  said  that  while  we  speak  fluently  of 
return  on  the  investment  or  return  on  fair  value  of  the 
property,  we  refer  infrequently  to  the  fact  that  in  this 
business  the  usual  rate  of  annual  gross  earnings  is 
only  from  15  to  30  per  cent  of  the  amount  invested  in 
the  property.  To  put  it  in  terms  that  the  merchant  or 
manufacturer  can  understand,  we  should  refer  to  the 
annual  turnover  of  capital.  Many  lines  of  business  turn 
over  the  capital  from  two  to  ten  times  a  year.  Naturally 
it  is  amazing  to  find  an  industry  where  the  capital  is 
turned  over  but  once  in  from  three  to  six  years,  as  is 
the  case  of  the  electric  railways. 

This  small  volume  of  business  on  the  invested  capita! 
is  one  of  the  most  serious  problems  of  the  industry.  A 
merchant  invests  in  stock  which  he  cannot  dispose  of, 
but  in  a  few  months  he  is  able  to  close  it  out,  even 
though  at  a  loss,  and  stock  up  with  new  goods.  Before 
the  year  is  over  the  loss  will  be  absorbed  and  forgotten. 
On  an  electric  railway,  however,  a  mistake,  say  in  the 
design  of  cars  or  track,  cannot  be  forgotten  so  readily. 
It  must  be  used  intensively  for  a  number  of  years  in 
order  to  recover  the  original  cost. 


The  thought  to  be  emphasized  is  that  realization  by 
the  public  of  the  railway  pi'oblems  immediately  enlists 
in  most  cases  fairness  and  co-op>eration.  That  makes  it 
worth  while  to  spend  considerable  effort  on  getting  the 
right  kind  of  publicity  and  having  it  handled  right  in 
presenting  it  to  the  public.  Mutual  understanding  might 
often  silence  critics  who  insistently  demand  lower  fares 
and  more  service  without  having  any  idea  of  what  it  is 
going  to  cost. 


Simplified  Practice  Next  Best 
to  Standardization 

WHILE  many  companies  are  prevented  from  adopt- 
ing various  American  Electric  Railway  Engineer- 
ing Association  standards  because  they  cannot  afford 
to  throw  away  equipment  and  track  which  is  still 
good  for  many  years  of  service,  there  remains  much 
which  they  can  do  in  the  direction  of  simplified  practice, 
as  urged  by  Secretary  Hoover.  This  is  particularly 
true  in  the  case  of  lines  with  a  number  of  operating 
divisions    and    also   with   holding   companies. 

An  inventory  of  the  equipment  of  the  diffei-ent  lines 
of  a  holding  company,  for  instance,  may  show  that  each 
of  its  operating  properties  has  a  half  dozen  or  more 
types  of  motors  of  modern  design  as  well  as  a  number 
of  the  ancient  types.  It  is  quite  probable  also  that  an 
engineering  examination  of  the  operating  conditions 
of  a  property  will  show  that  the  company  can  get  along 
very  well  with  two  or  at  most  three  types  of  modern 
motors.  The  variety  of  equipment  has  been  brought 
about  either  because  the  motors  were  purchased  in 
small  lots  when  the  railways  were  being  operated  sepa- 
rately or  because  they  were  bought  in  large  quantities 
by  the  head  office  and  distributed  in  small  numbers  to 
the  different  companies. 

In  a  case  like  this  at  least  one  large  holding  company 
is  endeavoring  to  standardize  each  property  on  the 
basis  of  the  minimum  number  of  motors  possible  on  its 
lines,  sa.v  two  or  three.  In  some  cases  this  may  mean 
the  shipment  of  some  motors  from  one  road  to  another, 
but  it  means  also  the  relegation  of  the  less  efficient 
motors  to  the  plows,  sweepers  and  other  equipment  not 
often  used  and  to  the  scrap  heap,  and  confining  purchases 
on  each  property  to  two  or  three  modern  types. 
Obviously,  much  the  same  practice  can  be  followed  with 
other  parts  of  the  equipment,  even  cars,  if  the  railways 
are  not  too  far  apart  so  that  transportation  charges 
would  be  too  high. 

The  application  of  this  system  of  simplified  practice 
has  been  mentioned  in  the  case  of  a  holding  company, 
but  the  plan  is  equally  applicable,  of  course,  to  a  large 
company  with  a  number  of  operating  divisions,  where 
there  is  an  advantage  in  having  the  equipment  repair 
parts  in  each  car  inspection  shop  kept  low.  Nevertheless, 
it  is  undoubtedly  true  that  the  smaller  company  benefits 


632 


Electric    Railway    Journal 


Vol.  61,  No.  15 


more  proportionately  from  standardization  and  sim- 
plified practice  than  the  larger  company.  The  latter 
can  afford  to  keep  a  large  variety  of  parts  in  its  store- 
house, where  the  smaller  company  would  be  overwhelmed 
by  their  variety.  It  is  the  latter,  therefore,  that  will  be 
most  benefited  by  standardization  or  this  form  of  simpli- 
fied practice. 

Do  the  People  Want 

Interurban  Rail  Service? 

FOLLOWING  is  a  letter  received  by  the  editor  this 
week  from  a  resident  of  a  rural  community.  This 
letter  is  an  editorial  as  it  stands: 

"In  an  issue  of Star  of  Jan.  22,  we  notice  an 

article  quoted  from  your  Journal  saying,  'Electric  Rail- 
way Outlook  Improving,'  which  prompted  us  to  ask  you 
a  few  questions  on  this  subject. 

"We  are  located  between  and  ,  a  dis- 
tance of  27  miles,  and,  until  the  war,  had  a  steam  line 
connecting  those  two  cities,  a  line  that  was  doing  a 
paying  business.  But  on  account  of  the  high  price 
of  rails,  it  was  junked  and  rebuilt  in  France,  leaving 
this  territory  without  a  railroad  of  any  kind,  a  very 
fertile  country  of  several  square  miles. 

"The  main  object  of  this  letter  is  to  ask  you  if  you 
know  of  some  electrical  promoter  who  would  connect  us 

up  with  the electric  lines  on  the  south 

and  the  line  at on  the  north.    The  old 

roadbed  is  still  intact,  and  the  people  are  ready  to  help 
by  either  private  subscription  or  vote  a  subsidy  if 
necessary. 

"Can  you  give  us  any  information  as  to  where  we 
could  get  in  touch  with  some  real-for-sure  promoter 
who  could  put  this  project  over,  or  of  some  financiers 
who  might  take  it  up?  We  can  show  that  the  old  road 
did  a  good  business,  as  it  was  the  only  outlet  of  this 
vast  territory.  As  people  have  found  by  experience 
that  the  trucking  business  is  not  a  success,  they  are 
very  anxious  for  a  railroad  of  some  kind.  Let  us  hear 
from  you." 


A  Great  Industry 

Without  Education 

IT  SEEMS  almost  incredible,  but  it  is  nevertheless 
true,  that  the  great  public  utility  industry,  ranking 
among  the  most  important  fields  of  endeavor  in  both 
investment  involved  and  value  to  the  common  good,  is 
practically  without  representation  in  the  curricula  of 
the  colleges.  Young  men  are  trained  to  be  engineers, 
they  are  taught  general  economics,  they  learn  some- 
thing of  corporation  law,  they  may  get  a  smattering 
of  regulatory  practices,  but  there  is  no  course  of 
education  that  might  truly  be  said  to  be  designed  to  fit 
young  men  to  enter  the  public  utility  field.  Here  is  a 
great  industry,  the  ramifications  of  whose  business 
involve  in  a  particular  way  almost  all  branches  of 
engineering,  the  law  and  business  administration.  It 
draws  very  heavily  upon  the  graduate  rolls  of  the  uni- 
versities for  personnel,  yet  its  needs  are  not  directly  in 
view  in  the  planning  of  courses  of  education.  Only 
recently  has  this  situation  begun  to  be  realized  by  the 
universities  and  by  the  public  utility  interests  in  a 
constructive  way,  and  both  are  now  giving  the  matter 
some  attention. 

One  of  the  great  tasks  in  this  connection  is  the  work 
of  compiling  suitable  textbooks.  This  is  a  rather 
formidable  undertaking,  which  should  have  behind  it 
the  combined  intelligence  of  a  number  of  the  leading 


minds  of  the  field.  It  is  one  which  probably  would  not 
be  accompanied  by  a  suflScient  sale  of  the  books  to 
compensate  individual  enterprise  for  its  efforts.  Which 
means  that  the  utility  companies,  looking  honestly 
without  thought  of  propaganda  toward  the  development 
of  future  personnel,  should  sponsor,  or  give  financial 
aid  to  this  work  of  providing  the  universities  with 
adequate  textbooks,  as  written  and  compiled  by  accepted 
authorities  in  each  branch  of  the  utility  field.  It  would 
seem  quite  in  keeping  with  the  demands  of  the  future 
that  many  universities  should  include  in  their  curricula 
such  courses  as  would  permit  the  student  to  specialize 
his  last  year  or  two  in  public  utility  administration. 


Railway  for  Express  Service; 
Bus  for  Local  Service 

PROVIDENCE,  R.  I.,  presents  some  knotty  trans- 
portation problems  for  settlement.  If  ever  a  city 
exemplified  the  idea  which  the  writer  of  the  cowpath 
poem  had  in  mind  it  is  the  city  founded  by  Roger 
Williams.  It  didn't  name  any  of  its  streets  after  the 
author  of  the  poem,  but  it  did  name  one  Weybosset  as 
signifying  the  idea  behind  the  poem.  There  would  not 
be  synonyms  enough  to  go  around,  but  all  streets  in 
Providence  might  be  named  Weybosset,  or  the  equiva- 
lent, so  much  are  they  alike.  This  succession  of  narrow, 
winding  streets  on  the  cowpath  plan  would  of  itself 
be  enough  to  tax  the  ingenuity  of  any  transportation 
management,  but  in  addition  to  this  there  are  the  seven 
hills  on  which  the  city  is  set  with  which  to  contend. 
Movement  of  railway  traffic  through  the  business  dis- 
trict downtowm  is  both  slow  and  hazardous. 

It  is  to  help  relieve  this  situation  that  the  United 
Electric  Railways  has  hit  upon  the  plan  of  establishing 
ten  distinct  loops  in  the  business  district,  taking  all 
cars  off  some  streets  of  heavy  traflSc,  and  of  running 
trolleys  in  express  service  on  Broadway  from  Providence 
to  Olneyville  Square,  with  buses  in  use  for  local  service 
over  the  same  thoroughfare.  The  run  is  only  1.52  miles, 
but  it  is  one  of  the  most  interesting  experiments  yet 
made  with  buses,  for  beyond  Olneyville  Square  seven 
different  trolley  routes  spread  out  fan  fashion.  More- 
over, the  use  of  the  trolleys  in  express  service  means 
that  all  the  people  within  the  area  between  Barton 
Street  and  the  center  of  Providence  are  being  served 
entirely  by  motor  buses  in  lieu  of  trolleys.  In  other 
words,  the  United  Electric  Railways  is  voluntarily  giving 
over  entirely  to  vehicles  other  than  its  own  some  of  the 
streets  formerly  occupied  by  it,  while  in  the  Broadway 
instance  it  may  turn  out  that  the  company,  with  both 
trolleys  and  buses,  will  eventually  monopolize  a  goodly 
part  of  the  street.  Even  to  that  there  can  be  no  reason- 
able objection  when  such  occupancy  has  behind  it  the 
idea  of  the  greatest  good  for  the  greatest  number.  The 
lessons  to  be  drawn  six  months  from  now  from  these 
experiments  may  prove  to  be  of  considerable  value  to 
^)perators  elsewhere  confronted  with  similar  problems. 


President  Harding  has  again  shown  his  grasp  of 
business  and  employment  problems  by  promptly  putting 
in  effect  as  far  as  practicable  the  recommendation  of 
Secretary  Hoover  and  the  Conference  on  Unemployment, 
headed  by  0.  D.  Young,  that  government  construction 
work  should  be  minimized  when  times  are  good  and 
pushed  in  slack  times.  This  is  a  matter  of  interest  to 
electric  railways,  for  if  the  plan  is  emulated  by  the 
states  and  cities,  the  governmental  work  in  dull  years 
will  have  an  appreciable  effect  in  keeping  the  riding  up. 


April  14,  1923 


Electric    Railway    Journal 


633 


Oakland  Pier  from  Above 

At  the  extreme  left  is  a  lumber  pier  and  slip.  Tlie  next  slip  is  center  and  right.  Next  are  the  pumping  plants  and  water  tanks 
for  freight.  The  next  pier  contains  the  main  train  sheds  with  the  for  terminal  supply  and  Are  protection.  The  slip  farthest  to  the 
electric  station   on  the  left   and   that  for  the  steam   lines   in  the       right  is  for  automobiles. 


East  Bay  Electric  Service  of  the 
Southern  Pacific  Railroad 

Two  Million  Passengers  per  Month  Use  Trains  that  Must  Connect  with  Boats  on  Two-Minute  Delay 
Margin — To  Meet  These  Requirements  a  Precise  System  of  Maintenance  Is  Followed  in  Order  to  Keep 
Maximum  Number  of  Cars  in  Service — ^The  Cars  Purchased  in  1911  Have  Given  Very  Satisfactory  Service 


IN  THE  thriving  communities  on  the  east  side  of 
San  Francisco  Bay  the  Southern  Pacific  System 
gives  a  rapid  transit  service  on  what  is  known  as 
its  East  Bay  electrified  division.  These  lines  are 
operated  and  maintained  according  to  the  same  stand- 
ards as  main  line  service  and  therefore  require  a  highly 
efficient  system  of  inspection  and  upkeep.  One  of  the 
reasons  why  a  high  standard  of  maintenance  and  relia- 
bility is  necessary  is  that  the  schedules  of  the  ferry- 
boats running  across  the  bay  and  completing  the  journey 
to  San  Francisco  are  maintained  independently,  and  all 
trains  must  connect  with  the  boats  they  meet  on  a  delay 
margin  of  two  minutes.  Because  of  the  necessity  of 
simultaneously  loading  from  thirty  to  thirty-four  cars 
with  ferryboat  loads  of  2,800  to  3,000  commuters  during 
peaks  the  system  of  handling  traffic  at  the  Oakland  and 
Alameda  ferry  terminals  has  received  constant  study 
and  has  been  brought  to  a  high  degree  of  perfection. 

Features  of  the  East  Bay  system  as  a  whole  were 
described  in  the  Electric  Railway  Journal  for  Sept.  18, 
1915.  Recent  changes  in  equipment  and  some  of  the 
features  of  present  methods  of  operation,  maintenance 
and  inspection  are  noted  in  the  following: 

Passenger-Handling  Problem 

The  electrified  division  serves  parts  of  Oakland,  Ala- 
meda, Berkeley  and  neighboring  towns  and  comprises 
slightly  more  than  51  miles  of  double-track  line.  Each 
month  it  operates  approximately  29,000  trains,  handling 


about  2,000,000  passengers.  Station  stops,  approxi- 
mately 1,500  to  2,000  ft.  apart,  are  made  instead  of  stops 
at  street  corners.  Trains  are  scheduled  so  as  to  arrive 
and  leave  the  piers  in  processional  order  and  are  so 
arranged  that  no  train,  when  arriving  at  or  leaving  ter- 
minals, moves  through  passengers  detraining  or  enter- 
ing. Most  of  the  traffic  is  to  and  from  Oakland  and 
Alameda  piers,  which  are  the  east  shore  terminals  for 
the  ferries  that  cross  San  Francisco  Bay.  With  boats 
operating  on  a  twenty-minute  interval,  capacity  loads 
are  carried  on  practically  all  trips  during  the  morning 
and  evening  rush  hours. 

At  the  San  Francisco  end  of  the  ferry  trip  a  consid- 
erable portion  of  the  business  district  of  that  city  is 
within  easy  walking  distance  of  the  ferry,  and  with  the  . 
favorable  weather  that  obtains  a  large  part  of  the  year 
many  of  the  commuters  are  accustomed  to  walk  the 
distance  between  the  ferry  and  their  places  of  business. 

On  the  East  Bay  side,  however,  where  the  property 
described  in  this  article  is  located,  a  different  condition 
obtains.  The  ferry  terminal  is  several  miles  from  the 
business  district  and  still  further  from  the  residential 
districts  to  which  most  of  the  commuters  go.  At  this 
terminal,  therefore,  all  passengers  use  the  electric 
trains,  and  during  the  evening  rush  hours  this  means 
that  every  twenty  minutes  the  commuters  land  from 
two  levels  of  the  ferryboat  in  a  period  of  about  two 
minutes  and  go  directly  to  the  waiting  cars. 

The  fare  between  San  Francisco  and  all  points  within 


634 


Electric    Railway    Journal 


Vol.  61,  No.  15 


Train  VurtlH  at  Oakland  Alole  Tenuinal 


The  switch  tower  at  the  right  controls  the  movements  for  all 
steam  and  electric  trains.  In  the  terminal  station,  in  the  back- 
ground,  the  electric  division  uses  the  structure  at   the  left,   cov- 


ered by  a  double-truss  roof,  while  the  main  line  steam  trains  use 
the  liigher  structure  which  is  located  at  tlie  riglit  of  the  electric 
terminal. 


city  limits  of  East  Bay  cities  is  the  same,  namely,  18  cents 
for  a  single  cash  fare,  or  $4.80  for  a  commutation  book  of 
sixty  rides.  Collections  can  therefore  be  made  as  the 
passengers  enter  the  waiting  room  at  San  Francisco, 
thereby  avoiding  ticket  wickets  that  would  cause  delay 
in  moving  from  the  boats  to  the  several  trains.  The 
boats  discharge  at  both  piers  on  three  gangways,  two 
of  which  are  20  ft.  wide  and  the  third  12  ft.  wide.  The 
gangway  from  the  upper  boat  deck  leads  into  a  20  per 
cent  ramp,  12  ft.  wide,  which  affords  convenient  access 
to  the  track  level. 

Arrangements  on  the  Pier 

On  the  Oakland  Mole  the  main  track  level  is  divided 
into  two  parts.  Main  line  steam  trains  occupy  one  side 
(twelve  tracks)  and  the  local  electric  trains  the  other 
(seven  loading  and  six  storage  tracks).  On  the  Ala- 
meda Mole  there  are  only  electric  lines,  and  the  entire 
terminal  with  eleven  tracks  is  devoted  to  their  use.  All 
•electric  trains  operating  out  of  these  terminals  have 
double-end  control  so  that  stub-end  tracks  are  used, 
and  the  train  is  ready  for  the  return  trip  as  soon  as  the 


motorman  walks  the  length  of  the  train  and  takes  his 
place  in  the  cab. 

Ordinarily  cars  are  operated  out  of  the  Oakland  Mole 
on  seven  routes,  leaving  from  five  tracks,  and  out  of 
the  Alameda  Mole  on  three  routes,  leaving  from  three 
tracks.  The  Oakland  Mole  carries  five  tracks  in  each 
direction,  which  includes  steam  service  as  well,  and  the 
Alameda  Mole  two  tracks  in  each  direction.  Large 
signs,  listing  the  names  and  destinations  of  the  various 
routes,  are  posted  in  the  waiting  room  on  the  San 
Francisco  side,  also  in  the  depots  on  the  East  Bay  side 
and  in  several  places  where  the  passengers  cannot  fail 
to  see  them  as  they  leave  the  boat.  Route  signs  are 
displayed  on  portable  stands  near  the  entrances  of  all 
trains,  and  the  conductors  and  brakemen  stand  on  the 
main  floor  near  their  trains  to  answer  inquiries. 

A  feature  of  these  terminals  is  the  ample  space  pro- 
vided for  the  separation  of  streams  of  traffic  going  from 
the  boat  to  the  several  trains.  As  passengers  come  from 
the  ramps  or  the  outlets  from  the  main  deck  gangways, 
the  lines  of  traffic  diverge  fanwise  in  a  spacious  area 
around  which  the  trains  are  waiting.     For  the  purpose 


The  mole  terminal  appears  In  the  distance  at  the  left,  and  the 
electric  trains  on  the  tracks  at  the  right.  In  the  left  foreground 
a  switch  engine  is  bringing  main  line  cars  from  the  yard  to  be 


Typical  View  of  Traffic  on  Oaklauti  Mole 

made  up  into  trains  on  the  mole.  At  the  extreme  left  a  switch 
engine  is  hauling  freight  cars  between  the  freight  yard  and  the 
freight  ferry  slip. 


April  14,  1923 


Electric    Railway    Journal 


635 


of  speedy  loading,  the  cars,  which  are  designed  expressly 
for  this  service,  have  very  wide  entrances  and  large 
platforms  so  that  there  is  a  minimum  of  delay  in  get- 
ting passengers  aboard  the  train.  It  is  not  unusual, 
even  during  the  rush  hours,  for  the  first  train  to  leave 
within  one  and  one-half  to  two  minutes  after  the  first 
passenger  gets  ashore,  and  the  last  of  the  eight  trains 
from  the  Oakland  Mole  is  ordinarily  in  motion  within 
four  minutes  thereafter. 

To  handle  the  crowds  in  this  way  calls  for  teamwork, 
not  only  between  various  crews  but  between  different 
departments.  An  instance  of  this  occurred  recently, 
when  a  grounded  motor  caused  a  circuit  breaker  to  open 
in  the  Oakland  Mole  terminal  just  as  trains  from  one 
of  the  rush-hour  boats  were  moving  out.  This  cut  off 
the  power  and,  of  course,  left  all  the  trains  in  dark- 
ness. According  to  the  company  rules,  power  could  not 
be  restored  until  the  power  house  was  advised  that  the 
trouble  was  cleared.  The  foreman  of  the  terminal  crew 
knew  from  observation  that  what  had  occurred  was 
limited  to  one  train  and  that  it  had  cleared  itself.  He 
therefore  first  ordered  the  power  restored,  and  then, 
with  assistance,  went  to  the  train  in  trouble.  The  cars 
were  again  illuminated  and  moving  within  one  minute. 
Within  one  and  one-half  minutes  from  the  time  the 
trouble  first  appeared  the  train  on  which  the  trouble 
occurred  was  also  under  way,  completing  its  run  with 
the  disabled  motor  cut  out. 

One  disadvantage  of  having  a  ferry  terminal  on  a 
mole  is  the  impracticability  of  having  car  storage  yards 
near  at  hand.  The  Oakland  and  Alameda  Mole  trains 
have  to  be  made  up  in  a  storage  yard  about  2,000  ft. 
from  the  ferry  terminal.  All  cut-outs  and  pick-ups  of 
cars  have  to  be  made  during  the  layover  period  of  eight 
minutes.  This  time,  however,  has  been  found  sufficient, 
even  though  practically  all  pick-ups  and  cut-outs  are 
made  from  the  center  portion  of  the  train,  and  back-up 
movements  are  directed  either  by  hand  signals  or  by 
the  engineer  changing  operating  ends  of  the  equipment. 

Cars  and  Equipment 

Three  types  of  cars  are  used,  namely,  motor  cars, 
trailers  and  a  combination  coach  and  baggage  car.  The 
latter  is  67  ft.  long  and  seats  eighty-eight  passengers. 
The  bodies  of  the  motor  cars  and  trailers  are  alike  and 
they  are  72  ft.  long  and  seat  116  passengers.  Twenty- 
one  of  the  trailers  have  been  provided  with  cabs  and 
operating  equipment,  so  that  they  can  be  used  as  the 
first  car  in  the  train  for  the  purpose  of  reducing  switch- 
ing and  the  makeup  of  trains.  The  motor  cars  weigh 
about  900  lb.  per  passenger  and  the  trail  cars  about  600 
lb.  per  passeftger. 

Each  motor  car  has  two  140-hp.,  1,200-volt  motors  per 
truck,  permanently  connected  in  series  and  geared  to  a 
free  running  speed  of  approximately  38i  m.p.h.  Each 
motor  car  has  its  own  current  collector;  power  bus  lines 
are  not  used  in  the  operation  of  trains.  A  600-volt 
lighting  and  control  circuit  supplied  by  a  dynamotor, 
.  however,  serves  a  duplex  bus  which  is  run  throughout 
the  train  to  provide  current  for  lighting  and  control. 

Throughout  the  trains,  some  of  which  are  made  up 
of  as  many  as  eight  cars  during  rush-hour  service, 
there  is  one  nine-point  control  cable  which  is  coupled 
to  all  master  controllers  and  all  contactor  boxes  so  that 
the  train  can  be  handled  from  any  cab.  This  also  ap- 
plies to  the  air  brake  equipment,  with  the  exception  that 
air  compressor  motors  are  energized  direct  from  the 
current  collectors  of  individual  motor  cars. 


Ollklaiul   Ferryboat  Kiiteriiig  Slip 

These  boats  carrv  2.S00  to  3,000  commuters  each  in  rush  hours, 
and  the  Oakland  Mole  Terminal  is  so  arranged  that  even  with 
this  laige  number  of  passengers  the  first  train  leaves  within  one 
and  one-half  to  two  minutes  after  the  first  passenger  gets  ashore. 

All  the  cars  are  equipped  with  the  usual  A.R.A.  stand- 
ard coupler  and  safety  appliances  so  they  can  be  jointly 
switched  in  yards  with  main  line  equipment,  and  should 
emergency  require  the  train  coaches  can  be  used  in 
main  line  service  with  steam  power. 

Inspection  and  Painting  System 

The  electric  division  has  a  total  of  141  cars  in  this 
ferry  train  service.  On  the  basis  of  their  being  re- 
painted at  intervals  of  two  years,  from  six  to  seven 
cars  are  constantly  in  the  paint  shop.  All  of  the  re- 
maining 134  are  needed  to  handle  the  daily  peak  loads. 
Hence,  while  there  is  the  advantage  of  no  non-revenue 
equipment,   it   is  necessary  to  arrange  inspection  and 


A  Stop  on  the  Seventh  Street  Line  witli  a 
Seven-Car  Train 

These  cars  are  72  ft.  long  and  10  ft.  5S  In.  over  eaves  in  width. 
This  maltes  possible  a  triple  seat  on  one  side  of  the  aisle  and  a 
double  seat  on  the  other  and  gives  a  seating  capacity  of  116  pas- 
sengers per  car.  Each  motor  car  is  equipped  with  four  140-hp. 
motors  and  with  the  regular  A.R.A.  standard  coupler  so  that 
they  can  be  switched  and  otherwise  connected  with  main  steam 
line  equipment  should  emergency  require  at  any  time. 


636 


Electric    Railway    Journal 


Vol.  61,  No.  15 


maintenance  programs  so  that  no  cars  are  kept  out  of 
service  during  either  the  morning  or  evening  peaks  ex- 
cept the  six  or  seven  held  out  for  repainting,  at  which 
time  a  general  overhauling  is  also  given. 

Inspections  are  made  at  intervals  of  1,200  miles  on 
motor  cars  and  2,000  miles  on  trailers.  To  accomplish 
this  effectively,  each  inspector  is  trained  to  do  a  certain 
part  of  the  work  and  is  kept  at  his  specialty  without 
such  interruptions  as  making  sick  relief  or  filling  such 
other  temporary  vacancies  that  occur  in  the  shop  organ- 
ization. A  feature  of  the  company's  policy  in  this  re- 
gard is  to  require  each  inspector  to  sign  a  statement 
covering  the  condition  of  that  part  of  the  work  he  has 
inspected.  It  is  considered  as  important  to  let  him 
know  when  he  does  good  work  as  when  he  does  not,  and 
in  order  to  keep  him  informed  as  to  the  results  he  has 


Cars  are  brought  in  for  general  overhauling  at  in- 
tervals of  twenty-four  months  on  the  assumption  that 
the  mileage  will  average  4,000  miles  per  month.  On 
account  of  the  makeup  of  trains,  some  cars  make  only 
half  this  mileage  and  their  equipment  is  overhauled 
only  at  forty-eight-month  intervals.  However,  the  re- 
painting is  done  every  twenty-four  months,  regardless 
of  mileage. 

General  overhauling  consists  of  stripping  the  car  of 
all  electrical  apparatus,  excepting  the  frame  of  the 
various  control  units.  The  car  body  and  trucks  are  then 
sandblasted  to  take  off  the  accumulated  dirt,  rust  and 
such  paint  as  requires  removal.  After  all  necessary 
cleaning  of  trucks  and  car  body,  the  bottom  of  the  car 
is  repainted  by  the  air-pressure  spray  process.  While 
the  electrical   equipment   is   being  cleaned   and  put   in 


Seven-Car  Train  Operating  Out  of  Alametla  ^lole 

With    trains    like   these   the   Southern    Pacific    Railroad    carries       Berlteley  to  the  ferry  slip,  whence  they  cross  the  bay  by  ferry  to 
commuters  living:  in  the  East  Bay  cities  of  Oakland,  Alameda  and       San  Francisco. 


obtained,  the  performance  records  of  equipment  are 
regularly  shown  him.  By  this  means  the  efficiency  of 
each  inspector  is  a  matter  of  record,  the  force  is 
strengthened  and  unsatisfactory  labor  is  promptly 
eliminated. 

Between  these  1,200  and  2,000-mile  inspections  the 
only  work  done  on  the  cars,  in  addition  to  cleaning,  is 
the  renewal  and  adjustment  of  brake  shoes.  The  shop 
where  the  inspection,  repairs  and  painting  are  done 
for  all  rolling  stock  of  the  electric  division  is  at  West 
Alameda  and  is  divided  into  mechanical  and  electrical 
departments,  each  with  its  own  foreman.  The  electrical 
foreman  has  charge  of  inspection  and  also  the  over- 
hauling of  electrical  equipment;  the  mechanical  fore- 
man directs  all  overhauling  with  the  exception  of  elec- 
trical equipment.  The  paint  shop  is  operated  as  an 
adjunct  under  its  own  foreman  and  has  no  direct  rela- 
tion to  the  other  departments. 


good  condition  the  necessary  work  on  the  car  body  and 
trucks  is  done,  and  the  car  is  then  reassembled  and 
moved  into  the  paint  shop. 

During  general  overhauling  and  painting  cars  are 
out  of  service  approximately  thirty  days  where  repairs 
are  heavy,  or  less  time  in  proportion  to  the  amount  of 
work  to  be  done.  The  painting  consists  of  a  color 
varnish  process  covered  with  an  additional  coat  of  wear- 
ing varnish  which  has  been  found  to  give  good  service  , 
for  a  period  of  two  years.  This  wearing  surface  is 
renewed  about  four  times  (or  it  has  about  ten  years 
total  life)  before  all  paint  has  to  be  removed  for  a  fresh 
start.  In  this  district  the  salt  fogs  are  very  severe,  the 
routes  follow  the  bay  shore  almost  entirely,  and  the 
cars  are  stored  on  piers  over  the  bay  water. 

For  running  repairs,  the  idle  units,  such  as  motors, 
compressors  and  dynamotors,  belonging  to  cars  being 
painted  are  used  as  exchange  units  for  the  purpose 


April  14,  1923 


Electric    Railway    Journal 


637 


of  reducing  shop  time  on  such  repairs.  This  makes 
extra  equipment  unnecessary.  When  released  from  the 
paint  shop,  cars  are  fitted  with  trimmings  and  are  given 
approximately  a  10-miIe  test  run  before  being  released 
for  service. 

The  paint  shop  is  equipped  with  a  hot  air  heating 
system  to  maintain  a  uniform  temperature  for  varnish- 
ing. The  machine  shop  is  fitted  with  a  twenty-five-ton 
traveling  crane  which  handles  all  car  bodies,  motors  and 
other  heavy  parts.  The  inspection  shop  is  fitted  with 
floors  between  pits  depressed  approximately  18  in.  to 
facilitate  inspection.  The  trolley  wires  in  the  inspec- 
tion shop  have  a  feeder  circuit,  opened  and  closed 
through  a  magnet  circuit  breaker  which  has  a  remote 
control  and  is  coupled  with  indicating  lights  and  warn- 
ing whistles  so  that  the  trolley  cannot  be  energized 
unexpectedly.  Such  remote  control  switches  have  a 
spring  release  to  prevent  trolley  wires  being  left  ener- 
gized without  an  attendant. 

Changes  in  Equipment 

No  changes  have  been  found  necessary  in  the  original 
design  of  the  equipment  or  shops  since  its  initial  serv- 
ice in  1911.  In  1921  a  program  of  renewing  armature 
windings  in  traction  motors,  air  compressor  motors  and 
dynamotors  was  begun.  This  work  is  handled  as  the 
cars  come  in  for  overhauling  and  thus  has  extended  con- 
siderably over  two  years.  At  the  same  time  all  field 
coils  in  these  units  were  removed  for  the  first  time  and 
for  the  purpose  of  renewing  the  exterior  insulation  and 
deteriorated  leads. 

During  the  rewinding  of  the  traction  armatures  it 
was  considered  advisable  to  apply  bronze  end  castings 
that  would  support  the  laminations  not  only  below  the 
coils  but  between  the  coils,  and  also  to  substitute  a 
stronger  air  duct  spacer  in  place  of  the  old  pressed  steel 
type  which  has  shown  a  tendency  to  fail.  At  the  same 
time  a  solid  conductor  was  installed  in  the  traction 
motor  armatures  in  place  of  the  previous  split  bar  over- 
lap type  conductor  which  has  shown  a  tendency  to  fail 
before  the  insulation  had  run  its  life.  These  changes 
are  expected  to  increase  the  life  of  the  armature  insula- 
tion materially. 

Some  consideration  has  been  given  the  question  of 
equipping  motor  cars  with  the  modern  type  of  line 
switch  to  assist  contactors  in  handling  the  current. 
However,  thus  far  failures  due  to  the  lack  of  these  de- 
vices have  not  been  of  such  a  character  as  to  seem  to 
make  them  essential. 

Sliding  Contacts  to  Replace  Rollers 

The  current  collectors  are  the  U.S.  121-A  pantograph 
with  built-up  angle-iron  frame  and  with  rollers  revolv- 
ing in  bearings  as  the  contact  device.  The  panto- 
graphs themselves  have  given  no  trouble  and  will  con- 
tinue to  be  used  as  originally  designed.  The  rollers, 
however,  which  are  5  in.  in  diameter,  are  to  be  replaced 
with  a  sliding  shoe  contact.  This  decision  was  reached 
after  extensive  service  tests  in  which  the  sliding  shoes 
were  found  to  require  less  maintenance  and  less  tension 
in  pantograph  springs  at  the  same  time  that  they  af- 
forded a  much  larger  contact  area.  Due  to  the  two 
latter  advantages  of  the  sliding  contact  considerable 
savings  are  expected  in  the  reduction  of  trolley  wire 
wear. 

J.  C.  McPherson  is  superintendent  o'f  the  East  Bay 
Electric  Division  of  the  Southern  Pacific  Railroad  and 
J.  H.  Lockett  is  master  mechanic. 


Repeater  Signals  Aid  Safety  Car  Operators 

A  SIGNAL  that  cannot  be  relied  upon  is  worse  than 
no  signal  at  all,  and  on  single-track  electric  rail- 
way lines  the  proper  clearing  of  signals  is  second  in 
importance  only  to  their  proper  setting.  If  the  indi- 
cation remains  "Stop"  after  a  car  has  passed  beyond 

the  section  of  track  which 
the  signal  is  intended  to  pro- 
tect, other  cars  may  be  held 
up  unnecessarily.  When 
this  occurs  very  frequently 
the  motormen  lose  confi- 
dence in  the  signals  and 
sometimes  proceed  onto 
single  ti'ack  against  a  "Stop" 
indication,  thinking  only 
that  the  last  car  in  the  op- 
posite direction  failed  to 
clear  the  signal.  With  two 
men  on  a  car  it  is  easy  for 
one  of  them  to  watch  the 
signal  to  see  that  it  has  been 
cleared  after  the  car  leaves 
the  single  track  and  enters  • 
a  turnout.  But  with  the 
increasing  use  of  one-man  cars  throughout  the  country 
somewhat  of  a  problem  was  created. 

Inasmuch  as  the  signal  which  protects  a  car  on  single 
track  against  an  opposing  movement  must  be  in  front 
of  the  car  on  the  siding,  it  will  necessarily  be  behind 
the  first  car  after  the  latter  has  reached  the  turnout. 
The  operator  of  a  one-man  car,  therefore,  has  no  way  of 
telling  whether  or  not  he  has  cleared  the  signal  after 
leaving  the  single  track  unless  he  stops  his  car  and 
looks  back  at  the  signal.  If  his  car  is  crowded,  or  if 
low  branches  obscure  the  signal,  he  may  even  have  to 
get  out  of  his  car  to  see  it.  Under  these  circumstances 
it  is  inevitable  that  an  operator  will  often  not  take  the 
trouble  to  make  sure  that  he  has  cleared  the  signal. 

The  Public  Service  Railway  of  New  Jersey  met  this 
situation  in  an  unusual  way,  its  lines  being  equipped 
with  United  States  non-registering  signals.  Since  with 
this  system  the  first  car  to  leave  the  block  clears  all 


i 

1 

Repeater    Sigrnal    Located    on 
Pole  at  £nd  of  Turnout 


iFheh(Knof 


Cmfactfodoar 
signals  afA&B. 
y^hcn  Southhound 


--..-■         wm'ii  ouuiimuuiK. 


Confacf  to  setsiona/s 
■afkb:Bmhtnmrth- 
bounce  car  enters 
single  track. 


> 


Rcffuhr  stqpal  control- 
ling Soantbound 
mwentcnf. 


Regular  signal  con- 
trolling Northbound 


< 


Confach  to  ^cf  stqnak 
ath&B  what  Scuthboumi 
car  enters  single 
track. 


Yxilactlockar  f-ZfeJ liglif  to 

r'^     MMB\^rn<lpemla- 
/trtli- 
houndcarftas 
wif^red  htmotit 


if  he  has  not 
cleared  &i^ls 
atA6:Swhen 
entering  turnout 

/f.  8.  Mditioaat  signals  for  actjointng  Singh  track  sections  are  not  shown 
Fosttlon  of  Stsnal  Iiights  and  Contacts 

the  signals,  the  rules  state  that  there  shall  be  only  one 
car  at  a  time  in  the  block,  and  the  motorman  may  no 
more  enter  against  the  green  light  set  by  the  preceding 
car  in  the  same  direction  than  he  would  enter  against 
the  red  of  an  opposing  movement.  So  long  as  two-man 
cars  were  operated  on  the  single-track  lines  of  this  com- 
pany it  was  the  custom  for  the  conductor  to  look  back 
at  the  signal  after  a  car  had  entered  a  turnout  and 
give  the  motorman  two  bells  to  proceed  when  he  saw 
that  the  signal  had  been  properly  cleared.  In  the  sum- 
mer of  1920,  however,  safety  cars  began  to  replace  the 


638 


Electric    Railway    Journal 


Vol.  61,  No.  15 


former  two-man  cars  on  many  of  these  lines,  and  trouble 
was  experienced.  To  remedy  the  difficulty  the  company 
devised  a  repeater  signal  which  would  be  visible  to  the 
operator  on  the  front  end  of  a  safety  car,  and  this  de- 
vice has  now  been  installed  on  all  lines  where  safety 
cars  are  operated  on  single  track. 

As  an  example  of  the  way  the  scheme  works,  let  it 
be  assumed  that  a  northbound  car  is  entering  a  stretch 
of  single  track.  The  entrance  of  the  car  upon  single 
track  sets  three  signals.  The  first  is  the  green  signal 
at  the  point  where  the  car  left  the  siding.  The  second  is 
a  red  "Stop"  indication  at  the  other  end  of  the  single 
track  to  halt  an  opposing  movement.  The  third  is  the 
repeater  signal,  which  is,  like  the  second,  at  the  distant 
siding,  but  some  distance  beyond  the  ordinary  signal 
and  facing  toward  the  car  which  set  it.  When  the  north- 
bound car  has  left  the  single  track  and  entered  the  next 
turnout  it  passes  under  a  contact  which  clears  all  the 
signals.  The  repeater  signal  shows  simply  a  plain  red 
light  whenever  the  other  signals  are  set  for  north- 
bound traffic,  and  far  enough  ahead  of  the  contact  so 
that  the  operator  can  readily  see  it  and  know  whether 
or  not  he  has  cleared  the  signals  behind  him.  If  not, 
the  red  light  before  him  gives  warning  not  to  proceed 
■  until  he  has  done  so.  This  device  has  worked  in  a  most 
satisfactory  way  on  the  Public  Ser\ace  Railway  and  has 
eliminated  much  signal  trouble. 


Detroit  Traffic  Graph  Made 
Directly  on  Street 

A  Simple  Mechanical   Device  Is  Used  by  Which  the 

Checker  Records  the  Car  Loading  by  Drawing 

a  Line  Along  a  Straight  Edge 

TO  SAVE  office  labor  and  secure  immediate  inter- 
pi-etation  of  car-loading  and  headway  checks  taken 
on  the  street,  the  Department  of  Street  Railways,  city 
of  Detroit,  has  devised  the  following  means  for  record- 
ing and  plotting  the  car-loading  graph  in  one  operation : 
A  strip  of  paper  about  64  in.  long  by  7i  in.  wide  is 
prepared  as  a  record  form  by  unbroken  horizontal  rules 
to  cover  passenger  capacity  and  by  short  vertical  rules 
top  and  bottom  to  cover  the  time  intervals.  The  num- 
bers of  the  cars  corresponding  to  the  time  points  are 
written  in  together  with  the  name  of  the  route  and 
intersection.  The  length  of  the  record  portion  itself 
is  54  in.,  the  remaining  length  being  required  for  a 
5-in.  ear  at  each  end,  which  is  cut  out  for  the  easy 
rolling  up  of  the  strip  on  a  spool,  as  described  in  the 
next  paragraph.  One  ear  carries  the  necessary  identifi- 
cation marks  as  shown  in  the  illustration  below. 

To  secure  the  synchronous  loading  check  and  graph, 
the  strip  is  placed  in  an  elliptical  or  flask-shaped  con- 


At  Left,    Record&njc    Device    Used    in   Detroit   in    Changing:   Car 

Iioadinga.     At  Right,  the  Spool  Carrier,  Wliich  £ml>odie8 

the  Principle  Used  in  Hand  Cameras 

tainer  made  of  sheet  copper  and  measuring  8i  in.  in 
height,  4 J  in.  in  width  and  li  in.  in  depth.  Within  the 
container  is  mounted  a  sliding  base  into  which  are  set 
two  spools  slotted  exactly  like  the  film  spools  of  a 
kodak.  All  that  the  checker  has  to  do  in  loading  the 
container  is  to  roll  up  the  strip  on  one  of  the  spools  and 
attach  the  ear  to  the  slot  of  the  other  spool.  The 
spool-base  is  then  pushed  back  into  the  container,  into 
which  an  opening  has  been  cut  to  expose  1  in.  of  strip. 

As  each  successive  car  arrives,  the  checker  winds 
up  the  strip  by  means  of  the  spool  knob  and  draws  a 
"time-load"  line  along  the  straight  edge  on  the  right- 
hand  side  of  the  container  window.  The  length  of  this 
line,  of  course,  is  proportionate  to  the  passenger  load. 
The  checker  is  guided  in  drawing  this  line  by  the 
passenger-load  scale  (0-20-40-60-80-100-120)  stamped 
alongside  the  container  window. 


Coal  Investigation  by  A.E.C. 

AT  THE  last  meeting  of  the  executive  board  of  the 
L  American  Engineering  Council,  held  in  Cincinnati, 
March  23-24,  it  was  decided  to  make  a  nation-wide  in- 
vestigation on  the  economic  value  of  coal  storage.  It 
is  understood  that  both  the  Coal  Commission  and  the 
Department  of  Commerce  will  look  with  favor  upon  such 
a  survey.  The  object  is  "to  determine  the  facts  relating 
to  the  engineering,  chemical  and  economic  factors  in- 
volved in,  and  their  influence  upon,  coal  storage  at  the 
mine  and  by  large  and  other  consumers  of  coal."  It  is 
expected  that  President  Cooley  will  appoint  a  committee 
representative  of  the  various  gi'oups  interested,  such  as 
mining,  transportation,  public  utilities,  chemical  en- 
gineering, etc. 


g»Ba.TO,Wl' 


5;4.-     5-53     fe03      fel3      iZl     fc»      (,43    kil     TO      7:15      lli     lii      T43     tS3    S.i>i     8:13     &t3     Mi    Wi     5;S3     903     9:13 
Part  ott  Record  Htrip  with  Car  Loadins  Graph 


April  14,  1923 


Electric    Kailway    Journal 


639 


Way  Construction  Experience  in  Portland 

Rail  Direct  on  Concrete  Slab  Has  Given  Best  Life — Ballasted  Track  Has 
Proved  Unsatisfactory — All  Track  Now  Being  Laid  with  Concrete  Slab 
to   Eliminate    Settlement — The   Details   of   the   Construction    Are    Given 

By  F.  I.  Fuller 

Vice-President  Portland  Railway  Light  &  Power  Company, 
Portland,  Ore. 


THE  Portland  Railway,  Light  &  Power  Company's 
track  system  consists  of  a  total  single  track  equiv- 
alent of  297.6  miles,  150.8  miles  being  paved  and 
35.4  miles  unpaved  in  the  city  streets  of  Portland.  On 
the  interurban  lines  there  are  2.78  miles  of  paved  and 
108.6  miles  of  open  track.  Of  the  above  track  186.2 
miles  in  Portland  is  3  ft.  6i  in.  gage  and  the  balance 
is  standard  gage. 

Ballasted  Track  Construction  Not  Satisfactory 
IN  Portland 

In  the  business  district  the  track  is  principally  from 
fifteen  to  twenty  years  old,  laid  mostly  with  a  7-in. 
grooved  rail.  Some  is  on  ballasted  tie  construction  and 
some  on  a  concrete  slab,  and  nearly  all  is  paved  with 
basalt  stone  blocks.  The  most  satisfactory  of  this  old 
type  construction  has  been  that  in  which  the  rail  was 
laid  directly  on  a  concrete  slab  with  small  ties  about 
10  ft.  apart  and  tie  rods  in  between. 

Joints  are  cast  welded  and,  while  some  of  these  joints 
failed  due  to  softening  of  the  rail  head  over  the  weld, 
a  large  proportion  are  still  good.     (See  Fig.  1.) 

The  tracks  in  the  residential  portion  of  the  city  are 
laid  principally  with  6-in.,  72-lb.  tee-rail  on  the  narrow- 
gage  lines  and  7-in.,  80-lb.  tee  on  the  standard-gage 
lines.  Ballast  is  either  bank  gravel  or  broken  stone, 
drained  with  a  4-in.  farm  tile  under  the  center  of  the 
track  and  connected  to  the  street  sewer  at  all  available 
points.  Paving  is  either  stone,  brick  or  concrete. 
Joints  are  4-bolt  continuous  type  and  the  rail  is  fastened 
to  the  ties  with  ordinary  track  spikes. 

This  type  of  construction  has  not  been  entirely  satis- 
factory as,  due  to  the  wet  climatic  conditions  of  Port- 
land, the  track  shows  a  tendency  to  settle,  causing  the 
pavement  to  break  up  along  the  rails.  The  continuous 
joints  have  become  loose  and  it  is  very  expensive  to 
rebolt  them  where  the  track  is  paved.  The  track  spike 
does  not  hold  the  rail  firmly  to  the  ties,  allowing  the 
rail  to  move  vertically  as  the  cars  pass.  Track  of  this 
type,  while  lower  in  first  cost,  does  not  last  as  long  as 
the  more  rigid  construction.  (See  Fig.  2.)  In  a  cli- 
mate like  ours,  with  comparatively  long  and  wet  win- 
ters, any  ballast  with  voids  in  it,  placed  on  a  clay  sub- 
soil, no  matter  how  well  drained,  will  not  be  satisfactory 
in  hard-surface  paved  streets. 

Our  latest  type  of  construction  for  tracks  in  the  busi- 
ness district  is  with  7-in.,  105-lb.  grooved  rail  for  the 
narrow-gage  tracks  and  7-in.,  122-lb.  grooved  rail  for 
the  standard  gage  tracks.  Concrete  slab  foundation  6 
in.  to  8  in.  thick  and  surfaced  2  in.  below  ties  is  used. 
A  farm-tile  sub-drain  under  the  concrete  slab  is  con- 
nected to  the  city  sewer  wherever  possible.  The  ties 
are  6  ft.  long  for  the  narrow  gage  and  8  ft.  long  for 
standard  gage,  spaced  on  3-ft.  centers  and  tamped  up 
with  2  in.  of   1-in.  rock  on  top  of  the  concrete  slab. 


After  the  track  is  surfaced  this  fine  rock  is  grouted. 
The  rail  is  fastened  to  ties  with  8-in.  x  10-in.  x  i-in. 
flat  tie  plates  and  6-in.  screw  spikes.  The  rail  is  also 
held  down  to  the  concrete  between  ties  with  A-in.  x  1-in. 
steel  stirrups  bent  over  base  of  rail  and  extending  down 
into  the  concrete  about  6  in.    Joints  are  standard  4-hole 


Fig. 


-Con^truetion  Inntalled  on  WashinirtAn  Street.  Portland, 
in  1892.  and   Still  in  Service 

*l  |<-/f--H 
I  I        I 

;Cemen-f^rouf\   j  ,    ^ ^freef 

\lf  Cement 


FiK.  a — Type  of  Trark  ITBed  Generally  in  Portland  Durlnic 
Pant   Fifteen   Years 


ut e'-o"- ■>! 

I  ^ 3-e  oa^e >-j 

_,,,'.  .',  Screw  spikes,  fill  holes      \ 

7  IPSIb.Srooyera//   wM  wM preserver         \ 

'^yii:':'"'  Crown  !i': 
'  CbrKreie  ocr^lnff.  ■.  ■ 


Sxlffy^  yje  p/afes 


I  Crushed  rock, 
^roufec/ 


4'^lealmiri 


.fT^'-rl'Siemerj-t; 
^f:t^''''''sar7c/ cushior, 
Vp3'SCdncreiebefw. 
anc/overfies 

...   ^Anchors,  on  both 

i«iW>  mils 

Spilies  not  shown 


Fig.   ;t — The   1923   Track   Construetion  in   Portland,    Emplo.vlnt:    Tie 
Platen.  Screw  SplkeN  and  Anchor  HtirrupH 

fish  plates,  electrically  welded  to  the  rail  top  and  bot- 
tom, and  the  heads  and  nuts  of  the  bolts  are  also 
welded  to  the  plates.  Paving  is  either  basalt  stone 
blocks  or  concrete  on  a  concrete  base  between  ties. 
Cast-iron  surface  drains  the  full  width  of  the  track  are 
placed  at  all  low  points  in  grades.     (Fig.  3.) 

Our  new  type  of  construction  for  tracks  in  the  resi- 
dential districts  is  similar  to  the  new  type  in  business 
districts,  except  that  6-in.,  100-lb.,  A.R.A.  tee-rail  is 
used  and  the  paving  is  all  concrete. 

We  expect,  with  these  new  types  of  construction,  to 
eliminate  practically  all  track  settlement  and  vertical 
movement  of  the  rail,  thereby  prolonging  the  life  of  the 


640 


Electric    Railway    Journal 


Vol.  61,  No.  15 


track  and  keeping  the  sui*- 
face  of  the  street  in  better 
condition. 

All  special  trackwork 
pieces  are  made  to  stand- 
ard dimensions.  The  nar- 
row-gage curves  have  a 
center  radius  of  35  ft. 
with  75-f  t.  radius  switches. 
Our  standard-gage  curves 
have  a  57-ft.  radius  with 
120-ft.  radius  switches. 
Nearly  all  special  track- 
work  is  built  in  our  own 
shops.  The  switches  are 
all  of  one-piece  cast-steel 
design,  the  mates,  frogs 
and  crossings  of  grooved 
guard  rail  being  electri- 
cally welded  with  heavy 
base  plates,  knees,  riser 
plates  for  flange  bearings,  etc. 
are  either  solid  manganese, 
trackwork  manufacturers,  or 
made  in  our  own  shops. 


A  Graceful  Steel  Bridge  on  the  P.  B.,  I..  &  P.  Co.'g  Lines 


Steam-railroad  crossings 
purchased  from  special 
of  the  bolted  rail  type. 


Special  Trackwork  in  Portland  Largely 
Home  Made 

Spring  or  lock  boxes  made  in  our  own  shops  are 
placed  on  all  switches  to  hold  the  tongues  in  the  desired 
position. 

Three  stationary  shop  electric  welders  and  five  port- 
able welders  are  kept  constantly  busy  on  the  manufac- 
ture and  repair  of  special  trackwork.  All  rail  cutting 
necessary  for  the  making  of  special  trackwork  is  done 
with  gas  cutting  torches. 

Cast  steel  switches  and  the  electric  welded  special 
work  are  proving  very  satisfactory  from  the  standpoint 
of  first  cost,  quickness  of  manufacture  and  length  of 


service.  Open  tracks  on 
these  lines  have  rail  weigh- 
ing from  56  lb.  to  80  lb., 
on  7-in.  x  9-in.  x  8-ft.  wood 
ties  laid  on  gravel  ballast. 
Spring  switches  and  frogs 
are  used,  and  the  rail 
joints  are  partly  of  the 
4-hole  continuous  type  and 
partly  angle  bars.  Bonds 
are  principally  No.  0000 
electric  welded  type. 

During  1922  we  extended 
our  Cazadero  line  5  miles 
to  the  north  fork  of  the 
Clackamas  River  and  this 
year  a  further  extension 
of  about  24  miles  is  being 
made  in  order  to  reach  a 
new  hydro-electric  power 
plant  being  built  by  the 
company.  These  extensions  are  through  a  mountainous 
country  and  the  grading  work  was  all  very  heavy. 

Two  of  our  largest  bridges  on  the  interurban  lines 
were  reconstructed  last  year.  The  Sandy  River  bridge, 
which  is  1,700  ft.  long  and  80  ft.  high,  was  rebuilt  with 
steel  truss  construction  for  280  ft.  and  six  post  frame 
bents  on  concrete  piers  for  the  balance.  About  865,000 
ft.  of  timber  and  278  tons  of  structural  steel  were 
used  in  this  work. 

The  other  bridge  replaced  was  a  170-ft.  wooden  deck 
truss  bridge  across  the  Clackamas  River  at  Faraday. 
This  was  replaced  with  a  190-ft.  steel  arch  span.  The 
deck  is  over  100  ft.  above  the  river.  As  this  was  a 
difficult  place  in  which  to  build  falsework,  the  old 
wooden  bridge  was  first  stripped,  the  ends  and  decking 
were  removed  and  the  bridge  was  then  lowered  20  ft., 
moved  lengthwise  9  ft.,  and  used  as  falsework  during 
the  erection  of  the  new  steel  work. 


Old 


Wood  Briti|;«'   I  Nrd  tan  FalHeworlc  for   New   Steei  One 


April  14,  1923 


Electric    Railway    Journal 


641 


Los  Angeles  Board  for  Extensions, 
Subways  and  Buses 

Ten  Miles  of  Double  Track  on  Sixteen  Car  Lines  and  Installation  of 
Twenty-four  Feeder  Bus  Lines  Planned  at  a  Total  Cost  of  $5,000,000— 
Subways  Favored  for  Congested  District — Unification  of  System  Suggested 


THE  Board  of  Public  Utilities  of  Los  Angeles, 
Calif.,  which  for  the  past  eight  months  has  made 
an  extensive  study  of  the  local  traffic  congestion 
and  transportation  problem,  on  March  20  presented  its 
report,  which  was  signed  for  the  board  by  Walter  R. 
Leeds,  president;  Commissioners  J.  P.  Kennedy  and 
E.  F.  Bogardus  and  Chief  Engineer  F.  A.  Lorentz. 

The  principal  recommendations  are  that  the  two  local 
systems,  the  Los  Angeles  Railway  and  the  Pacific  Elec- 
tric Railway,  construct  10  miles  of  double-track  exten- 
sions to  sixteen  different  street  railway  routes  into  un- 
served portions  of  the  city  and  install  twenty-four 
motor-bus  feeder  lines,  totaling  approximately  82  miles. 

It  is  recommended  that  the  Los  Angeles  Railway's 
lines  be  extended  into  Hollywood,  which  now  is  served 
exclusively  by  the  local  lines  of  the  Pacific  Electric 
system.  It  is  proposed  that  certain  Pacific  Electric 
track  in  Hollywood,  which  is  standard  gage,  be  equipped 
with  a  third  rail  for  use  of  the  Los  Angeles  Railway's 
narrow-gage  cars.  Certain  changes  in  routing  and 
service  are  also  included. 

The  report  calls  for  immediate  construction  by  the 
Pacific  Electric  of  a  subway  from  its  Hill  Street  ter- 
minal to  Glendale  Boulevard,  and  claims  that  it  is  neces- 
sary that  the  same  company's  line  be  extended  along 
Highland  Avenue  to  connect  with  its  Sixteenth  Street 
line  at  Vineyard  Junction. 

The  program  for  improved  street  car  service  in  Los 
Angeles  will  cost  approximately  $4,000,000.  The  rail- 
way extensions  recommended  will  cost  about  $170,000 
per  mile  of  double-track  girder-rail  construction  in 
paved  streets,  or  a  total  of  $1,700,000.  It  is  estimated 
that  the  companies  will  be  obliged  to  purchase  at  least 
fifty  motor  buses,  costing  from  $6,000  to  $8,000  each, 
-and  employ  2,000  additional  men. 

The  report  favors  universal  free  transfers  at  all 
points  of  contact,  both  between  rail  lines  and  bus  lines, 
irrespective  of  ownership.  It  is  recommended  that  the 
^'gentlemen's  agreement"  between  the  two  railways,  un- 
der which  neither  will  make  extensions  into  the  other's 
territory,  be  broken.  In  lieu  thereof  there  should  be 
a  harmonius  understanding  between  the  two  companies 
which  will  permit  each  to  render  the  service  that  the 
city  requires.  Unification  of  the  systems  is  favored, 
but  the  board  takes  the  stand  that  this  feature  and 
the  question  of  universal  transfers  rest  with  the  State 
Railroad  Commission  along  with  its  powers  for  fixing 
rates  of  fare. 

The  board's  report,  however,  is  opposed  to  the  in- 
creased street  car  fares  granted  the  Pacific  Electric 
lines  Jan.  1,  1922,  by  the  Railroad  Commission,  which 
are  characterized  as  contrary  to  the  charter  privileges 
of  the  city  of  Los  Angeles.  Under  the  commission's 
order,  claims  the  board,  this  company  is  permitted  to 
receive  more  for  transporting  local  passengers  in  the 
city  than  is  the  Los  Angeles  Railway. 

Commenting  on  the  bus  situation,  the  report  states: 


The  use  of  motor  buses  as  auxiliaries  to  our  existing  street 
car  service  is  a  foregone  conclusion.  The  vast  cost  of 
maintenance  of  the  rail  lines,  including  the  upkeep  of  tracks, 
paving  rights-of-way,  erection  of  substations  for  the  gener- 
ation of  power  and  the  high  cost  of  same,  to  which  is  added 
a  very  large  sum  in  the  form  of  depreciation,  are  all  fac- 
tors that  will  occasion  the  installation  of  bus-line  service. 
Such  service  will  greatly  assist  in  solving  our  transportation 
problems,  and  if  sufficiently  operated  will  prove  to  be  the 
most  important  adjunct  to  our  present  rail  system. 

It  is  estimated  that  ii  cents  of  each  5-cent  fare  that  is 
taken  in  is  expended  in  the  manner  stated  above.  More- 
over, street  cars  move  slowly  and  they  deposit  passengers 
in  the  line  of  traffic,  while  buses  receive  and  discharge 
passengers  at  the  curb.  The  bus  is  a  utility  vvfithin  itself. 
It  generates  its  own  power,  is  flexible,  accommodates  as 
many  people  as  the  street  car,  moves  more  quickly  and  in 
every  way  is  more  adapted  to  the  needs  of  the  traveling 
public.  Less  than  half  of  each  bus  fare  is  consumed  in  the 
maintenance  of  the  system,  hence  a  greater  profit  and 
better  service. 

The  board  states  that  it  will  take  no  action  on  the 
application  of  the  People's  Motor  Bus  Company,  repre- 
sented by  William  G.  McAdoo,  for  a  bus  line  franchise, 
since  the  question  is  to  be  voted  on  at  the  election 
May  1.  The  McAdoo  bus  interests  have  circulated  an 
initiative  petition,  which  is  to  go  on  the  ballot,  to  re- 
peal the  present  jitney  ordinance  prohibiting  operation 
of  buses  on  the  congested  streets.  Another  petition  to 
be  voted  on  is  whether  the  People's  Motor  Bus  Com- 
pany shall  be  granted  a  franchise  for  motor  bus  lines 
on  62  miles  of  the  city's  streets. 

Extensive  Transportation  Demands  Outlined 

The  report  also  contains  a  memorandum  dealing  with 
the  extensive  transportation  demands  outlined  by  the 
board,  which  are  claimed  essential  in  solving  the  trans- 
portation problem.  The  subway  problem  was  not  gone 
into,  however,  but  it  was  announced  that  the  board's 
chief  engineer  soon  will  submit  a  detailed  report  on 
this  subject.  It  is  understood  that  subways  are  favored 
for  urban  and  interiirban  traffic,  costing  in  excess  of 
$75,000,000.  This  is  far  more  elaborate  than  the  pro- 
posal of  the  Los  Angeles  Planning  Commission  sub- 
mitted to  the  board  several  weeks  ago.  This  latter  plan 
was  for  a  system  of  subways  to  remove  the  Pacific 
Electric's  interurban  trains  from  the  congested  streets. 

Upon  serving  the  two  street  railway  companies  with 
notice  to  place  the  proposed  program  in  effect,  the  board 
gave  them  ten  days  in  which  to  file  replies,  following 
which  the  board  will  formulate  its  recommendations  to 
the  City  Council  for  enforcement. 

President  Leeds,  commenting  on  the  report,  stated 
that  he  favors  that  part  of  the  report  coming  under 
the  memorandum,  but  does  not  approve  the  recom- 
mendations concerning  the  buses,  saying  in  part : 

I  do  not  approve  what  is  said  in  the  report  about  motor 
buses.  Experience  of  approximately  fifty  cities  of  the 
United  States  for  the  past  few  years  has  shown  the  follow- 
ing conclusions  in  regard  to  motor-bus  operation:  (a) 
Motor  buses  as  substitutes  for  street  cars  in  heavy  traffic 
areas  are  not  satisfactory;  (b)  motor  buses  competing  with 
street  cars  generally  result  in  inferior  service  on  the  car 


642 


Electric    Railway    Journal 


Vol.  61,  No.  15- 


lines  with  increased  fare,  which  causes  public  reaction 
against  such  competition;  (c)  motor  buses,  where  operated 
as  feeders  by  rail  carriers  in  new  territory  not  yet  able  to 
support  street  car  service,  are  found  to  be  satisfactory,  and 
(d)  motor  buses  are  most  economical  where  traffic  is  com- 
paratively light. 

In  his  comments  President  Leeds  stated  that  while 
universal  transfers  are  desirable,  unless  provision  is 
made  to  charge  for  them  their  use  will  result  in  in- 
creased fares.  He  stated  further  that  he  did  not  be- 
lieve the  Board  of  Public  Utilities  should  be  made  the 
catspaw  to  force  upon  the  street  railways  and  the  pub- 
lic the  extension  of  rail  lines  or  the  opveration  of  bus 
feeders  to  help  the  promotion  of  new  real  estate  sub- 
divisions. 

Following  its  report  the  Board  of  Public  Utilities 
has  announced  tentatively  the  plans  it  proposes  to 
recommend  to  the  City  Council  for  rapid  transit  for 
both  urban  and  interurban  traffic,  which  involve  an 
elaborate  subway  and  elevated  system.  Two  distinct 
subway  systems  are  called  for,  the  first  to  be  a  "Y" 
system,  with  Pershing  Square  as  its  center,  while  the 
second  forms  a  loop  around  the  downtown  congested 
district,  the  two  systems  to  connect  at  three  or  more 
points.  Both  of  the  subway  systems,  as  well  as  the 
elevated  system,  are  to  be  arranged  for  four-track 
operation. 

The  plans  call  for  bringing  the  interurban  trains  of 
the  Pacific  Electric  system  between  Los  Angeles,  Holly- 
wood, Glendale,  San  Fernando  Valley  points  and  other 
northwestern  points  into  Pershing  Square  from  the 
north  by  the  northwestern  arm  of  the  "Y,"  while  the 
Pacific  Electric  lines  between  Los  Angeles  and  Santa 
Monica  Bay  points  are  to  be  routed  over  the  south- 
western arm  of  the  subway. 

The  Pershing  Square  underground  depot,  as  provided 
in  the  plans  of  the  Los  Angeles  Planning  Commission, 
also  would  be  a  dispatching  point  for  Pacific  Electric 
interurban  trains  to  the  southeast  and  northeast  under 
the  board's  plans. 

The  board  proposes  that  the  Pershing  Square  "Y" 
subway  should  also  be  used  by  the  local  street  car  lines 
as  well  as  by  the  interurbans,  which,  entering  the  city 
over  various  routes,  will  be  afforded  opportunities  for 
transfer.  Pacific  Electric  trains  that  now  operate  from 
the  Sixth  and  Main  Streets  terminal,  Los  Angeles, 
for  northern  division  and  southern  division  points 
under  the  board's  plan  would  operate  from  the  Pershing 
Square  depot  through  the  proposed  tube  to  the  Main 
Street  terminal,  thence  via  viaduct  to  the  interurban 
right-of-way. 

It  is  expected  that  the  subway  and  elevated  plans  of 
the  Board  of  Public  Utilities  will  be  officially  placed 
before  the  Pacific  Electric  and  Los  Angeles  Railway 
companies  when  the  survey  now  under  way,  contemplat- 
ing the  unification  of  the  two  local  street  car  systems 
in  Los  Angeles,  is  completed. 

Installation  of  six  viaducts  across  the  Los  Angeles 
River,  estimated  to  cost  $3,801,281,  have  also  been 
recommended  by  the  board,  the  viaducts  to  be  con- 
structed at  Macy,  Aliso,  First,  Fourth,  Seventh  and 
Ninth  Streets.  In  addition  the  board  recommends  the 
depression  of  the  tracks  on  both  banks  of  the  river, 
a  program  bringing  the  total  estimated  cost  of  the 
project  to  $5,001,281.  These  proposed  viaducts  are  to 
relieve  traffic  congestion  and  eliminate  grade  crossings, 
carrying  city,  county,  street  railway  and  steam  road 
traffic.  The  board  recommends  that  in  carrying  out 
this  "short  viaduct"  plan  the  city,  county  and  street 
railway  lines  should  each  bear  16i  per  cent  of  the  total 


cost,  while  the  two  steam  roads  involved  would  pay  the 
remaining  50  per  cent.  The  board  claims  that  the 
"short  viaduct"  plan  is  the  most  favorable  because  the 
steam  roads  are  now  located  on  the  east  and  west  banks 
of  the  river  through  the  industrial  district. 


Buffet-Parlor  Car  Has  Novel  Interior 

ANEW  buffet-parlor  car  was  put  in  service  by  the 
Chicago,  Aurora  &  Elgin  Railroad  the  latter  part 
of  March.  This  car  has  been  under  construction  for 
the  last  six  months  at  the  company's  Wheaton  shops. 
It  is  the  first  of  three  similar  cars.  The  two  remaining' 
cars  will  be  ready  for  service  about  the  fir.st  of  June. 

Approximately  $30,000  was  spent  in  building  and 
equipping  the  new  parlor-buffet  car.  The  design  em- 
bodies the  latest  features  of  high-speed  equipment,  the 
underframe  being  of  solid  steel,  heavily  i-einforced  witk 


The  Tables  in  thr  UliiinK   Compartment  May  Be  RemoTed, 
Converting  It  Into  a  I'arlor  Car 

a  steel  superstructure  to  insure  rigidity  and  easy  riding" 
qualities.  The  car  is  driven  by  four  125-hp.  motors, 
capable  of  speed  up  to  70  m.p.h. 

It  is  stated  that  no  expense  has  been  spared  in  pro- 
viding interior  comfort,  and  that  the  car  will  be  one 
of  the  finest  examples  of  buffet  equipment  on  any  subur- 
ban road  in  the  country.  Richard  A.  Boaler  of  Watson 
&  Walton,  Chicago,  designed  the  interior  decorations, 
which  provide  a  light,  cheerful  atmosphere. 

The  floor  of  the  lounge  smoking  compartment  is  fin- 
ished in  marble  effect  with  green,  tan  and  black  pre- 
dominating, with  the  main  or  dining  compartment  in 
tan  and  black  striped  Wilton  carpet.  The  body  color 
and  walls  resemble  old  Grecian  marble,  striped  in 
Athens  green,  gold  and  black,  these  bright  tones  being 
set  off  by  a  black  wainscot  carried  up  to  sill  height. 
The  furnishings  are  luxurious  reed  chairs,  painted  and 
glazed  in  red  to  match  the  decorations. 

Electric  heaters,  thermostatically  controlled,  heat  the 
car,  and  Pullman  semi-indirect  lighting  is  used.  Ven- 
tilation is  secured  by  Utility  ventilators.  The  chef's 
kitchen  has  been  given  special  attention  to  secure  per- 
fect sanitation,  with  adequate  facilities  for  icing  per- 
ishable foods.  Individual  dining  tables  fold  into  com- 
pact compartments  when  not  in  use.  The  car  exterior 
is  painted  vermillion.  A  new  step,  designed  after  ex- 
perimentation, makes  alighting  at  either  elevated  plat- 
form or  street  level  easy  for  women. 


April  14,  1923 


Electric    Railway    Journal 


643 


l-'ire-Flghting  Towers  in  Operation 


Latest  Practices  Followed 
in  New  St.  Louis  Carhouse  and  Storage  Yard 

Plant  Constructed  for  Handling  Light  Maintenance  and  In- 
spection Work  of  125  Cars  Consists  of  Office  Building,  Shop, 
Washhouse   and  Large  Storage   Yard— Cost  Was   $265,000 


AN  EXAMPLE  of  modern  practice  in  carhouse  and 
AA  storage  yard  design  is  the  new  division  lay- 
JL  jL  out  of  the  United  Railways  of  St.  Louis,  located 
at  Broadway  and  Taylor  Avenue.  This  plant,  exclusive 
of  the  land,  cost  about  $265,000.  It  consists  of  a  two- 
story  office  building,  a  shop  building,  a  washhouse  and 
several  smaller  buildings,  together  with  a  storage  yard 
having  track  facilities  for  more  than  200  cars.  The 
office  building,  which  measures  62  ft.  x  70  ft.,  furnishes 
accommodations  for  the  divisional  headquarters.  In 
addition  to  the  offices,  it  is  provided  with  recreation 
rooms,  shower  baths,  steel  lockers  and  a  rest  room  for 
the  convenience  of  the  employees.    The  inspection  shop, 


which  is  the  lai-gest  of  the  group  ,of  buildings,  measures 
81  ft.  X  200  ft.  The  structure  designed  to  be  used 
exclusively  for  car  washing  has  dimensions  of  53  ft.  x 
125  ft.  Sufficient  space  is  available  so  that  the  present 
car  storage  capacity  of  200  cars  can  be  later  increased 
to  400  by  the  addition  of  more  tracks.  Both  the  build- 
ing and  the  yards  are  equipped  with  modern  fire-protec- 
tion devices,  the  yard  protection  consisting  of  nozzle 
towers  so  spaced  that  any  part  of  the  yard  can  be 
reached  with  a  stream  of  water. 

The  washhouse  and  shops  are  laid  out  in  a  line,  with 
a  transfer  table  between  them,  so  that  cars  can  be 
brought   in   at  one   end   of   the   washhouse    and,   after 


.~^,. 

S" 


Division  Buildings  and  Storage  Tracks 


644 


Electric    Railway    Journal 


Vol.  61,  No.  15 


Washroom,  Showing  Hot  Air  Dneto 


Track  nith  Special  Construction  to  Facilitate  Inspection  Work 


washing,  moved  out  the  other  end  onto  the  transfer 
table,  from  which  they  can  be  set  on  any  track  in  the 
shop.  On  completion  of  the  shop  inspection  the  car 
is  run  out  the  front  end  and  switched  into  the  storage 
yard.  Both  shop  and  washhouse  are  of  brick  and 
steel  construction,  each  having  full  glass  sides  from  a 
height  of  about  4  ft.  In  this  way  excellent  advantage 
is  taken  of  the  natural  light.  Both  buildings  are  fitted 
with  Kinnear  rolling  steel  doors  at  each  end. 

An  interesting  feature  of  the  washhouse  is  the  method 
of  hot  air  heating,  the  air  being  distributed  throughout 
the  building  by  means  of  a  system  of  overhead  ducts. 
The  outlets  of  these  ducts  are  curved,  as  can  be  noticed 
in  one  of  the  accompanying  illustrations,  so  that  the  air 
blast  is  directed  against  the  side  of  the  car.  This 
scheme  has  been  found  particularly  helpful  in  drying 
the  windows  after  washing,  so  that  no  streaks  are  left. 
Moreover,  this  positive  system  of  heating  has  proved 
very  eflUcient  in  heating  the  whole  building  to  the  proper 
temperature,  and  but  a  few  minutes  is  required  after 
the  blower  is  started  to  establish  the  required  degree 
of  heat. 

The  same  method  of  heating  has  also  been  installed 
in  the  shops.  The  steam  for  both  heaters  is  furnished 
from  a  small  boiler  plant  adjacent  to  the  shop.    In  the 


shops  the  radiator  and  blower  equipment  is  located  on 
a  specially  constructed  overhead  platform  so  that  no 
otherwise  useful  space  is  taken. 

Besides  the  desirable  arrangement  of  tracks  for  mov- 
ing cars  into  and  out  of  the  shops,  one  shop  track  has 
been  specially  designed  to  facilitate  car  inspection  work 
This  track  has  a  pit  open  on  the  sides  as  well  as  between 
the  rails,  and  the  floor  adjacent  to  it  is  about  8  in.  lower 
than  the  track  level.  With  this  construction  it  is  con- 
venient for  men  to  sit  on  the  floor  while  inspecting 
journals,  etc.  The  floor  being  cut  back  in  this  manner 
allows  an  open,  well-lighted  space  for  storing  a  few 
brake  shoes,  gear  cases  and  other  parts  used  on  ordinary 
maintenance  work.  The  depth  of  this  inspection  pit  is 
4  ft.  6  in.,  while  the  pit  under  track  where  motors  are 
removed  is  5  ft.  deep. 

One  corner  of  the  shop  is  partitioned  off  to  serve  as 
an  air  compressor  room,  for  the  air  storage  system  for 
brakes  is  still  used  in  St.  Louis.  Having  an  abundance 
of  air  available,  air  hoists  are  located  at  convenient 
points  about  the  shop.  The  other  equipment  used  in  the 
light  maintenance  and  inspection  work  of  some  125  cars 
of  that  division  consists  of  a  pit  wheel  grinder  and  two 
pit  motor  hoists.  Machine  shop  tools  comprise  a  small 
lathe,  a  drill  press,  a  commutator  slotter  and  a  forge. 


General  Plan  of  Site  of  Mew  Carhouse,  with  Balldinr  and  Track  Layout 


ApHl  14,  1923 


Electric    Railway    Journal 


645 


Company  Employee  Organiza- 
tions on  Eastern  Interurban 

Both  a  Twenty- Year  Club  and  an  Employees'  Associa- 
tion Organized  Among  Interurban  Men — 
Employees'  Organization  Functions 
Wholly  from  Membership 

THE  employees  of  the  Glean,  Bradford  &  Salamanca 
Railway,  Glean,  N.  Y.,  are  organized  at  the  present 
time  into  two  associations,  namely,  the  Twenty- Year 
Club  and  the  Glean,  Bradford  &  Salamanca  Railway  Em- 
ployees' Association.  The  Twenty- Year  Club  members 
are  all  members  of  the  employees'  association  and  attend 
both  the  meetings  of  the  association  and  their  own  club 
meetings. 

The  Glean,  Bradford  &  Salamanca  Railway  succeeded 
the  Western  New  York  &  Pennsylvania  Traction  Com- 
pany after  foreclosure  sale  in  October,  1921.  A  potent 
factor  leading  up  to  the  receivership  of  the  Western 
New  York  &  Pennsylvania  Traction  Company  was  a 
strike  of  the  employees  in  1919,  at  which  time  demands 
were  made  for  a  minimum  wage;  recognition  of  the 
union  just  organized,  and  improved  working  conditions, 
especially  in  the  operating  department.  This  strike, 
fought  by  the  railway,  ultimately  resulted  in  a  truce 
whereby  the  men  returned  to  work  upon  the  promise 
that  a  tentative  agreement  would  be  shaped  into  a 
definite  agreement  immediately.  A  committee  of  the 
men  met  the  management  and  an  increased  wage  was 
allowed,  the  union  was  not  recognized  and  working  con- 
ditions were  considerably  improved.  The  agreements 
signed  by  the  men  ran  one  year  and  expired.  Meanwhile 
a  receiver  was  appointed.  He  increased  the  wages  of  the 
men  and  matters  remained  in  statu  quo. 

The  bondholders  purchased  the  property  and  after 
reorganization  appointed  R.  H.  Wheeler  general  man- 
ager. Mr.  Wheeler  took  over  his  duties  on  Oct.  1,  1921, 
after  having  spent  some  time  as  manager  for  the 
receiver,  during  which  he  had  become  conversant  with 
the  situation  with  regard  to  the  attitude  of  the  men  to 
the  company.  At  that  time  the  men  were  literally  adrift 
and  were  fertile  ground  for  another  union  organizing 
campaign. 

Twenty-Year  Club 

Just  before  the  new  year  of  1921,  those  men  who  had 
been  in  the  employ  of  the  road  twenty  years  or  more 
were  invited  to  an  informal  dinner  by  the  manager.  He 
pointed  out  the  relationship  he  desired  to  establish  be- 
tween the  men  and  his  office,  stating  frankly  his  views 
that  the  railway  was  in  dire  straits  as  to  a  sound  finan- 
cial future  and  that  the  very  friendly  and  cordial  assist- 
ance of  the  men  to  carry  out  the  plans  of  a  manager  was 
perhaps  the  first  essential  toward  rebuilding  the  road. 
As  the  manager  was  a  total  stranger  to  the  men,  he  de- 
sired to  build  up  an  interchange  of  friendship  and  daily 
strengthen  their  confidence  in  his  plans  by  a  more  or  less 
intimate  knowledge  of  the  program  to  be  carried  out, 
gaining  this  knowledge  by  discussing  the  problems  as 
they  arose,  in  so  far  as  the  men  could  help  him  by  a  free 
interchange  of  thought  in  open  meeting. 

The  men  readily  appreciated  the  frankness  of  the 
manager's  position  and  responded  quickly  in  the  forma- 
tion of  the  Twenty- Year  Club,  which  to  date  comprises 
about  twenty-five  members.  A  constitution  and  by-laws' 
were  drawn  up ;  neat  coat  lapel  emblems  were  presented 
to  the  men  by  the  management,  and  a  meeting  room  en- 


gaged without  expense  to  the  men  where  meetings  are 
held  on  the  first  Tuesday  of  each  month.  These  men  as 
seniors  in  the  various  departments  of  the  road  very 
readily  gave  of  their  experience  and  knowledge  of  the 
past  affairs  and  became  immediately  an  invaluable  store 
of  information  to  the  manager  in  picking  up  the  threads 
of  local  administration  in  the  cities  of  Glean,  N.  Y. ; 
Bradford,  Pa.,  and  Salamanca,  N.  Y. 

Officers  of  the  company  in  the  employ  the  requisite 
number  of  years  ranked  shoulder  to  shoulder  with  track- 
men and  men  in  the  operating  department.  The  first 
president  of  the  Tvj^enty-Year  Club  was  Floyd  A.  Garey, 
an  experienced  and  capable  motorman  in  the  freight 
locomotive  service. 

On  one  or  two  occasions,  the  management  has  pro- 
vided an  evening  of  instructive  entertainment  through 
educational  films  or  the  introduction  of  speakers  upon 
subjects  non-technical  but  of  interest.  When  the  reasons 
were  explained,  local  merchants  readily  gave  of  their 
time  and  thought  to  the  Twenty-Year  Club,  talking  in- 
formally upon  interesting  subjects.  This  also  served  to 
acquaint  and  interest  the  patrons  of  the  road  with  the 
plans  of  the  new  management.  Meetings  are  held  in  one 
or  another  of  the  three  cities,  rotating  upon  invitation. 
Spontaneously,  the  matter  of  a  ladies'  night  came  up,  the 
idea  being  that  the  ladies,  wives  of  the  members  of  the 
club,  should  be  permitted  to  participate.  Since  its  or- 
ganization, the  club  has  enjoyed  two  or  three  ladies' 
nights,  with  the  ladies  as  guests  at  an  informal  dinner 
and  the  members  and  their  wives  treated  to  a  theater 
party  by  the  resident  members. 

The  Twenty- Year  Club  functions,  as  it  was  conceived 
by  the  manager,  with  increasing  interest  arising  from 
within  the  ranks  of  the  members  and  the  monthly  meet- 
ing is  an  event  to  which  all  look  forward,  days  in  ad- 
vance. On  the  other  hand,  the  Twenty-Year  Club  has 
been  of  inestimable  assistance  to  the  manager,  as  the 
employees  of  the  road  soon  saw  the  sincerity  of  the  rela- 
tionship developed  and  became  anxious  to  enjoy  the  same 
cordial  understanding  with  the  management  as  do  the 
club  men. 

Employees'  Association 

In  April,  1922,  the  Twenty- Year  Club  requested  the 
employees  of  all  ranks  and  departments  to  meet  with 
them  to  form  an  Employees'  Association.  The  response 
was  so  cordial  that  it  was  decided  to  hold  the  meeting 
after  the  usual  operating  hours  of  the  railway  and  more 
than  95  per  cent  of  the  employees  of  the  road  were 
in  attendance  at  the  meeting  and  signed  the  Articles  of 
Association. 

When  Mr.  Wheeler  came  to  the  property,  he  early 
sensed  the  fact  that  the  men  lacked  some  form  of  asso- 
ciation among  themselves  to  build  up  the  esprit  de 
corps  of  the  property.  He  felt  certain  that  if  a  demon- 
stration could  be  made  of  a  sincere  interest  upon  the 
part  of  the  manager  in  problems  of  the  men  and  an  open 
mind  as  to  their  viewpoints,  co-operation  would  result 
and  a  feeling  be  built  up  on  the  part  of  the  men  that 
their  problems  could  be  worked  out  at  home  without  the 
necessity  of  calling  in  any  organization  to  negotiate  for 
them. 

This  was  founded  on  the  belief  that  no  results 
achieved  could  be  sound  and  durable  unless  both  sides 
were  convinced  of  the  frankness  of  the  negotiations. 
When  95  per  cent  of  the  men  met  at  12 :30  midnight  at 
their  personal  discomfiture  to  form  an  employees'  asso- 
ciation, it  was  at  once  apparent  that  the  men  were  con- 


646 


Electric    Railway    Journal 


Vol.  61,  No.  15 


vinced  that  a  new  epoch  in  management  had  successfully 
been  launched  and  they  were  ready  immediately  to 
co-operate  in  its  continuance. 

As  in  the  instance  of  the  Twenty- Year  Club,  a  con- 
stitution and  by-laws  were  drawn  up  and  officers  elected, 
the  first  president  being  John  A.  Nutt,  chief  electrician 
of  the  property.  As  a  little  surprise  to  the  men,  at  this 
meeting,  the  manager  stated  that  he  had  been  able  to 
negotiate  with  the  Travelers  Insurance  Company  a 
group  insurance  whereby  each  man  in  the  association 
'^ould  enjoy  $500  of  life  insurance  and  $500  of  accident 
and  disability  insurance,  making  a  total  of  $1,000,  in 
case  of  death  from  unnatural  causes,  or  $500  in  case  of 
death  from  natural  causes.  In  this  matter,  the  company 
undertook  a  small  percentage  of  the  payment  of  the 
premium  in  accordance  with  the  laws  of  the  state  of 
New  York.  The  remainder  of  the  insurance  is  paid  by 
the  men  from  dues  in  the  association. 

Health  and  disability  insurance  is  handled  by  the 
recommendation  of  the  insurance  committee  to  the 
executive  committee  of  the  association.  There  is  avail- 
able a  certain  proportion  of  the  dues  set  aside  monthly 
and  invested,  which,  at  the  discretion  of  the  executive 
committee,  can  be  donated  to  needy  members  in  the  form 
of  a  lump  sum  payment  or  a  weekly  indemnity.  This 
method  of  handling  the  health  insurance  results  in  an 
individual  inspection  of  each  needy  case  and  brings  to 
the  attention  of  the  whole  association  any  of  its  mem- 
bers in  outlying  points  who  are  out  of  the  service  be- 
cause of  the  misfortune  of  illness,  either  individually  or 
in  their  families.  Under  this  arrangement  less  than  10 
per  cent  of  the  fund  has  been  distributed,  whereas,  by 
other  methods  of  handling  the  fund,  it  would  have  been 
possible  to  dissipate  the  fund  because  of  trivial  demands 
upon  it. 

An  emblem  was  decided  upon,  and,  with  each  cer- 
tificate of  membership  and  insurance  policy,  this  emblem 
was  distributed  by  the  association  to  its  members.  The 
association  has  met  by  invitation  in  the  cities  served  by 
the  company.  There  has  developed  a  considerable  spirit 
of  rivalry  between  teams  of  the  association's  athletic  ac- 
tivities in  the  various  cities.  Whenever  a  meeting  is 
held  away  from  the  Olean  headquarters,  there  is  always 
a  desire  to  witness  the  events  which  transpire  during 
the  evening,  bringing  out  a  large  attendance.  The  rail- 
way in  each  case  is  very  pleased  to  furnish  special  car 
service  as  there  are  always  employees  available  to  oper- 
ate the  equipment. 

One  of  the  standing  committees  of  the  Employees' 
Association  is  a  company  relations  committee.  This 
committee  has  met  the  management  in  only  one  instance 
in  the  past  sixteen  months  and  then  for  an  informal  dis- 
cussion of  a  new  ruling  promulgated  relative  to  labor 
passes,  in  order  to  determine  more  accurately  the  in- 
dividual application  of  the  pass  ruling.  When  the  com- 
mittee left  the  discussion,  each  member  pledged  him- 
self as  in  exact  accord  with  the  ideas  of  the  management 
and  agreed  to  constitute  himself  a  committee  of  one 
to  disseminate  the  discussion  among  the  ranks  of  the 
employees.  In  consequence  the  matter  was  never  again 
questioned  on  the  road.  This  incident  proved  the  success 
of  the  theory  of  having  a  committee  handle  the  matters 
with  the  employees  after  they  have  become  convinced  of 
the  intention  and  spirit  of  the  ruling. 

In  no  instance  where  discipline  has  been  necessary 
has  there  been  any  request  for  a  revision  of  the  decision 
upon  the  part  of  the  company  relations  committee,  and 
to  the  knowledge  of  the  management  the  company  rela- 


tions committee  has  never  been  approached  to  request  a 
hearing. 

These  employee  organizations  function  wholly  from 
their  membership.  The  working  of  the  new  arrange- 
ment shows  the  men  to  be  in  complete  accord  with  the 
policies  and  plans  of  a  management  which  is  apprecia- 
tive of  the  efforts  of  the  "human"  spokes  which  maintain 
the  integrity  of  the  wheel  and  make  it  easy  to  keep  roll- 
ing. 

The  sincerity  of  the  men  and  the  management 
under  the  new  arrangement  has  won  the  liberal  support 
of  the  business  men,  who  in  turn  have  helped  in  their 
way  to  raise  the  standing  of  the  electric  railway  men 
to  a  new  status  in  their  communities. 


Average  Automobile  Carries  Less  than 
Two  Passengers 

THE  Pacific  Railway  Advertising  Company  recently 
conducted  an  investigation  to  determine  the  average 
use  of  passenger  automobiles  and  street  cars.  On  Sat- 
urday, Nov.  4,  1922,  investigators  at  principal  street 
intersections  in  the  cities  of  Seattle,  Portland,  San 
Francisco,  Oakland  and  Los  Angeles  checked  4,101 
automobiles  carrying  a  total  of  6,730  passengers.  This 
is  but  1.64  passengers  per  automobile.  The  street  cars 
carried  700  revenue  passengers  a  day  on  the  average. 
Ten  street  cars  would,  therefore,  transport  7,000  people 
a  day,  which  is  more  than  is  carried  by  4,101  automo- 
biles with  the  average  load. 

With  the  exception  of  Portland,  Ore.,  more  than  half 
the  automobiles  checked  carried  the  driver  only.  In 
Portland  and  Los  Angeles  approximately  80  per  cent 
carried  but  two  persons,  while  in  San  Francisco,  Oak- 
land and  Seattle  approximately  90  per  cent  of  the  auto- 
mobiles carried  two  people.  The  figures  of  the  investi- 
gation follow: 


Driver  onlv 
Driver  ana 

1  passenger.. 

2  passengers 

3  passengers 

4  passengers 

5  passengers 

6  passengers . 

1,713   100.0  422  100.0    1,119   100.0  477  100.0     370  100.0 

Passengers 2,612  656               1,994  755                713 

.\verage  people 

percar I   52  1.55                 1.78  1.58               1.92 

•  Jitney  buses  included.     Delivery  trucks  not  included. 

The  investigation  also  developed  that  only  50  per  cent 
of  the  owners  of  pleasure  automobiles  use  them  daily 
for  business  purposes.  Only  18  per  cent  of  the  women 
of  the  family  use  them  for  shopping  purposes,  while 
39  per  cent  of  the  men  owning  pleasure  automobiles  use 
the  street  cars  twice  a  day  going  back  and  forth  between 
their  homes  and  their  offices,  and  13  per  cent  use  the 
street  cars  most  of  the  time.  Of  the  women  owning 
automobiles,  51  per  cent  use  the  street  cars  from  three 
times  a  week  to  as  often  as  twice  a  day. 

The  principal  reasons  advanced  by  automobile  owners, 
both  men  and  women,  for  their  extensive  use  of  street 
car  transportation  are  that  they  find  the  street  cars 
more  economical,  and  that  they  are  assured  of  safety 
from  reckless  drivers  and  speeders.  Many  of  them  stated 
that  parking  spaces  were  too  difficult  to  find  in  the  down- 
town section  of  the  city,  and  the  street  cars  were  more 
convenient  for  shopping. 


April  14,  1923 


Electric    Railway    Journal 


647 


Additional  Light 
on  the  Detroit  Municipal  System 

Consultant's  Leaflets  Criticise  Handling  of  Accident  Cases  and  Pur- 
chasing by  Established  City  Departments  —  Financial  Methods  for 
Amortizing  Purchase  Price  Compared  with  Glasgow  and  Toronto  — 
Renewal  Fund  Held  Necessary  Only  on  New  Construction  and  Equipment 


THE  fifth,  sixth  and  seventh  bulletins  prepared 
by  Walter  Jackson,  consultant,  for  enlightening 
the  public  of  Detroit,  and  which  complete  the 
series  prepared  by  him,  are  now  available.  Other  bulle- 
tins in  this  series  have  been  abstracted  in  the  Electric 
Railway  Journal  for  March  3,  1923,  page  371,  and 
March  24,  1923,  page  508. 

The  fifth  bulletin  in  the  series  treats  of  the  claims 
division.  Mr.  Jackson  states  that  the  claim  department 
of  the  Municipal  Railway  System  embodies  the  usual 
organization  except  that  the  trial  attorneys  are  a  part 
of  the  office  of  the  corporation  counsel.  He  states  that 
this  is  apparently  a  disadvantageous  difference.  On 
the  other  hand,  he  states,  the  claim  department  has 
taken  over  two  functions  that  hitherto  have  been  part 
of  personnel  work  of  the  transportation  depax-tment. 
These  are  responsibility  for  the  physical  standard  of 
applicants  for  platform  jobs,  and  attention  to  certain 
personal  features  in  the  home  life  of  the  platform  men. 
Mr.  Jackson  states :  "The  claim  department,  although 
held  responsible  for  the  sums  spent  to  compensate 
claimants  for  damages,  suffers  a  serious  disadvantage 
of  having  no  direct  control  over  the  counsel  who  rep- 
resent its  side  of  the  case  in  court.  According  to  the 
present  interpretation  of  the  charter  provisions,  such 
legal  work  is  to  be  done  through  the  office  of  the  cor- 
poration counsel,  who,  nevertheless,  charges  the  cost 
of  such  services  to  the  Department  of  Street  Railways." 
The  consultant  quotes  several  sections  from  the  street 
railway  amendments  to  the  charter,  adopted  in  1920, 
and  says  that  to  him  these  clauses  mean  that  the 
electric  railway  management  should  have  sole  and  im- 
mediate control  over  these  expenditures  for  claims;  or 
at  the  very  least,  the  department  should  have  the  right 
to  designate  such  individual  counsel  in  the  office  of  the 
corporation  counsel  as  it  considers  most  capable  of  con- 
ducting its  litigation.  He  states  that  the  present 
method  is  bound  to  involve  much  unnecessary  labor  and 
duplication  of  effort. 

Automobiles  Cause  Majority  of  Accidents 

Mr.  Jackson  then  discusses  the  causes  of  accidents, 
giving  several  tables  for  accidents  from  September, 
1922,  to  January,  1923,  inclusive.  These  figures  are 
collected  in  the  accompanying  table: 


CLASSIFICATION  OF  ACCIDENTS  BY 

MONTHS 

Month 

Total 
.Occidents 

Automobile 
Collisions 

Car 
Collisions 

Step 
Accidents 

Passengers 
Carried 

1922 September.. . 

1922  October 

1922  November.    . 

1922  December... 

1923  January. 

1,819 
1,890 
1,900 
2,499 
2.636 

1,240 
1,329 
1,384 
1,805 
1,864 

78 
92 
99 
197 
182 

107 
103 
102 
126 
133 

35,770,063 
37,752,445 
37,103.301 
38.258,194 
40,196,401 

Commenting  on  the  record,  Mr.  Jackson  says:  "No 
wonder  that  the  claim  department  has  taken  the  offen- 
sive and  is  suing  automobile  owners  for  damages  to 


street  cars!  The  department  is  permitted  to  sue  di- 
rectly in  the  justice  court.  Since  May  15,  1922,  the 
day  of  taking  over  the  Detroit  United  System,  about 
$3,000  has  been  collected  amicably  without  suit.  Should 
citizens  sit  on  juries  in  which  automobile  collision 
accidents  are  involved — not  unlikely  when  70.7  per  cent 
of  all  January  accidents  were  due  to  automobiles — 
they  can  reflect  on  the  fact  that  it  is  not  customary  for 
the  trolley  to  careen  out  of  its  trackway  to  strike  an 
auto;  and  that  the  driver  of  the  street  car  is  entitled 
to  the  benefit  of  the  doubt  because  he  was  not  allowed 
to  run  a  car  until  he  had  passed  a  series  of  physical 
and  intelligence  tests.  Furthermore,  the  apparatus  of 
a  street  car,  as  regards  stopping  and  starting,  is  not 
only  the  simplest  known  but  is  also  subject  to  regular 
inspection — something  that  cannot  be  said  of  the  indi- 
vidually owned  car." 

Mr.  Jackson  says  that  in  the  extremely  hazardous 
month  of  January  there  were  61.6  accidents  per 
100,000  car-miles  and  6.59  accidents  per  100,000  revenue 
passengers. 

Over  3  per  Cent  of  Gross  Put  in  Accident  Reserve 

Regarding  reserve  funds  for  accidents,  Mr.  Jackson 
states  that  the  Department  of  Street  Railways  has 
continued  the  practice  of  the  Detroit  United  Railway 
of  setting  aside  3  per  cent  of  the  gross  earnings  as  an 
accident  reserve,  aside  from  the  cost  of  conducting  the 
claim  department.  He  gives  figures  showing  that  for 
the  months  of  July  to  December,  1922,  inclusive,  the 
department  has  set  aside  3.3  to  3.6  per  cent  of  the  gross 
for  this  purpose.  Payments  from  the  fund  have  been 
materially  less  than  the  amount  reserved,  since  old 
cases  under  the  Detroit  United  regime  are  not  included 
in  the  statement,  and  claims  so  far  have  been  made  in 
less  than  one-fifth  of  the  accident  cases,  while  it  is  esti- 
mated that  in  1921  the  D.U.R.  had  claims  up  to  one-third 
of  all  accidents. 

Mr.  Jackson  says  that  the  liberal  policy  of  the 
Department  of  Street  Railways,  as  in  paying  the  time 
of  platform  men  when  they  testify,  is  reflected  in 
the  comparatively  small  number  of  blind  accidents.  It 
is  said  that  co-operation  with  the  coroner's  office  is 
closer  knit  than  in  the  days  of  private  operation. 

Mr.  Jackson  devotes  considerable  space  to  a  discus- 
sion of  the  methods  of  handling  accidents  by  the  claim 
department.  These  are,  in  general,  the  same  as  those 
of  many  street  railways  in  the  United  States.  The 
bonus  system,  by  which  carefully  trained  men  are  re- 
warded for  accident  reduction,  is  also  described.  The 
consultant  states  that  he  has  little  faith  in  the  endur- 
ing good  of  "safety  week"  and  "similar  ballyhoo  cam- 
paigns." The  best  results  are  going  to  come  from 
making  the  old  equipment  safer,  teaching  the  men  the 
correct   principles  of  controller  and  brake  operation. 


648 


Electric    Railway    Journal 


Vol.  61,  No.  15 


providing  the  incentive  of  line  comparisons  and  of 
individual  bonus  plants;  and,  finally,  of  persistent  work 
with  those  who  are  involved  in  nearly  three-fourths  of 
all  accidents — the  autoists. 

Practices  in  Handling  Supplies 

Bulletin  No.  6  deals  with  the  supply  division.  Mr. 
Jackson  states  that  in  Detroit  no  purchase  exceeding 
$500  may  be  made  without  advertising  for  bids,  and 
that  this  limitation  needs  some  modification  to  assure 
the  most  successful  conduct  of  the  Department  of  Street 
Railways.  For  example,  lubricating  oil  is  sold  on  a 
service  basis;  and  to  a  lesser  degree,  this  combination 
of  material  and  service  applies  to  bearings,  trolley 
wheels,  etc.  He  states  that  he  does  not  wish  to  imply 
that  the  disadvantage  of  advertising  for  bids  is  peculiar 
to  municipal  operation.  Perhaps  the  strongest  argu- 
ment that  can  be  offered  for  permitting  greater  pur- 
chasing freedom  is  that  the  city's  accounting  system  is 
wide  open,  and  any  one  who  questions  excessive  costs 
can  have  access  to  public  documents. 

Centralized  purchasing  is  stated  to  have  many  bene- 
fits. Many  of  the  stores  cover  several  municipal 
departments  and  the  street  railway  and  other  depart- 
ments can  draw  upon  common  sources  for  certain 
supplies,  such  as  crushed  granite  or  cement,  in  addi- 
tion to  their  smaller  local  stores. 

All  purchasing  is  done  through  the  department  of 
purchases  and  supplies  of  the  city.  Mr.  Jackson  goes 
into  considerable  detail  in  describing  the  requisition 
system.  He  states  that  the  concentration  of  purchasing 
and  storekeeping  is  an  improvement  over  the  practice 
of  the  Detroit  United  Railway,  which  maintained 
several  independent  storekeepers  for  the  track,  over- 
head and  car  maintenance  departments,  who  were 
checked  by  assistant  auditors  or  controllers  at  the  main 
office. 

The  centralized  stores  plan  also  is  said  to  save  much 
mileage  in  the  transport  of  goods  to  several  departments. 
The  city's  stores  division  took  over  four  service  cars 
from  the  Detroit  United,  and  has  bought  fifteen  flat 
cars  at  a  cost  of  $175  each,  which  have  been  fitted  up 
for  trailer  use  at  an  additional  total  cost  of  $500. 

A  considerable  part  of  the  bulletin  is  taken  up  with 
a  discussion  of  the  improved  method  adopted  by  this 
department  for  handling  scrap.  It  is  stated  the  salvaged 
material  will  bring  $200,000  to  $300,000  a  year. 

Finance  and  Auditing 

In  Bulletin  No.  7  Mr.  Jackson  discusses  the  financial 
practices  of  the  Department  of  Street  Railways.  Re- 
garding a  municipal  loan  he  states  that  a  municipality 
is  compelled  by  law  to  set  up  a  sinking  fund  whereby 
the  loan  will  surely  be  paid  back  on  the  date  the  bond 
matures.    Continuing,  he  says: 

"Private  utilities  have  not  been  compelled  to  do  this, 
although  it  certainly  would  have  been  better  for  electric 
railways  especially  if  they  had  been.  What  they  gen- 
erally did  may  be  explained  in  this  homely  fashion : 

"A  person  borrows  $10  for  three  months.  He  pays 
interest  regularly,  but  cannot  restore  the  principal 
when  the  three  months  are  up.  So  on  the  strength  of 
his  faithful  payment  of  interest,  he  borrows  $12  from 
some  one  else  for  another  three  months,  using  $10  to 
wipe  out  debt  No.  1.  Again  he  pays  interest  faithfully 
and  again  he  is  unable  to  restore  the  principal.  There- 
upon he  uses  his  credit  again  to  borrow  $15,  pays  back 
the   $12   and   begins   the   merry-go-round   again  until 


some  catastrophe  makes  it  impossible  for  him  to  pay 
continually  increasing  interest  charges.  That  is  the 
way  most  electric  railways  were  financed  for  many 
years,  deluding  themselves  with  the  notion  that  the 
plan  was  going  to  come  out  all  right  through  the  in- 
creased earnings  from  a  growing  community." 

Contrasting  this  with  the  terms  of  the  Detroit  pur- 
chase, Mr.  Jackson  continues: 

"The  purchase  price  [of  the  Detroit  United  Railway] 
exclusive  of  inventory,  was  $19,850,000.  Toward  this 
sum  it  [the  city]  made  an  initial  down  payment  of 
$2,770,000  secured  not  from  railway  revenue  but  from 
the  $4,000,000  bond  issue  authorized  by  a  vote  of  the 
people  on  April  17,  1922." 

It  is  stated  that  the  department  has  already  paid 
$3,770,000  to  the  Detroit  United,  of  which  sum  $1,000,- 
000  came  out  of  earnings  within  seven  months. 
Preceding  the  purchase  of  the  D.U.R.  and  the  $4,000,000 
bond  issue,  which  included  the  down  payment  of 
$2,770,000  and  $400,000  for  supplies,  was  the  original 
$15,000,000  bond  issue  authorized  by  the  vote  of  the 
people  on  April  5,  1920.  This  money  was  voted  for  the 
purpose  of  building  and  equipping  entirely  new  lines 
in  the  outer  area  of  Detroit,  but  with  it  were  built  63 
miles  of  track,  an  office  building  and  carhouse  were 
put  up,  and  250  safety  cars  and  fifty  Peter  Witt  cars 
purchased.  The  remainder  of  about  $1,000,000  was 
left  as  partial  payment  for  200  Peter  Witt  cars  bought 
for  the  system  as  a  whole. 

Mr.  Jackson  quotes  from  the  report  of  the  Glasgow 
Corporation  Tramways  for  the  year  ending  May  31, 
1918,  during  which  interest  and  sinking  fund  payments 
were  reduced  to  zero.  He  says  that  payments  into  the 
sinking  fund  from  1896  to  1917  totaled  £3,833,157.  The 
direct  sinking  fund  pajTnents  totaled  only  £1,506,267, 
the  remaining  £2,328,890  coming  by  transfer  from  the 
depreciation  and  permanent  way  renewals  fund.  He 
states  that  on  the  same  basis  as  Glasgow,  Detroit  would 
have  paid  less  than  $500,000  a  year  against  the  purchase 
price  instead  of  $1,000,000  a  year.  He  says  that  the  city 
of  Detroit  is  paying  so  rapidly  for  its  street  railways 
that  the  older  and  major  portion  will  be  only  a  minor 
capital  charge  after  ten  years. 

"This  period  is  so  short,"  says  Mr.  Jackson,  "that 
one  may  well  question  the  justice  of  a  depreciation 
fund  particularly  when  the  property  itself  was  taken 
over  at  a  very  low  price  regardless  of  its  run-down  and 
largely  obsolete  condition. 

"As  a  matter  of  fact,  a  private  company  would  have 
thought  it  worth  $10,000,000  merely  to  have  the  right 
to  handle  the  mass  transport  of  the  fourth  and  fastest- 
growing  city  in  America.  If  every  car  and  piece  of 
track  bought  from  the  Detroit  United  has  to  be  replaced 
with  new,  additional  capital,  the  purchase  would  still 
be  a  bargain  because  of  the  wonderful  traffic  possibili- 
ties of  Detroit." 

To  indicate  how  little  new  money  the  city  of  Detroit 
has  put  into  the  Department  of  Street  Railways  to  make 
the  D.U.R.  lines  as  modern  as  those  built  by  the  de- 
partment, he  contrasts  it  with  Toronto.  He  states  that 
the  Toronto  lines  built  by  the'  city  before  purchase 
cost  $2,750,000,  whereas  Detroit's  new  lines  cost  about 
$14,000,000.  The  total  investment  in  the  Toronto  lines, 
including  some  $25,000,000  of  new  construction,  is  given 
as  $29,481,000.  Adding  to  this  the  arbitration  sum 
for  purchase  of  the  Toronto  Railway,  of  $11,000,000  to 
$12,000,000,  makes  a  total  cost  to  the  city  of  Toronto  of 
some  $41,000,000. 


April  14,  1923 


Electric    Railway    Journal 


649 


Considerable  space  is  taken  with  quotations  from 
"Service  at  Cost  Plans,"  by  Harlow  C.  Clark,  to  show 
that  he  thinks  writing  off  the  investment  an  unfair 
burden  on  the  present  rider  so  long  as  there  is  a  de- 
preciation fund. 

Mr.  Jackson  states  that  such  an  outcry  was  raised 
at  the  last  election  that  the  plan  for  relieving  the  De- 
partment of  Street  Railways  of  paving  charges  was 
rejected. 

Mr.  Jackson  says  that  a  depreciation  fund  is  justi- 
fiable only  on  the  new  construction  and  equipment  of 
the  department  of  street  railways.  He  continues  as 
follows : 

"The  sharpest  criticism  directed  at  the  financing  of 
the  Department  of  Sti-eet  Railways  has  been  the  failure 
to  set  up  a  depreciation  and  renewals  fund,  although 
the  critics  have  been  calm  about  the  rapid  rate  of 
amortization.  One  could  easily  argue  that  if  amorti- 
zation is  a  gift  for  the  rider  of  the  future  by  the  rider 
of  the  present,  why  not  equalize  matters  by  simply 
keeping  the  property  up  to  safe  and  efficient  operating 
standards?  In  short,  repeat  the  ancient  claim  that 
property  was  being  kept  100  per  cent  efficient  and  that 
a  depreciation  fund  for  something  that  wasn't  allowed 
to  depreciate  was  a  joke. 

"As  a  matter  of  sound  finance,  however,  one  must  set 
aside  a  depreciation  and  renewals  fund  because  one 
must  be  prepared  to  meet  changes  in  the  art.  A  private 
company  may  take  the  view  that  it  is  better  to  have 
a  satisfactory  depreciation  fund  than  a  proper  sinking 
fund,  but  a  community  lives  not  only  for  its  citizens 
of  today  but  for  those  of  tomorrow.  It  must,  therefore, 
in  the  absence  of  a  profit-seeking  motive  carry  both 
classes  of  charges. 

"In  the  case  of  Detroit,  this  is  far  from  meaning  that 
the  depreciation  and  renewals  fund  should  cover  all  of 
the  existing  property.  On  the  contrary,  that  secured 
from  the  Detroit  United  Railway  was  bought  so  cheaply 
and  is  to  be  paid  for  so  quickly  that  a  depreciation  fund 
is  unnecessary.  The  only  way  to  look  at  most  of  this 
property  is  that  it  is  something  to  be  replaced  gradu- 
ally with  entirely  new  parts  to  be  supplied  legitimately 
out  of  new  capital  or,  in  part,  out  of  surplus  earnings. 
The  position  is  not  unlike  that  of  the  Boston  Elevated 
Railway  as  expressed  in  the  Jan.  2,  1923,  report  of  the 
Department  of  Public  Utilities  of  Massachusetts 
(quoted  on  page  201,  Electric  Railway  Journal,  Feb. 
3,  1923)  where  the  commission  says:  'In  fixing  the 
amount  for  depreciation,  the  property  excluded  from 
consideration  was  that  listed  as  obsolete,  not  used  or 
non-depreciable  (like  land)  and  that  older  than  the 
estimated  life.' 

"If  this  criterion  is  applied  to  the  Detroit  United 
purchase  and  the  cost  of  said  purchase  taken  into  con- 
sideration, there  would  be  very  little  left  to  call  for  a 
depreciation  fund." 

To  show  that  a  depreciation  fund  should  be  set  up  only 
on  the  new  construction  and  equipment  put  in  by  the 
Department  of  Street  Railways,  Mr.  Jackson  compares 
Detroit  with  the  cities  of  Boston,  Glasgow  and  Chicago : 

"Taking  Boston  and  Glasgow  standards  for  guidance 
the  highest  rate  of  depreciation  for  the  cars,  amounting 
so  far  to  a  total  of  $2,241,275,  would  be  5  per  cent,  or 
roughly  $112,000  a  year.  The  rate  of  depreciation  on 
the  type  of  track  used  should  not  exceed  2  per  cent  to 
3  per  cent,  while  the  buildings  would  carry  no  more 
than  2  per  cent.    The  land  purchased  by  the  department 


naturally  has  increased  in  value  because  of  the  new 
transit  facilities  in  the  neighborhood. 

"Suppose  we  were  to  take  the  highest  figure  quoted 
by  the  commission,  namely,  3  per  cent  of  the  investment 
in  road  and  equipment  complete  as  used  by  the  Chicago 
Surface  Lines,  then  3  per  cent  of  the  $14,000,000  ac- 
tually at  work  now  would  be  $420,000." 

Mr.  Jackson  says  there  would  be  no  trouble  in  finding 
the  $420,000  for  a  depreciation  and  renewals  fund,  nor 
in  finding  twice  that  amount,  because  in  the  six  months 
of  full  system  operation,  July  1-Dec.  31,  1922,  the  sur- 
plus, after  all  overhead  charges,  injuries  and  damage 
reserves,  etc.,  was  $512,278,  or  at  the  rate  of  $1,024,556 
per  annum. 

Concluding,  Mr.  Jackson  says:  "From  the  viewpoint 
of  public  policy,  it  is  also  better  to  put  surplus  into 
funds  for  renewals  and  enlargements  than  to  give  a 
wrong  idea  that  the  surplus  should  be  used  to  reduce 
taxes  or  make  premature  reduction  from  a  fare  that 
is  either  the  lowest  or  next  to  the  lowest  big-city  fare 
in  the  United  States." 


Speeding  Up  Surface  Cars  in  London 

THE  London  County  Council  is  readjusting  the  mo- 
tor equipment  of  its  cars  with  a  view  to  obtaining 
higher  schedule  speeds.  Results  secured  with  cars  re- 
cently built  and  fitted  with  larger  motors  than  had  been 
used  previously  showed  that  considerable  economy  was 
effected  in  cost  of  operation  while  higher  speeds  and  a 
better  service  were  provided. 

At  a  meeting  of  the  Council  held  on  March  13,  it  was 
decided  that  200  cars,  which  have  been  in  use  since  1907 
to  1921,  shall  be  fitted  with  60-hp.  motors  in  place  of 
42-hp.  motors.  The  motors  released  will  be  used  to 
replace  30-hp.  and  35-hp.  motors  on  cars  which  have 
been  in  operation  for  twenty  years.  The  changes  will 
be  made  first  on  the  lines  which  are  located  south  of 
the  Thames. 

A  probable  result  of  the  change  in  motor  equipment 
will  be  the  withdrawal  of  trailers  from  the  southern 
route  to  determine  whether  the  faster  cars  can  handle 
the  rush-hour  traffic.  If  they  are  successful  the  trailer 
service  will  not  be  restored,  as  there  was  considerable 
opposition  to  its  inauguration,  and  sanction  to  furnish 
it  was  obtained  only  after  a  hard  fight  in  Parliament. 
When  this  sanction  was  obtained  the  schedule  speeds 
were  low,  but  the  average  speed  is  now  reported  to  be 
more  than  9  m.p.h. 

Power  Supply  for  British  Electrification 

THE  London  Electric  Supply  Corporation  plans  im- 
mediately to  extend  its  power  station  at  Deptford 
to  enable  it  to  supply  the  80,000,000  to  100,000,000 
kw.-hr.  which  will  be  required  annually  for  electrical 
operation  on  the  southeastern  section  of  the  Southern 
Railway.  Before  the  recent  amalgamation,  this  section 
was  the  Southeastern  Railway.  The  Supply  Corpora- 
tion secured  a  contract  covering  fifty  years  supply  of 
all  of  the  energy  required  for  the  operation  of  the  first 
section  of  the  suburban  lines  of  this  railroad.  The 
contract  is  the  outcome  of  a  recent  decision  of  the  Elec- 
tricity Commissioners  adverse  to  the  erection  of  a 
power  station  by  the  railroad.  Announcement  of  the 
contract  was  made  by  the  chairman,  W.  H.  Wilson,  at 
the  annual  meeting  of  the  London  Electric  Supply  Cor- 
poration, held  on  Feb.  23. 


650 


Electric    Railway    Journal 


Vol.  61,  No.  15 


[(^      The  Readers'  Forum       J 

When  the  Bus  Will  Replace  the 
Urban  Railway 

General  Electric  Company 

Schenectady,  N.  Y.,  April  10,  1923. 
To  the  Editors: 

I  want  to  congratulate  the  writer  of  the  editorial 
in  the  last  issue  of  the  Journal  entitled  "When  the 
Bus  Will  Replace  the  Urban  Railway."  You  know  very 
well  what  my  views  on  this  subject  are,  and  I  want 
to  say  that  I  have  never  seen  a  more  comprehensive 
and  yet  more  concise  statement  of  the  facts  in  the  case 
as  they  appear  to  us  as  a  result  of  all  of  our  studies 
and  experience.  I  think  that  had  the  railway  advocates 
in  Saginaw  been  able  to  express  their  case  as  well  as 
this  writer  has  done,  they  might  have  had  a  better 
chance  of  success  at  the  election.  I  think  this  supple- 
ments very  admirably  the  answer  James  W.  Welsh  re- 
cently made  to  an  article  in  the  WaU  Street  Journal, 
and  I  think  the  whole  railway  industry  owes  you  a 
vote  of  thanks  for  its  publication.      J.  C.  Thirlwall. 


Connecting  Armatures  on  the  Ground  Side 

Southern  Public  Utilities  Company 

Charlotte,  N.  C,  April  6,  1923. 
To  the  Editors: 

We  had  considerable  trouble  on  our  cars,  due  to 
flashing  over  of  the  motor.«.  Considerable  oil  and  grease 
would  collect  around  the  end  of  the  commutators  on  our 
old-type  motors.  This  caused  flashing,  and  the  motor 
parts  were  often  badly  burned  and  sometimes  the  arma- 
tures were  grounded.  After  much  experimenting  we 
tried  placing  the  armatures  on  the  ground  side  and 
grounded  the  brush-holder  instead  of  the  field  coils. 
Motors  with  these  changes  have  now  been  in  service 
over  three  months  and  our  motor  trouble  has  been  re- 
duced one-third. 

Perhaps  this  information  may  be  of  use  to  others  who 
are  having  similar  trouble. 

W.  B.  Osborn,  Master  Mechanic. 


present  right-hand  receptacle  could  be  changed  quickly 
to  left-hand  type  with  almost  negligible  expense. 

I  believe  that  this  offers  the  ideal  solution  of  the 
problem  and  suggest  that  the  Electric  Railway 
Journal  take  the  matter  up  with  the  respective  manu- 
facturers and  then  lay  the  facts  before  your  readers. 
It  is  believed  that  this  will  be  well  worth  while. 
Hamilton  Baluss,  General  Manager. 


SuggestionljLo  Prevent  Theft  of  Incandescent 
Lamps 

Susquehanna   Traction   Company 

Lock  Haven,  Pa.,  April  4,  1923. 
To  the  Editors: 

Referring  to  your  issue  of  March  24  in  which 
"Executive"  refers  to  method  for  stopping  theft  of 
incandescent  lamps,  some  years  ago  I  called  the  matter 
to  your  attention  with  the  suggestion  that  theft  could 
be  stopped  by  the  use  of  the  left-hand  thread  in  the 
receptacle  instead  of  the  right-hand  thread  as  ordi- 
naril,7  used. 

A  representative  of  one  of  the  largest  lamp  com- 
panies informed  me  that  lamps  were  furnished  to 
European  trade  with  left-hand  thread,  but  otherwise 
identically  the  same  as  the  lamp.s  furnished  in  this 
country.  It  was  also  stated  that  the  manufacturers  of 
sockets  and  receptacles  made  them  both  with  right  and 
left-hand  threads.  The  right  and  left-hand  thread  por- 
tions were  stated  to   be  interchangeable   so  that  the 


Schedule  Dials  of  Houghton  County 
Traction  Company 

WHEN  traffic  possibilities  do  not  permit  short- 
headway  service,  the  next  best  thing  is  to  make 
sure  that  the  public  knows  exactly  when  the  cars  are 
available.  With  this  thought  in  mind,  S.  B.  Tuell, 
receiver  of  the  Houghton  County  Traction  Company, 
some  time  ago  had  installed  sets  of  schedule  dials  at 
various  places  on  the  system.    Such  dials  are  especially 


Dials  Over  the  Sidewalk  Indicate   Wlien   Cars  Pass 
In  the  City  of  Hongiiton 

useful  in  the  case  of  service  between  the  twin  cities  of 
Houghton  and  Hancock,  for  while  the  schedule  calls  for 
four  cars  an  hour  it  is  necessary  to  space  the  cars 
at  unequal  intervals.  An  accompanying  illustration 
shows  a  set  of  such  dials  mounted  on  a  steel  pole. 

Besides  giving  the  public  appreciated  information  as 
to  the  service,  the  dials  are  a  continuous  advertise- 
ment of  the  electric  railway's  service. 


The  fortieth  anniversary  of  the  inauguration  of  tram- 
way service  on  the  Huddersfield  (England)  Tramways 
System  was  celebrated  recently.  According  to  the  Elec- 
tric Railway  &  Tramway  Journal,  the  first  vehicle  was  a 
steam-driven  car,  horse  cars  being  added  later.  Steam 
traction,  however,  proved  preferable  to  the  use  of  horses 
and  was  used  until  the  time  of  the  electrification  of  the 
system  in  1902.  The  corporation  now  has  126  cars  and. 
ten  omnibuses  in  commission. 


April  14,  1923 


Electric    Railway    Journal 


651 


c 


Association  News  &  Discussions 


) 


Spring  Convention  of  A.I.E.E. 

THE  1923  spring  convention  of  the 
American  Institute  of  Electrical 
Engineers  will  be  held  at  the  William 
Penn  Hotel,  Pittsburgh,  Pa.,  Tuesday  to 
Thursday,  April  24  to  26.  The  keynote 
of  the  program  will  be  the  operation, 
control  and  protection  of  transmission 
and  distribution  systems.  Technical 
sessions  will  be  held  Tuesday  afternoon 
and  evening,  Wednesday  morning  and 
afternoon  and  Thursday  morning.  A 
banquet  will  be  the  feature  on  Wednes- 
day evening  and  an  inspection  trip  to 
the  Westinghouse  Works  on  Thursday 
afternoon  and  evening.  For  those  who 
wish  to  remain  over,  other  inspection 
trips  will  be  arranged  for  Friday. 


president  of  the  association.  Major  F. 
D.  Burpee,  will  arrange  for  the  papers 
to  be  presented  at  the  convention.  As 
decided  earlier,  the  convention  will  be 
held  in  Toronto. 


Massachusetts  Safety  Conference 

THE  Massachusetts  Safety  Council 
will  hold  its  second  annual  state 
conference  in  Springfield,  Mass.,  on 
April  25-26,  probably  at  the  Hotel  Kim- 
ball. The  first  day  will  be  devoted  to 
accidents  on  the  highway,  with  two  or 
three  general  safety  topics.  Thursday 
morning  will  be  assigned  to  industrial 
accident  problems,  with  several  notable 
speakers,  and  the  balance  of  the  day 
will  be  devoted  to  considerations  of  fire 
prevention. 


National  Conference   on 
City  Planning 

THE  fifteenth  annual  conference  on 
city  planning  will  be  held  at  the 
Southern  Hotel,  Baltimore,  Md.,  on 
April  30  and  May  1  and  2.  The  con- 
ference will  be  entertained  by  the  city 
of  Baltimore  in  co-operation  with  many 
civic  and  professional  organizations. 
Among  the  papers  to  be  presented  will 
be  one  on  "Inter  and  Intra  Urban 
Transit  and  Traffic  as  a  Regional  Plan- 
ning Problem,"  by  George  A.  Damon, 
Pasadena,  Calif.  Other  topics  to  be 
considered  are  terminals,  zoning,  re- 
gional planning,  and  parking  of  auto- 
mobiles. 


Canadian  Association  Planning 
for  Convention 

ALTHOUGH  the  date  of  the  next 
convention  of  the  Canadian  Elec- 
tric Railway  Association  has  not  been 
set,  it  may  be  held  early  in  the  present 
summer.  The  executive  committee  has 
therefore  appointed  convention  com- 
mittees. An  exhibit  will  be  a  feature 
of  the  convention  as  in  1922,  when 
the  first  and  highly  successful  exhibit 
was  held  in  Quebec.  A  representative 
committee  of  operating  men  and  rep- 
resentatives of  manufacturers  have 
been  appointed  to  arrange  for  the  ex- 
hibit. W.  R.  McRae,  Toronto  Trans- 
portation Commission,  will  be  chair- 
man of  the  entertainment  committee 
and  will  select  the  other  members.   The 


turers  among  their  employees.  It  is 
entitled  "An  Old  Friend  Now  Is  Getting 
a  Living  Wage,"  and  gives  the  reader 
actual  data  as  to  present  electric  rail- 
way operation.  The  "Old  Friend"  is, 
of  course,  the  electric  railway.  The 
booklet  is  designed  to  enlist  the  co- 
operation of  employees  of  manufac- 
turers in  obtaining  a  square  deal  for 
the  electric  railways,  their  customers. 
Copies  of  the  booklet  can  be  obtained 
at  association  headquarters. 


Gear  Manufacturers  to  Meet 

THE  seventh  annual  meeting  of  the 
American  Gear  Manufacturers' 
Association  will  be  held  in  Cleveland, 
Ohio,  April  19  to  21,  with  headquarters 
at  the  Hotel  Cleveland. 

Among  the  papers  and  addresses 
which  will  be  given  are  the  following: 
"What  Does  the  Microscope  Tell  Us?" 
by  E.  C.  Smith;  "Grinding  and  Measur- 
ing Involute  Gear  Teeth,"  by  E.  J.  Lees; 
"The  Gear  Testing  Machine,"  by  Wil- 
fred Lewis;  "Industrial  Relations,"  by 
Frank  A.  Scott;  "Some  Thoughts  of  an 
Investment  Banker  on  the  Gear  Busi- 
ness," by  Owen  A.  Locke.  There  will 
also  be  a  conference  on  conditions  in 
the  industry. 


Wood  Preservation 

A  MEETING  of  the  Engineering  As- 
sociation committee  on  wood  pres- 
ervation was  held  at  headquarters  in 
New  York  City  on  April  13.  The  subject 
of  discussion  was  the  specifications  for 
wood  preservatives,  particularly  with 
reference  to  the  methods  of  testing. 
The  new  test  for  coke  residue  was  ap- 
proved, subject  to  similar  action  by 
the  A.S.T.M.  at  its  June  meeting. 
This  test  eliminates  the  glass  bulb  and 
utilizes  the  platinum  crucible.  The 
same  action  was  taken  with  regard  to 
the  elimination  of  the  specific  gravity 
clause  in  the  specifications  for  coal  tar, 
creosote  oil,  creosote  coal  tar  mixture, 
coal  tar  oil  for  wood  paving  blocks  and 
distillate  oil  for  paving  blocks. 

It  was  decided  to  suggest  an  inves- 
tigation as  to  the  opinion  of  mem- 
ber companies  regarding  the  relative 
value  of  the  flask  and  the  retort  in  dis- 
tillation tests. 

The  meeting  was  attended  by  H.  H. 
George,  chairman;  A.  P.  Way,  vice- 
chairman;  M.  J.  Curtin,  W.  H.  Ful- 
weiler,  E.  F.  Hartmann,  E.  A.  Hoffman 
and   E.   L.   Morier. 


c 


American 
Association  News 


) 


Manufacturers'  Committee 
Prepares  Booklet 

THE  committee  on  co-operation  of 
manufacturers  of  the  American 
Association,  of  which  E.  F.  Wickwire  is 
chairman,  has  prepared  a  readable,  in- 
structive and  typographically  attractive 
booklet   for  distribution   by   manufac- 


Inductive  Co-ordination      •   f 
Committee  Meets 

THE  sub-committee  on  inductive 
co-ordination  of  the  power  distri- 
bution committee,  American  Electric 
Railway  Association,  met  at  Purdue 
University,  La  Fayette,  Ind.,  April  5. 
Three  of  the  four  members  were  present, 
John  Leisenring,  chairman ;  Prof.  D.  D. 
Ewing  and  A.  Schlesinger.  At  this 
meeting  the  replies  to  data  sheets  sent 
out  requesting  information  on  trans- 
mission line  parallels  with  telephone 
circuits  were  reviewed  and  discussed 
and  a  more  elaborate  letter  requesting 
information  in  greater  detail  prepared. 
It  was  the  consensus  of  opinion  of  the 
sub-committee  that  the  matter  of  in- 
ductive co-ordination  was  one  that  had 
been  more  or  less  neglected  by  the 
American  Electric  Railway  Engineering 
Association.  Hope  was  expressed  that 
member  companies  will  give  the  letter, 
which  they  will  shortly  receive,  the  at- 
tention it  deserves,  as  the  entire  sub- 
ject is  of  great  interest  to  the  associa- 
tion as  a  whole  as  well  as  to  the  in- 
dividual members. 


New  Statistics  Available 

THE  following  special  reports  have 
been  prepared  by  the  bureau  of 
information  and  service  of  the  Ameri- 
can Association  and  are  available  to 
member  companies  in  good  standing 
upon  request: 

Traffic  Ratios :  Statement  showing  In  tab- 
ular form  the  riding  habit,  the  average  fare, 
average  speed,  revenue  passengers  and  oar- 
miles  per  mile  of  track  and  per  car  oper- 
ated, revenue  per  mile  of  track,  operating 
ratio,  passengers  per  car-mile,  proportion 
of  transfer  passengers  and  operating  Income 
per  mile  of  track  of  more  than  300  com- 
panies divided  into  citv  and  interurban 
groups.  Each  group  is  further  subdivided 
into  three  parts  according  to  the  sizes  of 
the  companies. 

Bus  Specifications  and  Operating  Costs : 
Gives  specifications  of  all  buses  of  Ameri- 
can make,  and  also  contains  the  1922  oper- 
iitmg  reports  of  the  London  General  Omni- 
bus Company,  the  Baltimore  Transit  Com- 
pany, tlie  Chicago  Motor  Bus  Company  and 
the  Washington  (D.  C.)  Rapid  Transit 
Company. 

One-Man  Car  Operation :  Contains  com- 
plete list  of  companies  operating  one-man 
cars,  showing  separately  those  operating 
one-man  cars  exclusively.  Also  gives  a 
statement  of  the  average  cost  of  operation 
with  one-man  cars  based  on  reports  for 
1922  of  companies  operating  only  one-man 
cars. 

Treatment  of  Depreciation  Reserve  Funds  : 
Abstracts  of  court  and  commission  deci- 
sions fixing  and  discussing  the  proper  dis- 
position and  use  of  the.se  funds.  Includes 
both  electric  railway  cases  and  cases  Involv- 
ing other  public  utilities. 

In  addition  to  the  above,  supplements 
to  the  Wage  Bulletin,  Fare  Bulletin, 
and  Cost  of  Living  Studies  have  been 
prepared,  bringing  these  sources  of  in- 
formation down  to  date. 


652 


Electric    Railway    Journal 


Vol.  61,  No.  15 


^         Maintenance  of  Equipment         1 


Unusual  Block  Signal 
Installation 

By  H.  B.  Char  ers 

Portland  Railway,  Light  &  Power  Company, 
Portland,  Ore. 

THE  Portland  Railway,  Light  & 
Power  Company  recently  had 
occasion  to  employ  a  rather  unique 
arrangement  of  United  States,  Type 
G-1,  trolley  contactor  block  signals, 
to  cover  a  special  situation  where 
it  was  required  to  furnish  protection 


for  a  train  entering  a  block  from  an 
intermediate  switch. 

While  in  most  cases  of  this  kind  it 
probably  would  be  advisable  to  divide 
the  track  into  two  blocks,  in  this 
instance  the  distance  was  too  short 
and  local  conditions,  such  as  the  pres- 
ence of  two  curves  and  a  deep  cut 
obscuring  the  view,  further  compli- 
cated the  proposition. 

In  Fig.  1,  A  and  C  were  the  orig- 
inal limits  of  the  block  and  an  addi- 
tional signal  was  installed  at  B  to 


FIb.  1 — signals  Arranged  to  Protect  Cars  Entering  Block  from  Intermediate  Switch 

rTrolley  sivifch  Trolley  switch.^ 


Fig.    « 

Signal  Wiring 

aR  Designed 

to     Meet 

Conditions 

fihown    in 

lig.    1 


enable  trains  to  enter  the  block  from 
a  gravel  pit,  located  on  the  spur, 
without  backing  to  A  to  set  the  sig- 
nals. When  a  southbound  train  takes 
the  block  at  A  the  motorman  receives 
a  proceed  indication  of  a  yellow  light 
and  a  yellow  semaphore  blade  and  the 
signals  at  B  and  C  show  a  red  light 
and  a  red  semaphore. 

A  train  taking  the  block  at  B  dis- 
plays a  stop  signal  at  A  and  C.  Like- 
wise a  northbound  train  is  protected 
at  A  and  B. 

When  a  car  passes  out  of  the  block 
at  either  location  the  signals  are 
restored  to  normal,  i.e.,  no  lights  or 
semaphores  showing. 

In  the  wiring  diagram,  Fig.  2,  it 
will  be  seen  that  the  original  con- 
nection of  No.  2  wire  was  changed 
to  the  opposite  side  of  coil  C,  thus 
causing  the  signaling  circuit  to  be 
interrupted  at  the  entering  end  only 
instead  of  at  the  leaving  end  of  the 
block. 

This  was  necessary  because  under 
the  previous  plan  of  connections 
interrupting  the  circuit  at  the  leav- 
ing end  of  the  block  left  one  red 
signal  in  circuit,  thus  holding  magnet 
A  in  the  energized  position. 

Putting  the  two  red  signals  in 
multiple  required  additional  terminal 
resistance,  which  was  provided  by 
substituting  one  550-ohm  tube  for 
the  two  175-ohm  tubes  normally  in 
the  signal. 

Sixty-four-watt  carbon  lamps  are 
used  behind  the  yellow  lens  and  36- 
watt  Mazda  lamps  behind  the  red. 

This  arrangement  has  been  in 
service  for  some  time,  with  no  fail- 
ures as  yet  reported. 


Dipping  and  Baking 
Armature  Coils 

By  John  S.  Dean 

Renewal  Parts  Engineering, 

Westlnghouse  Electric  &  Manufacturing 

Company 

IT  IS  the  unanimous  opinion  among 
railway  operators  that  the  treat- 
ment of  armature  coils  by  dipping 
them  in  a  good  grade  of  insulating 
varnish,  and  then  baking  them, 
greatly  improves  the  insulation  and 
lengthens  the  life  of  these  coils  in 
service.  In  this  connection,  in  a 
great  many  cases,  there  is  very  little 
thought  given  to  the  many  details 
associated  with  these  operations,  but 


AprU  14,  1923 


Electric    Railway    Journal 


653 


experience  has  shown  that  these  are 
essential  in  order  to  get  the  best  pos- 
sible results  from  this  method  of 
treatment. 

One  important  point  which  has 
been  found  to  be  very  necessary,  and 
that  should  be  given  some  consider- 
ation, is  to  see  that  the  individual 
coils  are  separated  during  the  dip- 
ping and  baking  operations.  When 
the  coils  are  arranged  as  shown  in 
an  accompanying  illustration,  the 
varnish  is  able  to  reach  all  exposed 
surfaces  of  the  coils.  This  permits 
an  even  penetration  of  the  insulation 
when  they  are  dipped  in  the  tank 
of  varnish. 

Heat  Reaches  All  Surfaces  If 
Coils  Are  Properly  Separated 

Likewise,  when  the  coils  are  placed 
in  the  baking  oven,  arranged  as 
shown,  the  heat  from  the  oven  is 
better  able  to  reach  all  of  the  treated 
surfaces  of  the  dipped  coil,  and  the 
varnish  is  more  equally  and  uni- 
formly baked.  This  precaution  in 
connection  with  this  treatment  re- 
quires considerably  more  labor  in  the 
handling  of  the  coils  and  additional 
equipment,  which  increases  the  cost, 
but  the  improved  insulation  of  the 
finished  coil  warrants  this  additional 
expense. 

It  is  very  common  practice,  in  con- 
nection with  doing  this  work,  to 
dip  and  bake  such  coils  in  bundles, 
which  is  cheaper  and  tends  to  speed 
up  the  work,  but  produces  question- 
able results. 

Other   details   in  connection   with 

this    work    which    should    be    given 

some  thought  are  as  follows : 

1.  Quality  of  Baking  Varnish  Best 
Suited  for  the  Work. — The  varnish 
should  possess  a  high  dielectric  strength 


and  be  acid,  oil,  and  moisture  resisting. 
When  baked,  it  should  finish,  or  set, 
with  a  hard  surface,  having  consider- 
able flexibility,  which  makes  it  firm  in 
resisting  mechanical  injury. 

2.  Specific  Gravity  m-  Density  of  the 
Varnish  Must  Be  Kept  Just  Right. — If 
the  varnish  is  too  thick,  it  will  not  pene- 
trate the  insulation,  and  if  too  thin, 
it  will  lack  body  and  be  of  little  value 
in  improving  the  dielectric  strength  of 
the  insulation  of  the  finished  coil. 

3.  Time  of  Baking. — If  baked  for  too 
short  a  time,  the  varnish  will  not  set 
properly,  and  if  baked  for  too  long  a 
time  the  fibrous  insulating  materials 
may  be  damaged. 

4.  Temperature  of  Baking  Oven. — 
If  the  temperature  is  too  low  the  var- 
nish will  not  set,  and  you  may  have 
coils  that  are  wet  inside.  If  baked 
at  too  high  a  temperature  the  cotton 
insulation  may  be  damaged,  causing  it 
to  disintegrate  rapidly. 

5.  Ventilation  of  the  Oven. — Unless 
proper  ventilation  of  the  oven  is  pro- 
vided to  furnish  a  change  of  air  around 
the  coils,  the  baking  process  will  be 
retarded  and  may  result  in  the  var- 
nish setting  or  hardening  only  on  the 
surface  of  the   coils. 


Device  for  Testing  Gage  in 
Switches  and  on  Curves 

By  J.  S.  Wilder, 

Kngineer  of  Maintenance  of  Way  Municipal 
Railway  of  St.  Petersburg-,  Fla. 

THE  accompanying  illustration 
shows  a  gage  which  we  have  been 
using  for  some  time  as  a  check  on  the 
installation  of  switches.  The  gage 
consists  of  a  piece  of  galvanized  iron 
pipe,  carrying  at  one  end  a  rod  to 
which  is  attached  a  piece  of  iron  plate 
cut  to  the  contour  of  a  wheel  tread 
and  flange,  while  on  the  other  end 
are  two  similar  plates  riveted  to  a 
fork.  When  the  fork  end  of  the  gage 
is  held  against  the  gage  side  of  the 
rail  or  the  bearing  surface  in  the 
case  of  special  trackwork,  the  gage  is 
obviously  normal  to  it  at  this  point. 


and  hence  can  be  used  in  determining 
the  gage  of  the  track  accurately  at 
the  location. 

This  gage  was  made  because  we  no- 
ticed at  times  that  wheel  flanges  were 
riding  or  bearing  too  close  to  mate 
or  frog  points.  For  instance,  this 
year,  while  we  were  installing  four 


!<■- T"™":*  S^S^- - >l 

Forked  Device  for  Determiningr  Track  Gagre 

new  wye  tracks,  for  which  the  pieces 
of  special  trackwork  were  made  by 
one  of  the  largest  manufacturers,  we 
found  in  several  instances  a  slight 
variation  in  track  gage.  By  means 
of  our  device  we  were  able  to  get  bet- 
ter clearance  of  wheel  flanges  at  the 
mate  points,  either  opening  or  clos- 
ing the  track  gage  slightly.  On  one 
vsrye  track,  the  gage  had  to  be  closed 
nearly  i  in.  more  than  standard  on 
the  straight  side,  to  secure  a  reason- 
ably good  gage  through  the  curve. 
At  the  wye  end,  the  gage  had  to  be 
opened  up  a  quarter  inch  throughout 
the  entire  switch  piece. 

We  aim  to  allow  the  outer  flange 
of  a  wheel  when  new  just  to  touch, 
or  nearly  to  touch,  the  edge  of  the 
head  of  the  rail  on  double-guard 
curves,  as  experience  has  shown  that 
this  gives  the  best  operation. 

As  a  result  of  these  adjustments 
the    operation    of    cars    over    these 


At  L.eft,  CotU  Are  Separated  DnrinK  Dipping  and   Uakiug.     At  Rl(ht,  Coils  Arranged  in  Oven 
So  Tiiat  Heat  WiU  Beacli  All  Parts 


654 


Electric    Railway    Journal 


Vol.  61,  No.  15 


tracks  has  been  entirely  satisfactory, 
which  it  would  not  otherwise  have 
been. 

This  year  we  had  occasion  to  move 
a  passing  track  from  one  location  to 
another.  We  had  been  unable  to  op- 
erate cars  to  the  left  on  this  passing 
track  on  account  of  wheel  flanges  rid- 
ing or  straddling  the  mate  point.  We 
shortened  one  lead  rail  at  each  end, 
moving  the  mate  piece  ahead  of  the 
position  originally  intended,  so  that 
cars  could  go  either  to  the  right  or 
left  as  necessary.  Our  gage  device 
came  in  handy  in  determining  the 
amount  necessary  to  cut  off  the  lead 
rail. 

I  do  not  know  whether  this  device 
is  original,  but  I  have  seen  nothing 
of  the  kind  on  the  market.  While  we 
do  not  claim  it  to  be  scientifically 
correct,  it  is  a  handy,  practical  check 
on  trackwork. 


A  Method  for  Washing 
Waste 

THE  following  method  of  washing 
waste  used  in  motor  bearings 
has  been  in  use  on  a  large  Eastern 
railway  system  for  a  number  of 
years  with  satisfactory  results.  A 
tank  is  used  with  a  screen  placed 
about  20  in.  from  the  bottom.  Oil 
heated  to  170  deg.  F.  is  poured  over 
the  waste  placed  on  this  screen.  The 
hot  oil  carries  the  dirt  and  sediment 
from  the  waste  and  this  settles  in 
the  bottom  of  the  tank.  The  top  oil 
from  the  bottom  of  the  tank  is  used 
for  the  washing,  and  this  can  also 
be  used  in  motor  and  journal  bear- 
ings when  it  has  been  properly  re- 
claimed. 


Shop  Lathe  Used  for 
Banding  Armatures 

A  LATHE  that  was  formerly  used 
in  the  machine  shop  of  the  Los 
Angeles  (Calif.)  Railway  has  been 
converted  into  a  satisfactory  arma- 
ture banding  machine  by  J.  L. 
Clark,  superintendent  of  electrical 
repairs.  The  lathe  has  a  25-in. 
swing  and  a  two-speed  gear.  It  is 
operated  by  a  3-hp.  motor. 

The  armature  to  be  wound  is  lifted 
into  place  on  the  lathe  by  a  pneu- 
matic hoist,  and  then  turned  the  same 
as  metal  or  wood  is  turned  on  shop 
lathes.  The  wire  for  banding  is 
carried  on  a  spool  behind  the  worker. 
It  runs  over  a  pulley  which  has 
weights  attached  to  keep  the  wire 
taut. 

A  pedal  for  foot  control  has  been 


Attachments  Added  to  I.athe  for 
Banding:  Armatares 

constructed  of  iron  pipe.  This  is 
connected  to  the  belt  shifter  by 
links  and  a  bell-crank  lever,  so  that 
the  lathe  can  be  stopped  and 
started  as  desired  by  the  operator 
and  still  leave  his  hands  free  for  the 
banding. 


Jacking  Out  Poles 
in  Birmingham 

A  NOVEL  plan  has  been  used 
on  the  Birmingham  (England) 
Corporation  Tramways  for  lifting 
steel  poles'  out  of  the  ground  without 
excavation.  It  was  devised  by  the 
engineering  firm  of  Hollings  &  Guest 
of  Birmingham,  and  is  described  and 
illustrated  in  a  recent  issue  of  the 
Tramway  &  Railway  World. 

A  split  clamp  with  projecting 
flanges  is  bolted  to  the  pole  at  a  suit- 
able height,  and  the  pole  is  lifted 
by  means  of  two  hydraulic  jacks 
placed  one  on  each  side.  Pressure 
for  the  jacks  is  supplied  by  a  hand 
pump.  The  travel  of  the  jack 
plungers  is,  of  course,  small,  so  that 
it  is  necessary  gradually  to  lower  the 
split  clamp  on  the  pole  as  the  latter 
rises  from  the  ground. 

This  plan  was  used  recently  on  a 
job  where  a  large  number  of  poles 
had  to  be  removed  in  connection  with 
a  change  in  the  method  of  trans- 
portation on  one  route. 


r  New  Equipment  Available  j 


Dustless  Ash  Conveyor 
for  Power  Plant 

A  TYPE  of  ash  conveyor  which  is 
new  in  this  country,  although 
successfully  used  in  Europe,  is  being 
marketed  by  the  Combustion  En- 
gineering Corporation,  New  York,  as 
the  "Combusto"  ash  conveyor. 

This  conveyor  consists  of  a  double 
chain  scraper  or  drag  conveyor  mov- 
ing in  a  trough  containing  water,  the 
trough  being  located  under  the  ash 
discharge  of  the  stoker.  Ashes  and 
clinker  fall  from  the  stoker,  or 
through  the  clinker  grinder,  directly 
into  this  trough  and  are  quenched 
and  immediately  carried  along  by  the 
conveyor  and  deposited  in  a  large 
storage  hopper  or  car. 

A  feature  of  this  conveyor  is  the 
water  seal,  as  the  chute  which  forms 
the  ash  discharge  of  the  stoker  ex- 
tends below  the  water  level  in  the 
trough.  This  prevents  the  formation 
of  dust,  and  further  the  rapid  quench- 
ing of  the  hot  clinker  breaks  it  into 
smaller  pieces,  thus  facilitating  re- 
moval by  the  conveyor.  The  use  of 
a  duplex  conveyor,  consisting  of  two 
water  troughs,  is  recommended 
where  there  is  no  ash  hopper  under 
the  stoker  or  where  the  capacity  is 
limited  so  that  in  case  of  a  shut- 


down of  one  conveyor  for  any  reason, 
the  other  may  be  started  imme- 
diately. Where  there  is  already  a 
basement  and  hoppers  are  of  fair  ca- 
pacity, the  single  conveyor  may  be 
used,  a  suitable  door  being  provided 
for  emptying  the  hopper  periodically 
into  cars  or  trucks  while  repairs  are 
made  to  the  conveyor. 

The  trough  may  be  either  of  cast- 
iron  or  concrete  construction.  If  of 
the  former  the  sides  and  bottom  are 
made  in  sections  4  ft.  long  and  i  in. 
thick. 

The  sheet-steel  scrapers  working 
in  the  trough  are  18  x  4  x  4  in.  in  di- 
mensions, and  they  are  attached,  on 
17-in.  centers,  to  the  driving  chains. 
The  driving  sprockets,  situated  at  the 
end  of  the  incline  which  is  usually 
provided  so  that  ashes  may  be  dis- 
charged into  cars  or  a  bunker  or 
otherwise  disposed  of,  are  connected 
by  means  of  reduction  gears  to  the 
driving  motor  or  engine  so  that  the 
maximum  speed  of  the  conveyor  will 
be  about  14  ft.  per  minute.  At  this 
speed  the  power  consumption  is  esti- 
mated at  about  I  hp.  per  1,000  lb.  of 
refuse  per  hour,  depending  upon  the 
length  of  the  trough,  etc.  The  ca- 
pacity of  the  conveyor  under  these 
conditions  will  be  about  24  tons  per 
hour. 


April  14,  1923 


Electric    Railway    Journal 


655 


r The  News  of  the  Industry 1 


Paving  Case  Decided 

Franchise  Requirement  Compelling  Com- 
pany to  Finance  Repaying  Between 
Tracks   Held    Reasonable 

In  an  opinion  handed  down  on  April 
17,  1922,  of  which  printed  copies  have 
recently  been  received,  the  Public  Serv- 
ice Commission  of  Pennsylvania  ex- 
presses the  opinion  that  the  repairs  to 
the  tracks  of  the  Reading  Transit  & 
Light  Company  in  Pottstown,  and  the 
pavement  between  the  rails  and  on  each 
side  thereof  as  set  forth  in  the  report 
of  the  engineering  conference,  are 
necessary  for  the  public  safety  and  con- 
venience, and  are  just  and  reasonable 
for  the  respondent  to  make. 

In  consequence,  the  commission  en- 
tered an  order  requiring  the  company 
within  six  months  from  the  date  of 
service  of  the  order  to  do  all  work 
necessary  to  repave  and  repair  the 
pavement  in  all  streets  in  the  com- 
plainant's borough  occupied  by  the  com- 
pany as  set  forth  and  described  in  the 
report  of  the  engineering  conference 
in  this  case.  All  this  work  was  to  be 
done  at  the  company's  own  cost  and 
expense. 

Ordinance  Required  Paving 
In  the  franchise  ordinances  granted 
by  the  Borough  of  Pottstown  to  the 
company,  it  was  provided  that  the  re- 
spondent should  pave  and  keep  in 
repair  so  much  of  the  street  occupied 
by  its  track  as  was  between  the  rails 
and  2  ft.  on  each  side.  The  ordinances 
specified  the  character  of  the  pavement 
to  be  laid.  The  streets  were  first  occu- 
pied by  the  railway  in  1906.  The 
Borough  of  Pottstowm  complained  that 
the  company  had  not  complied  with  the 
terms  and  conditions  of  the  franchise 
ordinance  alleging:  that  the  condition 
of  the  street  paving  was  extremely  bad 
and  that  the  company's  attention  had 
repeatedly  been  called  to  the  existing 
condition  of  the  paving  and  that  the 
respondent  had  been  requested  to  re- 
pair the  same  in  compliance  with  the 
conditions  prescribed  in  the  ordinance. 
Further,  it  was  charged  that  notwith- 
standing such  notice  and  request  the 
company  had  failed  to  make  the  neces- 
sary repairs  and  that  the  condition  of 
that  part  of  the  streets  occupied  by  the 
company  had  become  an  absolute  men- 
ace to  public  travel. 

The  company  acknowledged  receiving 
request  from  the  borough,  but  denied 
that  the  paving  was  in  bad  condition, 
and  further  averred  that  the  duties 
sought  to  be  imposed  upon  it  by  the 
complainant  to  repave  the  several 
streets  as  set  forth  in  this  complaint 
were  unjust,  unreasonable,  unlawful  and 
burdensome,  and  that  the  company  was 
without  the  necessary  funds  to  repave 
the  street  and  maintain  it.  Further- 
more, the  railway  contended   that  the 


franchise  ordinances  of  its  constituent 
companies  were  unjust,  discriminatory, 
burdensome,  and  in  violation  of  the 
Pennsylvania  public  service  company 
law. 

An  engineering  conference  was 
agreed  upon  and  personal  inspection 
was  made  by  the  members  of  the  pav- 
ing complained  of,  and  a  full  report 
1  elating  thereto,  duly  signed  by  the 
three  members  of  the  conference  in- 
cluding the  engineer  of  the  railway,  was 
offered  in  evidence.  In  this  report  it 
was  set  forth  in  detail  the  work  neces- 
sary to  be  done  on  the  several  streets 
in  the  complaining  borough  in  which  the 
respondent's  tracks  were  laid. 

Methods  Not  Prescribed  by  Com- 
mission 

There  was  a  disagreement  in  the  con- 
ference, however,  as  to  the  kind  or  type 
of  base  which  should  be  laid  in  the 
street  before  the  paving  was  relaid. 
The  commission  said  that  the  question 
of  whether  or  not  the  repairs  shown 
to  be  necessary  in  this  case  should  be 
made  as  contended  by  the  borough's 
engineer  or  in  the  manner  suggested 
by  the  railway  engineer  was  not  for  the 
commission  to  determine.  It  merely 
held  that  the  work  should  be  done  in 
some  substantial  manner  as  the  safety 
and  convenience  of  the  public  demanded. 
The  method  to  be  employed  was  left 
for  the  respondent  company  to  deter- 
mine. In  this  connection  the  commis- 
sion pointed  out  that  as  the  pavement 
must  hereafter  be  maintained,  it  be- 
hooved the  railway  to  have  the  same 
laid  in  a  substantial  manner. 


Relieved  of  Paving  Costs 
in  San  Diego 

At  the  primary  election  held  on  March 
20  in  San  Diego,  Calif.,  the  amendment 
with  respect  to  paving  carried  by  a  safe 
majority.  This  vote  relieves  the  San 
Diego  Electric  Railway  of  the  cost  of 
new  paving  on  streets  now  occupied  by 
the  company's  tracks. 

Following  approval  by  the  voters  of 
this  amendment  to  the  city  charter  ex- 
empting street  railways  from  paving 
between  and  alongside  tracks  on  streets 
not  now  paved  but  which  may  here- 
after be  paved,  the  San  Diego  (Calif.) 
Electric  Railway  and  the  Bay  Shore 
Railway  have  made  application  to  the 
City  Council  to  have  the  provision 
written  into  their  general  franchises. 
A  similar  amendment  was  defeated  at 
a  special  election  last  fall,  but  the 
amendment  approved  by  the  voters  at 
the  recent  primary  election  was  more 
explicit  and  apparently  suited  the  voters 
better,  as  they  approved  it  along  with 
eight  other  amendments,  all  of  which 
were  ratified  by  the  California  legis- 
lature, now  in  session. 


New  Transit  Bill  Appears 

Substitute  Home  Rule  Bill  Introduced 

in  New  York  Assembly 

by  Republicans 

The  Republican  counter-proposal  to 
the  Hylan-Smith  plan  for  New  York 
City  control  over  transit  and  other  pub- 
lic utilities  was  laid  before  the  As- 
sembly on  April  10.  It  is  in  the  form 
of  a  bill  sponsored  by  Assemblymai 
George  N.  Jesse  and  provides  for  a 
city  transportation  commission  ap- 
pointed by  the  Mayor.  According  to 
the  proponents  of  the  Jesse  measure,  it 
offers  a  degree  of  home  rule  sufficient 
to  meet  the  city's  needs. 

The  measure  contains  definite  pro- 
visions for: 

1.  a  transportation  commission  of  three 
members,  named  by  the  Mayor,  but  whose 
salaries  and  terms  of  office  are  to  be  fixed 
by  the  Board  of  Estimate. 

2.  The  commission  without  the  consent 
of  any  other  body  to  lay  out  routes,  build 
new  subways  and  contract  for  their  opera- 
tion at  a  rate  of  fare  to  be  agreed  on  by  the 
city  and  the  operating  company. 

3.  The  contracts  which  the  city  has  made 
in  regard  to  the  present  subways  or  other 
means  of  transit  now  existing  being  carried 
out  without  interference  from  the  State. 

4.  The  commission  reducing  but  not  in- 
creasing charges  over  those  provided  by  stat- 
ute, thus  limiting  its  rate-making  powers. 

5.  Assuring  a  universal  5-cent  fare  from 
any  part  of  the  city  to  any  other  part  of 
the  city. 

The  measure  is  said  to  be  satisfactory 
to  Republicans,  who  felt  it  would  be 
politically  unwise  completely  to  turn 
down  Mayor  Hylan's  demands  for  a 
voice  in  transit  regulation,  as  at  first 
proposed  by  some  of  their  colleagues. 

In  a  statement  given  out  in  connec- 
tion with  the  introduction  of  the  bill 
Assemblyman  Jesse  said: 

The  predominant  feature  of  the  1921  leg- 
islation amending  the  public  service  com- 
mission law  was  that  the  Public  Service 
Commission  and  the  Transit  Commission 
could  if  in  their  Judgment  necessity  de- 
manded, increase  a  rate,  even  though  a 
lower  rate  had  been  fixed  by  law,  by  fran- 
chise or  contract.  The  bill  now  introduced 
prohibits  this  by  withdrawing  power  from 
the  commissions.  This  applies  not  only  to 
rates  of  fare  on  transit  lines,  but  also  for 
gas,  electric,  steam,  telephone  and  telegraph 
service. 

The  1921  legislation  also  provided  in 
respect  to  the  plan  of  readjustment  of 
transit  companies  that  the  Transit  Com- 
mission was  empowered  to  make  that  such 
plan  could  be  put  into  effect  over  the  possi- 
ble objection  of  the  local  Board  of  Estimate 
and  Apportionment.  The  pending  bill  pro- 
vides explicitly  that  any  such  plan  must 
receive  the  approval  of  such  local  board. 

The  Transit  Commission  never  used  these 
broad  powers  but  the  fact  that  it  had  them 
furnished  the  occasion  for  all  kinds  of 
demagogic  charges  as  to  what  the  Transit 
Commission  was  going  to  do.  There  was 
wide-spread  critioi.sm  of  the  1921  legisla- 
tion on  the  ground  that  these  provisions 
violated  the  principles  of  home  rule.  The 
pending  bill  should  abundantly  satisfy  the 
sincere  advocates  of  home  rule,  because  it 
more  than  restores  the  powers  claimed  to 
have  been  taken  away  in  1921. 

The  pending  bill  gives  the  city  full  and 
complete  power  over  rapid  transit  plans  and 
contracts.  The  original  rapid  transit  act 
was  passed  in  1891,  and  In  1894  was 
amended  to  provide  for  municipal  construc- 
tion. The  original  commissioners  were 
named  In  the  act  and  the  rapid  transit 
powers  have  always  been  exercised  by  State 
officials,    in    turn    by    the    Rapid    Transit 


656 


Electric    Railway    Journal 


Apnl  14,  1923 


Board,  the  Public  Service  Commission  for 
the  first  district,  and  Transit  Construction 
Commissioner,  and  the  Transit  Commission. 
From  time  to  time  powers  of  approval 
were  given  to  the  Board  of  Estimate  and 
Apportionment,  but  never  powers  of  Initia- 
tion and  direction.  Now  it  is  proposed  to 
take  away  all  these  powers  from  the  State 
agency  and  turn  them  over  without  reserva- 
tion to  the  city  authorities. 

Therefore,  the  bill  not  only  restores  such 
measures  of  home  rule  as  existed  in  the 
local  authorities  prior  to  the  legislation  of 
1921,  but  goes  much  further  and  makes  the 
city  authorities  thoroughly  independent  in 
the  planning  and  building  of  subways. 


system  the  power,  though  coming  from 
Albany  by  means  of  the  new  switching 
station,  can  be  continued  for  car  opera- 
tion, despite  trouble  in  Albany. 

In  addition  to  this  station,  feed  lines 
will  be  constructed  in  Green  Island  to 
care  for  the  growing  traffic  at  the  new 
Ford  plant. 


$500,000  for  Improvements 
in  Albany 

The  United  Traction  Company,  Al- 
bany, N.  Y.,  will  spend  nearly  $500,000 
this  summer  in  Albany  and  the  sur- 
rounding cities  in  an  effort  to  improve 
its  service  in  preparation  for  the  com- 
mercial and  building  developments 
under  way  in  the  capital  district. 

Announcement  of  this  improvement 
was  made  on  April  7  by  Ernest  G. 
Murphy,  superintendent,  who  outlined 
its  chief  features.  The  greatest  con- 
struction in  Albany  will  be  from  Lark 
to  Quail  Streets,  on  Madison  Avenue,  a 
distance  of  about  1  mile,  where  new 
trackage  will  be  put  down  in  connection 
with  the  new  pavement  which  is  to  be 
laid  this  summer,  while  additional 
switching  facilities  will  be  built  west 
of  the  Quail  Street  carhouse. 

Construction  of  approximately  14,000 
ft.  of  new  tracks  or  improvements  all 
told  will  follow  the  paving  programs 
in   the    various    municipalities    served. 

Most  of  the  work  will  be  done  by 
contract.  Bids  will  soon  be  opened  for 
paving  materials  and  rails,  Mr.  Mur- 
phy said. 

A  transfer  table  capable  of  moving  a 
car  from  the  storage  line  will  be  con- 
structed opposite  the  Quail  Street  sta- 
tion. 

New  tracks  will  be  laid  for  about 
2,000  ft.  in  Rensselaer  Street  at  the 
New  York  Central  Railroad  shops  to 
facilitate  handling  of  cars  for  employees 
who  formerly  were  forced  to  wait  the 
slow  movement  of  cars  over  the  single 
line  from  Central  Avenue.  The  new 
line  will  provide  switching  room  at 
each  end  of  Central  Avenue. 

In  addition  several  new  automatic 
sectionalizing  switches  will  be  installed 
in  various  sections  .,of  the  city  with  the 
view  of  relieving  traffic  congestion. 

In  Rensselaer,  Troy,  Watervliet, 
Green  Island,  Cohoes  and  Waterford 
traction  line  improvement  will  follow 
the  intensive  paving  program  to  be  put 
into  operation  there. 

In  Watervliet  a  new  high-tension 
switching  station  will  be  constructed  at 
a  cost  of  approximately  $100,000  to 
provide  even  distribution  of  energy 
among  lines  in  that  section  and  re- 
move trouble  now  experienced.  Under 
the  present  system  high-tension  current 
operating  Troy  and  Watervliet  lines 
is  conveyed  by  means  of  large  feeders 
to  the  Twenty-fifth  Street  station,  in 
Watervliet,  through  Troy  from  the  main 
plant  at  Albany. 

If  trouble  develops  in  the  Albany 
plant  it  automatically  ties  up  traffic  in 
the   outlying  towns.     Under  the  new 


New  Wage  Agreement 
in  Washington 

A  new  agreement  was  executed  on 
March  26  between  the  Capital  Traction 
Company  and  its  employees  to  remain 
in  force  until  March  30,  1926.  This 
agreement  is  identical  with  the  agree- 
ment which  has  been  in  force  for  the 
past  three  years  with  the  exception  of 
the  new  wage  scale  for  trainmen  enter- 
ing the  service  after  March  30,  1923, 
given  in  Sec.  18  and  Sec.  26  in  reference 
to  the  wages  and  working  conditions  of 
the  employees  other  than  trainmen. 
Sec.  18  says: 

The  rate  of  wages  for  conductors  and 
motormen  and  bus  operators  In  the  employ 
of  the  company  on  March  30,  1923,  shall  be 
as  follows: 

First  three  months'  service,  51  cents  an 
hour. 

Next  nine  months'  service,  54  cents  an 
hour. 

After  twelve  months'  service.  56  cents  an 
hour. 

The  rate  of  wages  for  conductors  and 
motormen  and  bus  operators  employed  after 
March  30,  1923,  shall  be  as  follows: 

First  year,  50  cents  an  hour. 

Second  year,  52  cents  an  hour. 

Third  year,  54  cents  an  hour. 

Fourth  year  and  thereafter,  56  cents  an 
hour. 

Motormen  and  conductors  acting  as  In- 
structors or  as  one-man  car  operators  shall 
receive  5  cents  an  hour  In  addition  to  their 
regular  rate  of  wages. 

Sec.  26  says: 

The  wages  and  working  conditions  of 
shop,  substation  and  other  employees,  ex- 
cept trainmen  and  bus  operators,  now  In 
the  company's  employ  shall  remain  as  at 
present.  Employees  In  the  shop  shall  re- 
ceive time  and  one-half  for  all  overtime 
and  Sunday  time,  and  time  and  one-half 
for  all  holidays  If  compelled  to  work. 


Platform  Employees  May  Be 
Appointed  Special  Policemen 

Senator  Parton  Swift  and  Assembly- 
man Nelson  W.  Cheney  of  Erie  County 
have  introduced  a  bill  in  the  Legis- 
lature at  Albany,  N.  Y.,  which  would 
amend  the  railway  law  to  extend  to  a 
surface  railway  operating  within  or 
between  three  or  more  cities  the  priv- 
ilege of  having  its  platform  employees 
appointed  special  policemen  under  the 
jurisdiction  of  the  New  York  state  con- 
stabulary. 

The  law  as  it  stands  now  allows  any 
steam  railway  corporation  to  have  any 
conductor  or  brakeman  appointed  a 
policeman  with  powers  of  arrest  in 
cities  and  villages  through  which  the 
railway  passes. 

The  members  of  such  a  police  force 
would  be  appointed  by  the  traction  com- 
pany with  the  approval  and  authority 
of  the  head  of  the  state  police  and 
would  not  be  subject  to  the  jurisdiction 
or  dicipline  of  local  municipal  author- 
ities of  cities  through  which  the  rail- 
way operates.  Compensation  for  all 
such  special  officers  would  be  paid  by 
the  railway. 


Pittsburgh  Receivers  Ask  Men  to 
Modify  Demands 

The  receivers  of  the  Pittsburgh  (Pa.) 
Railways  have  sent  their  reply  to  their 
employees  who  recently  presented  de- 
mands for  a  wage  increase  and  changes 
in  working  conditions.  The  motormen 
and  conductors  are  asked  to  modify 
their  demands  or  else  refer  the  matter 
to  arbitration  according  to  a  clause  in 
the  present  agreement.  The  receivers 
seek  a  free  hand  in  bringing  about 
further  economies  in  operation.  Further 
it  is  their  contention  that  a  10-cent 
fare  would  be  insufficient  to  meet  the 
proposed  increase  in  the  wage  scale. 
The  answer  of  the  receivers  in  part 
follows: 

It  is  our  purpose  to  present,  as  relevant 
to  the  consideration  of  proper  working 
conditions  and  wage  rates,  the  following: 

1.  Payments  now  being  made  for  time 
wherein   no    service    is    performed. 

2.  The  desirability  of  allowing  our  oper- 
ating officials  to  assign  such  men  as  they 
deem  competent  to  the  operation  of  cars 
other  than  passenger  cars  used  on  the 
system. 

3.  There  has  been  a  disposition  on  the 
part  of  your  committee  to  attribute  to  the 
receivers  a  commitment  to  operate  one- 
man  cars  only  over  such  routes  as  may 
be  agreed  upon  after  consultation  with 
your  committee.  In  these  days  of  high 
operating  costs  it  is  absolutely  essential 
that  the  receivers  shall  feel  free  to  put 
Into  operation  such  one-man  cars  as  re- 
ceivers may  deem  proper. 

4.  The  elimination  of  present  limitations 
on  making  and  putting  into  effect  of 
schedules  and  effecting  changes  when 
necessary. 

5.  The  consideration  of  suggestions  from 
officers  of  operating  department  relative 
to  a  more  definite  statement  of  some  of 
the  paragraphs  of  the  agreement  and  the 
elimination    of    ambiguity    therefrom. 

The  wage  scale  committee  represent- 
ing 3,000  motormen  and  conductors  of 
the  Pittsburgh  (Pa.)  Railways  recently 
petitioned  receivers  Fagan,  George  and 
Tone  for  a  wage  scale  of  80  cents  an 
hour  and  an  eight-hour  day  to  replace 
the  60  cents  an  hour  scale  and  the 
present  day  of  eight  and  three-quarter 
hours.  These  changes  were  sought  for 
the  year  beginning  May  1. 

The  schedule  asked  for  was  as  follows : 

For  the  first  three  months  of  service, 
from  54  to  74  cents  and  hour;  from 
58  to  78  cents  for  the  next  nine  months 
and  from  60  cents  to  80  cents  an  hour 
after  the  first  year  of  service. 

At  the  present  rate  of  60  cents  the 
pay  for  the  eight  and  three-quarter- 
hour  day  amounts  to  $5.25,  and  under 
the  new  rate  and  shortened  day  the 
daily  pay  would  be  $6.40.  The  increase 
amounts  to  33  J  per  cent  but  under  the 
shorter  day  the  increase  amounts  to 
22  per  cent  in  daily  pay. 

Other  changes  were  sought  by  the 
men,  including  time  and  a  half  for  all 
overtime  work  beyond  eight  hours  in- 
stead of  time  and  a  half  for  holidays  as 
is  the  arrangement  now. 

The  so-called  60  cents-an-hour  rate 
now  paid,  which  is  the  rate  the  major- 
ity receive,  was  fixed  in  1921  and  con- 
tinued in  1922. 

Previous  to  1921,  when  the  carmen 
accepted  a  10  cents  an  hour  reduction, 
the  pay  was:  First  three  months,  64 
cents  an  hour;  next  nine  months,  68 
cents  an  hour,  and  after  the  first  year, 
70  cents  an  hour,  or  10  cents  an  hour 
less  in  all  three  groups  than  is  now 
asked. 


April  14,  1923 


Electric    Railway    Journal 


657 


Detroit  Car  Men  Seek  Twenty 
per  Cent  Wage  Increase 

Following  the  adoption  of  a  resolu- 
tion embodying  certain  requests  at  a 
meeting  of  the  platform  men  employed 
on  the  city  cars  in  Detroit,  an  increase 
of  20  per  cent  in  salary  was  asked  in 
a  communication  presented  to  Ross 
Schram,  assistant  general  manager  of 
the  Department  of  Street  Railways,  and 
the  street  railway  commission.  The 
men  ask  that  the  rate  of  pay  be  raised 
from  $5  to  $6  per  day  and  that  the 
overtime  rate  be  changed  from  75  cents 
to  90  cents  per  hour.  They  ask  also 
that  their  working  hours  be  kept  within 
a  thirteen-hour  period. 

While  no  action  has  been  taken  by 
the  commission  and  no  information  has 
been  given  out  by  the  city  officials  it 
is  believed  that  the  members  of  the 
street  railway  commission  oppose  the 
recognition  of  the  street  car  men's 
union.  An  agreement  between  the  city 
and  the  organization  is  asked  by  the 
employees.  The  men  base  their  demand 
for  higher  wages  on  the  claim  that  the 
present  rate  does  not  meet  living  costs. 
The  situation  is  being  placed  before 
Frank  E.  Doremus,  Mayor-elect  of 
Detroit,  by  the  street  railway  commis- 
sion to  determine  his  stand  on  the  sub- 
ject of  recognition  of  the  union  and  the 
increase  in  pay  for  the  platform  men. 
The  new  Mayor  took  up  the  duties  of 
his  office  on  April  9.  It  is  contended  that 
the  union  cannot  be  recognized  by  the 
■city  under  the  terms  of  the  city  charter. 
The  question  arises  as  to  how  the 
increase  in  wages  can  be  met  and 
whether  or  not  an  increase  in  fares 
will  be  necessary  if  the  demands  of  the 
men  are  met.  According  to  the  city 
charter,  the  operating  costs  must  be 
met  by  the  income  from  fares  and  a 
sufficient  rate  must  be  charged  to  pay 
these  ^costs.  As  pointed  out  by  the  city 
■comptroller  some  time  before  the  last 
■election  when  the  ratification  of  the 
$5,000,000  bond  issue  for  extensions  to 
the  street  railway  lines  and  for  the 
purchase  of  new  cars  resulted,  if  the 
■extensions  were  to  be  met  out  of  the 
income  from  fares,  a  6-cent  or  higher 
fare  would  be  necessary. 

Some  time  before  the  request  for  an 
increase  for  the  platform  employees  of 
the  municipal  lines,  platform  men  em- 
ployed on  the  Detroit  United  Railway's 
interurban  lines  took  similar  action  in 
asking  for  a  20  per  cent  increase. 


steadily  increasing  sums  of  money  and 
nobody  will  invest  his  money  unless 
there  is  reasonable  assurance  of  the 
safety  of  the  principal  together  with  a 
satisfactory  return.  Further,  money 
will  not  be  attracted  for  investment  in 
the  City  Railway  unless  operations 
show  a  satisfactory  margin  of  profit. 


Fort  Worth  Road  Will 
Spend  $500,000 

The  Northern  Texas  Traction  Com- 
pany, Fort  Worth,  Tex.,  announces 
that  negotiations  have  been  completed 
whereby  this  company  will  take  over 
and  operate  the  independent  road 
operated  by  the  Southwestern  Baptist 
Seminary  Line.  The  Seminary  line 
was  built  at  a  cost  of  $34,000,  accord- 
ing to  officials  of  the  school,  and  it 
has  been  operated  in  connection  with 
the  school  plant  since  its  construction. 
There  is  an  indebtedness  of  $1,500 
against  it,  the  note  being  held  by  the 
Northern  Texas  Traction  Company. 

The  offer  of  the  Seminary  was  that 
it  would  relinquish  its  right-of-way  and 
all  physical  property  to  the  Northern 
Texas  Traction  Company  in  consider- 
ation of  the  cancellation  of  the  $1,500 
note  and  the  entering  of  an  agreement 
that  the  Northern  Texas  Traction  Com- 
pany would  operate  the  Seminary  line 
under  the  regular  7-cent  fare  as  a  part 
of  the  Fort  Worth   system. 

In  agreeing  to  take  over  and  operate 
the  Seminary  line,  the  Northern  Texas 
Traction  Company  has  also  filed  notice 
with  the  City  Commission  that  it  will 
soon  begin  work  on  extensions  on  the 
Riverside  and  Sycamore  Heights  lines. 
The  question  of  extensions  has  been  a 
point  at  issue  in  the  controversy  be- 
tween the  company  and  the  city.  The 
two  extensions  will  represent  a  cost  of 
more  thaft  $500,000,  according  to  George 
H.  Clifford,  vice-president  and  general 
manager  of  the  company.  Money  for 
making  the  extensions  is  being  raised 
by  the  sale  of  7  per  cent  preferred 
cumulative  stock  of  the  company  to 
employees  and  patrons  and  an  intensive 
campaign  to  advertise  the  sale  of  this 
stock  has  just  been  started. 


Dayton  Property  Praised 

A  recent  issue  of  the  Daily  Court 
Reporter,  the  only  business  newspaper 
published  in  Dayton,  Ohio,  calls  at- 
tention to  the  work  being  done  by 
the  City  Railway  and  emphasizes  what 
an  important  factor  the  railway  has 
been  in  the  development  of  the  city. 
The  splendid  relationship  existing  be- 
tween the  employees  and  the  manage- 
ment is  also  made  a  subject  of  praise. 
The  article  urges  the  co-operation  of 
the  people  of  Dayton  in  order  that 
the  company  can  continue  on  a  sound 
stable  financial  basis.  It  states  that 
■expansion     can     come     only     through 


additions  to  its  system  located  in  the 
foregoing  cities:  Substation  equipment 
$100,000;  extension  of  local  rural  lines 
and  transmission  lines  $310,000;  power 
house  and  outside  equipment  improve- 
ments $55,000;  general  reconstruction 
work  $100,000.  The  Menominee  (Mich.) 
&  Marinette  (Wis.)  Light  &  Traction 
Company  (a  subsidiary  of  the  Wis- 
consin Public  Service  Corporation)  has 
a  program  for  1923  that  calls  for  im- 
provements to  its  electric  distribution 
system  amounting  to  $45,000. 

The  Wisconsin  Traction,  Light,  Heat 
&  Power  Company,  Appleton,  has  a 
1923  building  plan  calling  for  an  ex- 
penditure of  $200,000  for  new  and 
replacement  equipment  to  its  electric 
light  and. power  and  railway  systems. 

The  1923  Wisconsin  building  program 
outlined  by  the  L.  E.  Myers  Company 
for  its  Wisconsin  subsidiary,  the  Lake 
Superior  District  Power  Company  with 
headquarters  at  Ashland,  operating  in 
the  northern  parts  of  Wisconsin  and 
Michigan  indicates  that  this  company 
intends  to  expand  and  enlarge  its  oper- 
ations and  hold  its  own  as  one  of  the 
largest  operating  companies  in  the  State. 
Improvement  plans  already  prepared 
call  for  an  expenditure  of  $700,000  on 
steam  and  hydro-electric  plant  equip- 
ment and  line  improvements.  L.  N. 
Boisen,  Chicago,  is  vice-president  in 
charge  of  operations. 


Wisconsin  Companies  Are 
Expanding 

A  large  number  of  cities  and  towns 
in  Wisconsin  will  benefit  by  the  1923 
expansion  program  and  improvement 
plans  already  prepared  and  estimated 
by  the  electric  light  and  power  and 
railway  companies  operating  in  their 
communities,  according  to  returns  made 
in  a  questionnaire  sent  to  them  by  the 
Wisconsin  Public  Utilities  Bureau.  The 
grand  total  runs  into  millions  of  dollars. 

The  Wisconsin  Public  Service  Corpo- 
ration, Milwaukee,  which  is  furnishing 
electric  light  and  power  and  operates 
the  electric  railway  services  in  Green 
Bay,  Oshkosh,  Manitowoc,  Chilton,  She- 
boygan, Algoma,  Kewanee,  Sturgeon 
Bay  and  other  cities  and  towns  in  the 
Peninsular  territory,  has  under  consid- 
eration the  expenditure  of  the  following 
sums  of  money  for  improvements  and 


c 


News  Notes 


Ford  May  Assist  Railway  Construc- 
tion.— It  is  forecasted  that  Henry  Ford 
will  give  financial  assistance  to  the 
cities  of  Dearbon,  River  Rouge  and 
Springwells  in  the  construction  of  elec- 
tric railway  lines  which  will  be  coupled 
up  with  extensions  to  be  made  to  the 
Detroit  Municipal  Railway.  The  in- 
crease in  the  number  of  employees  at 
the  Ford  plants  is  so  great  that  some- 
thing must  be  done  to  provide  adequate 
service  for  the  additional  workmen. 

Agreement  Renewed. — Following  a 
series  of  conferences,  the  working 
agreement  of  the  Trenton  &  Mercer 
County  Traction  Corporation,  Trenton, 
N.  J.,  and  Division  No.  540,  carmen's 
union,  has  been  adopted  for  another 
year  with  only  three  slight  amend- 
ments. Hereafter  the  men  who  com- 
plete a  steady  run  will  receive  time  and 
a  quarter  for  operating  a  tripper.  Mail 
coats  will  be  furnished  to  the  men  oper- 
ating mail  cars  on  the  suburban  divi- 
sions of  the  company. 

Planning  Celebration.  —  Citizens  of 
East  San  Diego,  co-operating  with  the 
city  trustees,  are  preparing  a  carnival 
April  18  to  23  in  celebration  of  the 
completion  of  the  reconstruction  work 
of  the  San  Diego  (Calif.)  Electric  Rail- 
way on  its  East  San  Diego  line.  This 
is  now  the  finest  street  car  line  in  San 
Diego,  and  on  it  on  April  3  the  com- 
pany started  a  peak-hour  express  serv- 
ice designed  to  give  patrons  speedy 
access  to  the  downtown  business  dis- 
trict. 


658 


Electric    Railway    Journal 


Vol.  61,  No.  15 


c 


Financial  and  Corporate 


) 


Common  Dividend  Earned 
Twice 

Public   Service   Corporation   Shows   In- 
crease in  Gross  and  Net — Railway 
Revenues   Improving 

The  fourteenth  annual  report  of  the 
Public  Service  Corporation  of  New  Jer- 
sey for  the  year  ended  Dec.  31,  1922, 
shows  gross  operating  revenue  of  the 
subsidiary  companies  amounting  to  $78,- 
356,963,  which  is  an  increase  of  $3,045,- 
455  over  the  previous  year.  The  net 
income  after  taxes  and  interest  charges 
was  $5,570,239,  which  was  an  increase 
of  $1,975,611  over  1921.  Payments  of 
preferred  dividends  amounting  to  $1,- 
316,839  and  common  dividends  of  $1,- 
950,000  were  made,  the  latter  totaling 
6J   per  cent  for  the  year. 

The  report  states  that  the  customer 
ownership  plan  of  selling  the  corpora- 
tion's 8  per  cent  cumulative  preferred 
stock  proved  so  successful  in  attracting 
customers  of  the  operating  companies 
to  become  investors  that  it  was  con- 
tinued last  year  with  more  than  satis- 
factory results.  Securities  of  the  Pub- 
lic Service  Corporation  and  its  underly- 
ing companies  are  now  held  by  upward 
of  60,000  individual  owners. 

Regarding  the  operations  of  the  rail- 
way company,  President  Thomas  N. 
McCarter,  says: 

With  gross  operating  revenues  allowing 
an  increase  and  gross  operating  revenue 
deductions  a  decrease,  the  railway  com- 
pany came  through  the  year  1922  in  much 
better  condition,  both  physically  and  finan- 
cially, than  had  been  the  case  for  several 
years  preceding.  This  notwithstanding  the 
fact  that  the  2-cent  transfer  charge  fixed 
by  the  Board  of  Public  Utility  Commission- 
ers, and  subsequently  set  aside  by  the 
United  States  District  Court,  had  diverted 
traffic  in  1921  which  was  not  regained  last 
year.  A  marked  business  depression  which 
had  continued  over  from  the  previous  year 
also  made  its  effect  felt,  but  since  May. 
1922.  there  has  been  a  gradual  improvement 
noted  in  general  conditions,  as  is  shown 
by  the  increasing  numbers  of  employees  in 
various  factories  served  by  the  railway 
lines.      The    railroad    and    coal    strikes    ad- 


versely affected  industries  for  a  time,  with 
a  resultant  effect  on  railway  revenue,  and 
an  unusually  large  number  of  rainy  Satur- 
days and  Sundays  last  summer  undoubtedly 
militated  against  tlie  railways  receipts 
attaining  a  higher  level.  As  it  was.  the 
ratio  of  operating  revenue  deductions  to 
operating  revenue  was  78.5  per  cent,  as 
against  80.8  per  cent  in  1921,  and  the  gross 
income  of  Public  Service  Railway,  railroad 
and  affiliated  companies,  after  making  oper- 
ating and  non-operating  revenue  deductors, 
increased   $633,209. 

Speaking  of  the  jitney  situation,  Mr. 
McCarter  says  that  the  competition  to 
which  the  railways  have  been  subjected 
from  jitneys  whose  operators  are  per- 
mitted to  parallel  railway  lines  on  the 
same  streets  was  not  diminished  during 
the  year,  but,  on  the  contrary,  it  was 
increased  because  the  jitneurs  were 
allowed  to  substitute  vehicles  of  much 
greater  carrying  capacity  than  those 
formerly  in  use.  He  states,  however, 
that  no  additional  permits  for  this  class 
of  jitneys  were  sanctioned  by  the  Board 
of  Public  Utility  Commissioners  during 
the  last  year.  Nevertheless,  this  situa- 
tion is  creating  a  very  serious  condition 
of  congestion  in  the  main  arteries  of 
the  larger  cities,  which,  in  turn,  is  caus- 
ing serious  inconvenience  to  shops, 
banks  and  places  of  business  along 
these  thoroughfares,  and,  if  allowed  to 
continue  indefinitely,  is  bound  to  have 
a  deleterious  effect  upon  real  estate 
values. 

It  is  stated  that  the  transportation 
department  experienced  some  difficulty 
in  keeping  its  force  of  trained  men  up 
to  the  required  number. 

Expenditures  for  all  purposes  by  the 
claim  department  amounted  to  $1,016,- 
917,  a  reduction  of  $147,007  from  the 
previous  year.  This  represents  a  sav- 
ing of  12.63  per  cent  and  brings  the 
percentage  of  total  expenditures  to 
gross  passenger  receipts  to  the  low 
figure  of  4  per  cent. 

Details  of  operating  results  of  the 
Public  Service  Railway  and  its  affiliated 
companies  are  given  in  the  accompany- 
ing table. 


PUBLIC  SERVICE  RAILWAY  AND  AFFILIATED  COMPANIES 
Income  account  for  the  twelve  months  ended  Deo.  31,  1922 

Public  Public 

.Service  Service  Other 

Railway  Railroad  Affiliated 

Company  Company  Companies 

Operating  revenues $26,165,656  $298,419  $1,080,435 

Operating  expenses  and  taxes 19,429,065  241027  74 1  643 

Amortiiation  charges 1,102,079     107^500 

Operating  revenue  deductions 20,531,144  241,027  849  143 

Operating  income ;■•  v  •:;■..;:■    1     i   v.,                 5,634,511  57,392  231,292 

Non-operatmg  mcome  (exclusive  of  dividends  of  affiliated 

companies) 101,510  632  25,045 

Giossincome.    .....       ...    .....               5,736.021  58,024  ~  256,337 

Income  deductions  (bond  interest,  rentals  and  miscel- 
laneous interest  charges) 5,316.194  108,999  49,409 

Net  income  or  loss...                                           419.827  *50.975  206,928 

Profit  and  loss  accounts  (excluding  dividends) 19.906  t200  6  498 

Surplus— before  dividends....  , ^                  399.921  *50,775  200.430 

Dividends  (ail  to  P.  S.  Corporation  except  directors'  divi- 
dends)           tl24,734     124,800 

Net  increase  or  decrease  in  surplus $524,655  *$50,775  $75  630 

♦Deficit.       t  Credit. 


Total 
$27,544,510 

20,411.735 
1,209,579 

21,621,314 

5,923,195 

127,187 

6,050,382 

5,474.602 

575,780 
26,204 

549,576 

66 

$549,510 


Readjustment  Explained 

Report  of  American  Railways  Shows  Net 

Income  of  $1.134.520 — Conditions  of 

New  Financing  Explained 

The  American  Railways,  Philadel- 
phia, Pa.,  now  known  as  the  American 
Electric  Power  Company,  reports  a  net 
income  of  $1,134,520  for  the  fiscal  year 
ended  Dec.  31,  1922.  As  there  was  a 
surplus  at  the  beginning  of  the  year  of 
$1,522,192,  the  total  surplus  is  $2  656,- 
713,  from  which  was  deducted  $1,086,- 
879,  consisting  of  transfers  of  dividends 
accrued  on  the  preferred  capital  stock 
to  the  open  account  and  sundry  adjust- 
ments. With  these  charges  taken  care 
of,  the  balance  of  the  surplus  at  the 
close  of  the  year  was  $1,569,833. 

Van  Horn  Ely,  president  of  the  com- 
pany, in  the  report  presented  to  the 
stockholders  as  of  Feb.  16,  1923,  re- 
views the  work  of  the  directors  in  plan- 
ning for  financing  of  some  of  the 
subsidiary  companies,  so  that  the  Amer- 
ican Railways  might  be  reimbursed  for 
funds  advanced  these  companies  during 
the  period  of  the  war  and  subsequent 
thereto,  also  to  place  the  subsidiary 
companies  in  a  position  so  that  addi- 
tional securities  in  the  form  of  bonds 
or  preferred  stock  could  be  issued  from 
time  to  time,  to  care  for  extensions  and 
settlements   of  the  property. 

Name  Changed  Following  Reorgan- 
ization 

The  reorganization  and  change  of 
name  of  the  company  have  been  re- 
ferred to  previously  in  the  Electric 
Railway  Journal.  Mr.  Ely  says  that 
the  work  of  the  directors  resulted  in 
arrangements  being  perfected  with  a 
strong  group  of  bankers  which  had  pur- 
chased a  bond  issue  of  $7,000,000  and 
$1,500,000  of  7  per  cent  preferred  stock 
and  the  Consolidated  Power  &  Xight 
Company,  Huntington,  W.  Va.,  and  that 
these  same  interests  cared  for  the 
maturing  obligation  of  $2,305,000  of 
Wilmington  &  Chester  Traction  Com- 
pany bonds,  due  April  1,  1923. 

He  also  explained  that  arrangements 
had  been  made  for  funding  the  ac- 
cumulated dividends  on  the  preferred 
stock  to  the  extent  of  19i  per  cent  to 
Feb.  15,  1923;  for  retiring  $6,000,000 
of  collateral  trust  bonds  and  $3,000,000 
of  three-year  7i  per  cent  notes,  retir- 
ing and  canceling  $1,100,000  of  the 
$3,500,000  of  five-year  8  per  cent  notes, 
and  for  increasing  the  authorized  first 
preferred  stock  from  $4,000,000  to 
$8,000,000  and  retiring  and  canceling 
the  $4,000,000  of  second  preferred  stock. 

Mr.  Ely  says  that  the  board  of  direc- 
tors decided  that  the  property  of  the 
Bridgeton  &  Millville  Traction  Company 
could  not  be  operated  profitably  and 
arranged  to  retire  the  bond  issue  of 
$500,000,  surrender  the  charter,  aban- 
don operation,  take  up  the  tracks  and 
liquidate  the  company.  He  explains 
that  this  was  accomplished  for  the 
entire  line  except  for  the  track  between 
Bridgeton  and  Millville,  which  was  sold 
to  local  interests. 

He   says   that  during   the   year   the 


April  14,  1923 


Electric    Railway    Journal 


659 


COMBINED  INCOME  STATEMENT  OF  THE 

SUBSIDIARY  AND  AFFILIATED  COMPANIES 

OF  THE  AMERICAN  RAILWAYS  COMPANY 

For  the  Year  Ended  Dec.  31,  1922 

■Operating  revenues $19,342,697 

■Operating  expenses,  including  depreci-       ,,,„.,„,, 
ation  reserves }i,H)l,yii 

Netrevenue *^'S5?'?S» 

Taxes ^^^-'"^ 

•Operating  income '''"oi'ci? 

Non-operating  income yz,3U 

•Gross  income $5, 1 58, 509 

Interest,  deductions,  rentals, 

amortization  of  discount 

on  funded  debt  and  otlier 

charges $2,663,643 

Sinldng  fund  deductions.. .  .  68,613 

Total  deductions 2,732,256 

Income  for  year ■  ■       $2,426,253 

l,e.ss  income  available  for  other  stock- 

holders '■365 

'Income  available  for  the  .American  Rail- 
ways Company,  including  interest  on 
bonds,  advances,  etc $2,424,68/ 

•REPORT    OF    TREASURER    OF    AMERICAN 
RAILWAYS  COMPANY 
For  the  Fiscal  Year  Ended  Dec.  3 1 ,  1 922 
Income 
Income  from  subsidiary  com- 
panies    $2,410,309 

"Miscellaneous  income 65,588 

Gross  income $2,475,897 

Deductions  from  Income 

■Interest    accrued    on    funded 

debt $930,318 

Interest    accrued    on   floating 

debt 15,279       ■ 

Amortization  of  debt  discount 
andexpenses 91,799 

General     administrative     ex- 
expenses 249,286 

Depreciation  of  office  furniture 

and  engineering  instruments  2,175 

Taxes  accrued 40,000 

Discount    on    securities    sold 

during  the  year 3,354 

Premium    retirement     three- 
year  7i%  notes.; 9.166 

Total  deductions 1,341,377 

Net  income *,''j3i-5^? 

Surplus  at  the  beginning  of  the  year 1,522,193 

$2,656,713 
Transfer  of  dividends  accrued 
'    on  preferred  capital  stock  to 

open  account ■      $735,000 

Sundry   adjustments,   mainly 

cost  of  the  abandonment  of 

the   Bridgeton   &    Millville 

Traction     Co.,     Bridgeton, 

N.J 351.879 


1,086,879 


Balance  in  surplus  at  the  close  of  the  year. .  $  1 ,  569, 834 

Preferred  stock  dividends : 
Accrued  in  1920—4.375  per 

cent .,..      $175,000 

Accrued  in    1921—7.0  per 

cent 280,000 

Accrued  in   1922—7.0    per 

cent 280,000 

Percent 18.375  $735,000 


maturing  three-year  $3,000,000  7  per 
cent  note  issue  was  extended  for  three 
years  at  7i  per  cent,  and  the  American 
Railways  Company-National  Gas  Com- 
pany collateral  trust  bonds  amounting 
to  $962,000  were  extended  for  a  period 
of  five  years. 

He  further  explained  that  the  valua- 
tions of  the  properties  of  the  various 
subsidiaries  Were  progressing  under 
1^,  L.  Drum  &  Company,  and  during  the 
year  the  Public  Service  Commission  of 
Pennsylvania  fixed  fair  values  for  the 
physical  properties  of  the  Scranton 
Railways,  Altoona  &  Logan  Valley  Elec- 
tric Railway,  the  Southern  Pennsyl- 
vania Traction  Company,  operating  in 
and  about  Chester,  Pa.,  and  the  Chester 
County  Light  &  Power  Company, 
Chester,  Pa. 


Interstate  Earnings  Up 

Net    Increased    $195,928,    or    25.51    per 

Cent  in  1922— Freight  TraflSc 

Almost  Doubled 

The  gross  operating  income  of  the 
Interstate  Public  Service  Company, 
Indianapolis,  Ind.,  operating  more  than 
90  miles  of  electric  railway  and  doing 
a  general  light  and  power  business  is 
greater  for  the  year  ended  Dec.  31,  1922, 
by  $320,257  than  the  income  for  the 
year  1921.  This  is  an  increase  of  8.09 
per  cent.  Miscellaneous  income  of  the 
company  increased  $83,000,  or  128.64 
per  cent.  The  net  earnings  show  an 
increase  of  $195,928,  or  25.51  per  cent. 
These  facts  are  all  contained  in  the 
report  of  the  company  for  the  year, 
presented  to  the  stockholders  at  the 
recent   annual  meeting. 

Harry  Reid,  president  of  the  com- 
pany, explained  that  in  1922  the  number 
of  customers  served  by  the  company 
was  increased  by  4,492.  The  connected 
lighting  load  increased  11.8  per  cent 
and  the  power  load  was  10.2  per  cent 
greater  at  Dec.  31,  1922,  than  at  the 
close  of  the  year  of  1921.  Mr.  Reid  said 
that  the  gain  in  volume  of  business  in 
the  railway  department  was  in  some 
respects  even  more  noteworthy  in  fig- 
ures of  percentage.  The  freight  ton- 
nage on  the  interurban  railway  in- 
creased 83  per  cent. 

Mr.  Reid  further  explained  that  the 
company  arranged  near  the  close  of  the 
year,  with  the  approval  of  the  Public 
Service  Commission  of  Indiana,  to  ac- 
quire as  of  Jan.  1,  1923,  all  property 
and  business  of  the  Indianapolis  & 
Louisville  Traction  Railway,  the  South- 
ern Indiana  Power  Company,  the  Hydro- 
Electric  Light  &  Power  Company,  the 
Hawkes  Electric  Company,  the  Winona 
Electric  Light  &  Water  Company,  the 
Middlebury  Electric  Company  and  the 
Electric  Transmission  Company  of 
Northern  Illinois.  The  Indianapolis  & 
Louisville  Traction  Railway  owns  the 
interurban  line  from  Seymour  south  to 
Sellersburg,  a  distance  of  41  miles. 

He  also  explained  briefly  for  the 
benefit  of  the  stockholders  the  extent 
of  the  territory  served  by  the  other 
.  companies  which  were  taken  over.  As 
these  properties  were  not  taken  over 
by  the  company  until  Jan.  1,  1923,  the 
financial  results  of  the  merger  are  not 
reflected  in  the  report  which  was  pre- 
sented to  the  stockholders. 

The  company  issued  and  sold  in  1922 
$721,000  in  face  amount  of  its  prior 
lien  stock  and  $372,000,  par  value,  of 
its  preferred  stock,  also  $302,000  in 
principal  amount  of  its  first  and  refund- 
ing mortgage  5  per  cent  gold  bonds. 
The  proceeds  of  these  sales  were  used 
for  the  company's  corporate  purposes. 
During  the  year  prior  lien  bonds  in 
principal  amount  of  $123,500  were  re- 
tired. Mr.  Reid  explains  that  the  policy 
of  offering  the  company's  prior  lien 
stock  to  customers,  inviting  them  to  be- 
come part  owners  of  the  company,  has 
resulted  in  a  wider  personal  interest  in 
its  affairs.  The  company's  stockholders 
increased  in  number  during  the  fiscal 
period  from  1,009  to  1,980. 


STATEMENT  OF  EARNINGS  OF  THE  INTER 

STATE    PUBLIC    SERVICE    COMPANY    FOR 

YEAR  ENDED  DEC.  31,  1922 

Gross  earnings,   including  merchandise 

sales $4,276,664 

Operating  expenses  (including  taxes) ....       3,305,826 

$970,838 
Misoellaneous  income . .  148,082 

$1,118,920 
Rental  of  leased  railway  property 1 55, 1 00 

Net  earnings $963,820 

Interest  on  funded  debt 478,738 

$485,082 
General   interest   and    amortization    of 

bond  discount - 82,238 

Available  for  dividends $402,844 

Dividends  paid  and  accrued: 
Prior  lien  stock  dividend 65,833 

$337,011 
Preferred  stock  dividend 283,020 

Balance  carried  to  surplus $53,991 

The  report  is  particularly  interesting 
in  that  it  contains  an  appendix  of  seven 
pages  giving  general  information  about 
the  fompany  and  illustrating  some  of 
its  properties.  There  is  also  a  map 
showing   the  territory  served. 


Segregation  Plan  Explained 

At  the  recent  annual  meeting  of  the 
Quebec  Railway,  Light,  Heat  &  Power 
Company,  Quebec,  Canada,  protests 
were  lodged  against  what  was  termed 
the  segregation  of  the  gas,  tramways 
and  power  services  of  the  company. 
In  reply  E.  A.  Robert,  president,  denied 
that  the  recent  reorganization  of  the 
company  constituted  segregation  of  the 
services  and  said  that  only  one  stock 
issue,  that  of  the  holding  company, 
would  be  listed  for  trading  on  the 
exchange. 

In  answer  to  the  inquiry  of  a  share- 
holder, he  also  said  that  at  present  the 
company  was  not  prepared  to  make 
payments  on  the  $3,307,200  issue  of 
income  bonds. 

The  board  of  directors  was  re-elected 
with  the  addition  of  J.  P.  B.  Casgrain 
to  replace  George  E.  Amyot,  resigned. 

Mr.  Robert  said  that  he  had  not  been 
prepared  to  give  a  lengthy  outline  of 
the  plans  at  the  meeting  he  was  ad- 
dressing. 

When  he  took  his  position  on  the 
board,  Mr.  Robert  said  he  found  that 
all  future  bond  issues  would  have  had 
to  have  the  status  of  second  mortgages, 
which  means  that  they  could  be  mar- 
keted only  at  prohibitive  rates.  More 
rolling  stock  was  needed  to  meet  the 
demands  of  the  city  for  better  service, 
but  there  were  no  funds  for  this  pur- 
pose. Even  bond  interest  had  to  be 
met  by  bank  loans.  It  was  lack  of 
working  capital  that  caused  the  reor- 
ganization. 

Mr.  Robert  said  that  the  plan  was 
to  separate  the  companies  in  order  to 
allow  earnings  from  gas,  electricity  and 
tramways  to  be  differentiated  so  that 
it  would  be  possible  to  give  the  city 
authoritative  figures  in  fixing  the  rate 
of  return  guaranteed  by  the  city.  The 
stock  of  the  operating  companies  would 
be  held  in  the  treasury  of  the  holding 
company,  the  securities  of  which  could 
in  turn  be  dealt  in  on  the  public  ex- 
changes. 


660 


Electric    Railway    Journal 


Vol.  61,  No.  15. 


$835,731  Surplus  for  Hudson  & 
Manhattan  Railroad 


been  projected  in  the  building  program, 
and  probably  hearings  will  be  held 
when  the  funds  become  available  to  de- 
termine which  of  these  track  extensions 
is  the  most  important. 


City  Administration  Seeks  to 
Delay  B.R.T.  Reorganization 


The  report  of  Hudson  &  Manhattan 
Railway,  operating  under  the  Hudson 
River  between  New  York  and  New  Jer- 
sey for  the  year  ended  Dec.  31,  1922, 
shows  a  surplus  of  $835,731  after  taxes 
and  bond  interest,  including  5  per  cent 
on  adjustment  income  bonds.  Allow-  The  city  administration  of  New 
ing  for  1  per  cent  accumulated  interest  York,  through  Corporation  Counsel 
unpaid  at  the  end  of  the  year  on  the  George  P.  Nicholson,  objected  to  the 
adjustment  bonds  and  for  5  per  cent  proposed  Brooklyn  Rapid  Transit  reor- 
dividend  requirements  on  the  preferred  ganization  at  the  hearing  held  on  April 
stock,  the  balance  was  equivalent  to  10  by  the  Transit  Commission.  He  said 
60  cents  a  share  earned  on  $39,994390  the  plan  should  await  action  by  the 
outstanding  common  stock.  In  the  Legislature  on  the  transit  bills,  and  ex- 
previous  year  the  surplus  was  $331,824  pressed  the  belief  that  the  present 
after  taxes  and  all  interest  charges.  Transit  Commission  probably  would  be 
The  income  account  for  1922  compares  abolished, 
at-  follows:  George    McAneny,    chairman   of   the 

commission,  said  the   commission  was 

Oper.revenue $7,86'2"i9   $7,68'^662  P°*  disposed  to  take  into  consideration 

Expenses  and  taxes 4,494,372       4.545,084  m  making  its  decisions  the  present  Con- 
Operating  income $3,368,047    $3,138,578  *''"°"    °'  current  politics.     The   hear- 

Oiherincome 1,291,356      1,029,192  ing  was  adjoumed  Until  April  20,  after 

Non-operating  income ^^"1^4        245.715  Mr.   Nicholson   and  his   assistants   had 

Total  income $4,923,557    $4,413,485  protested    against   the   plan    generally 

R^sTri^rrntl^encies:::    .'■.'*."■"'    .'•.".'*•"'  and  specifically. 

Mr.  McAneny  said  in  part: 

Balance...    $2,490,831     $1,986,924  „        ^-   ,,    ,             .u                    •      • 

.\dj.  inc.  bond  inter. .                   1635  100       1655  100  *^'^-    ^"cholson,     the    commission     is    not 

'  disposed  to  take  into  account  tlie  condition 

.Surplus $835  731        $331  824  °'  current  politics  In  determining  its  calen- 

♦  Exclusive  of  interest  on  adjustment  income  bonds  ''"''^   °'"  ''^   course  of  action   here.     This   is 

a  matter  of  very  large  public  moment,  and 

.  will    go    through    lengthy    discussion,    from 

Tri-CltV     Railway     Wants     to  *''"''    '°    "'"'^-    °"    "^   several   phases.      The 

.,        J         _.        ^^        ,,   ,  T  .  commission    will    continue    to    function,    as 

Abandon  anort  Parallel  Lines  *he  law  requires  it  to  function,  to  act  upon 

matters  that  come  before  it  as  rapidly  as 

Abandonment   of   nearlv    3    miles    of  "  ""^y  ^<^'  after  they  are  presented.  There- 

line   in  the   cities   of  Rock   Island   and  jou?nme"'"''  """''  '"'''  ""'"""'  '°'"  ''"  ^^- 

Moline,  111.,  has  been  asked  by  the  Tri-  ^  might  add,  as  to  the  public  importance 

ritir  Pdil-nro^T  ,.f  +v,„  Tii;.,„;     /-  "'   'his  matter,   that   these  reorganizations, 

L.lty  Kailway  of  the  Illinois   Commerce  designed  to  put  these  great  properties  upon 

Commission.  their  feet,  to  permit  them  to  go  ahead  with 

TVio  r.y;no;r.oI   „1^„„J„„~ i  J!           1. •  1.  "'*■  resumption  of  uninterrupted  service  and 

ine  principal  abandonment  for  which  the  expansion   of  their  facilities,  should,  in 

permission  is  sought  is  that  of  the  Third  '"■^'  Judgment  and  the  judgment  of  the  com- 

A„or,„„    !,•„„    ;_    t/r   ^■              x.          =•"'""  rnission,  never  be  delayed. 

Avenue   line   in    Moline,  where  the   re-  The    proposed    reorganization    of   the   B. 

location    of    the    business    district    has  ^-  '^-  properties  will  take  them  out  of  re- 

Kyn„™l,<.     „i <-                   jx-          ^t     .     ,  ceiverships  and  will   put  the  B.  R.  T.   com- 

Orougftt    about    a     condition     that    has  panies,  we  assume,  in  a  position  similar  to 

resulted  in  the  Third  Avenue  line  run-  "^^'   '"   which   the   Interborough   Company 

ning    parallel    to    the    Fourth    Avenue  ^as  found  itself  since  its  reorganization, 
line  and  forming,  as  the  traction  line 
holds,    a    dead    appendage. 

A  like  condition  exists  in  Rock  Island. 
There  the  company  proposes  to  aban- 
don the  Fifth  Avenue  line  between 
Forty-third  and  Forty-sixth  Streets  and 
the  Seventeenth  Street  tracks  between 
Second  and  Seventh  Avenues. 


Authority    Sought    to   Issue 

Securities  Under   Maine 

Reorganization 


Detroit's  Plans  for  Bond  Proceeds 

At  the  last  Detroit  election  the  Board 
of  Street  Railway  Commissioners  by 
popular  vote  was  authorized  to  issue 
$5,000,000  to  extend  the  system,  but 
under  the  present  limitation  of  2  per 
cent  of  the  assessed  valuation  which  a 
city  in  Michigan  can  spend  for  public 
utilities  not  all  of  this  money  is  at 
present  available.  With  the  new  prop- 
erty assessment  it  is  expected  that  a 
greater  part  of  this  sum  can  be  spent 
before  long. 

It  is  expected  that  the  first  $1,400,- 
000  will  be  used  to  complete  the  pay- 
ment of  $2,400,000  for  the  200  Peter 
Witt  cars  ordered  last  August  by  the 
Municipal  Railway.  No  definite  plans 
have  been  made  for  further  expendi- 
ture, but  some  will  undoubtedly  go  for 
track  extensions.     Some  40  miles  have 


A  hearing  was  held  recently  before 
the  Public  Utilities  Commission  of 
Maine  on  petition  of  the  York  Utilities 
Company  for  authority  to  issue  stocks 
and  bonds  as  the  successor  company  to 
the  Atlantic  Shore  Line  Railway.  Fore- 
closure and  sale,  by  decree  of  the  United 
States  District  Court,  enabled  the  com- 
mittee, representing  the  bondholders, 
to  reorganize  and  try  to  place  the 
property  on  a  sound  basis.  The  new 
corporation  seeks  authority  to  create 
$2,393,500  of  capital  stock,  and  to  issue 
$482,300  in  common  and  $179,100  in  pre- 
ferred at  this  time.  This  petition  seeks 
the  right  to  acquire  rights,  privileges, 
properties  and  franchises  of  the  system. 
It  is  proposed  to  finance  the  project  as 
follows: 

To  issue  to  the  Alfred  Light  &  Power 
Company  $50,000  in  preferred  stock, 
$75,000  in  common,  $75,000  in  first 
mortgage  5  per  cent  bonds  and  $50,000 
in  second  mortgage  5  per  cent  bonds. 

To  issue  to  the  Sanford  &  Cape  Por- 
poise Railway  $10,000  in  common  stock, 


$81,000  in  first  mortgage  5  per  cent 
bonds  and  $54,000  in  second  mortgage 
bonds. 

To  issue  to  the  holders  of  first  mort- 
gage bonds  of  the  Atlantic  Shore  Line 
Railway  $36,000  in  preferred  stock,  a 
like  amount  of  common,  $24,000  in  first 
mortgage  5  per  cent  bonds  and  a  like 
amount  in  second  mortgage  5  per  cent 
bonds. 

To  issue  to  holders  of  the  con- 
solidated mortgage  bonds  of  the  At- 
lantic $289,200  first  mortgage  5  per 
cent  bonds,  and  $216,900  in  second 
mortgage  5  per  cent  bonds,  $93,100  in 
preferred  stock  and  $39,900  in  common 
stock. 

Auction  Sales  in  New  York. — -At  the 
public  auction  rooms  in  New  York  there 
were  no  sales  of  electric  railway  secur- 
ities this  week. 

Operations  to  Cease. — According  to  a 
recent  decision  of  Judge  Peters  in  the 
United  States  District  Court  the  re- 
ceiver of  the  Portsmouth,  Dover  & 
York  Street  Railway,  Dover,  N.  H.,  has. 
been  authorized  to  discontinue  further 
operation  of  the  property. 

Net  Increases. — The  net  balance  of 
the  Lehigh  Valley  Transit  Company, 
Allentown,  Pa.,  increased  $25,812  in 
1922  after  all  charges.  The  gain  was 
remarkable  in  view  of  a  decrease  of 
$177,517  in  the  combined  gross  business. 
During  the  year  66,996,655  passengers 
were  carried.  The  report  shows  that 
tne  property  of  the  Easton  Transit 
Company,  a  subsidiary,  had  been  leased 
during  the  year. 

Park  to  Be  Sold  to  Satisfy  Judgment. 
— Notice  of  sale  of  a  portion  of  the 
assets  of  the  Southwestern  (Tex.)  Trac- 
tion Company,  which,  operates  an,  inter- 
urban  line  between  Temple  and  Belton, 
Tex.,  a  distance  of  10  miles,  has  been 
posted  at  Temple.  The  property  to  be 
sold  consists  of  a  tract  of  37.64  acres 
of  land  midway  between  Temple  and 
Belton  now  used  as  a  pleasure  park. 
The  sale  is  to  be  made  to  satisfy  a 
judgment  of  $6,000. 

Surplus  Earnings  Increase  $350,000. 
— The  gross  earnings  of  the  United 
Light  &  Railways  Company,  Grand 
Rapids,  Mich.,  for  the  twelve  months 
ended  Feb.  28,  1923,  are  $12,029,087 
against  $11,235,195  for  the  same  period 
ended  February,  1922.  The  surplus 
earnings  available  for  depreciation, 
debt  discount  and  common  stock  divi- 
dends amounted  to  $1,215,476  compared 
with  $857,994  for  the  twelve  months 
ended  Feb.  28,  1922. 

Interurban  Elects  New  Director. — At 
the  annual  meeting  of  the  stockholders 
of  the  Washington,  Baltimore  &  An- 
napolis Electric  Railroad,  Washington, 
D.  C,  C.  M.  Mason,  New  York,  was 
elected  a  director  to  fill  the  vacandjr 
caused  by  the  death  of  James  A.  Hemen- 
way.  Other  directors  and  former 
officers  were  re-elected.  The  company 
reports  for  the  year  ended  Dec.  31, 
1922,  gross  earnings  of  $2,433,066,  as 
compared  with  $2,512,540  the  previous 
year.  The  income  after  providing  for 
taxes  and  charges  was  $230,152,  against 
$230,531  in  1921. 


April  14,  1923 


Electric    Railway    Journal 


661 


r         Traffic  and  Transportation        J 


Service  Order  Issued 

Schenectady  Railway  Directed  by  Pub- 
lic Service  Commission  to  Carry 
Out  Service  Changes 

Orders  have  been  issued  by  the  Pub- 
lic Service  Commission  directing  im- 
provement of  the  Schenectady  (N.  Y.) 
Railway's  equipment  and  service,  and 
callint"'  for  eighteen  new  cars  and  an 
investigation  into  the  practicability  of 
establishing  supplementary  bus  service 
in  Schenectady.  The  orders  make 
mandatory  suggestions  made  more  than 
a  month  ago. 

The  commission  directed  that  six  new 
interurban  cars  be  obtained  for  use  be- 
tween Schenectady,  Albany,  Troy  and 
Saratoga,  and  twelve  new  double-truck 
cars  for  Schenectady.  The  new  cars 
must  be  in  operation  by  Sept.  1. 

The  company,  however,  has  antici- 
pated the  order  by  announcing  it  would 
order  twelve  cars  for  Schenectady,  and 
establish  supplementary  bus  line  serv- 
ice for  sections  not  served  adequately 
by  the  company's  trolley  lines. 

In  addition  to  requiring  eighteen  new 
cars,  the  commission  directed  the  com- 
pany to  obtain  at  least  one  double-truck 
snow  plow  and  one  ice  chopping  ma- 
chine. 


That  no  cars  be  turned  back  before  reach- 
ing signed  destination,  except  in  cases  now 
provided  by  its  rules. 

That  the  changing  of  car  signs  before 
reaching  destination  be  strictly  prohibited, 
except  in  cases  provided  for  by  rule. 

That  methods  be  employed  to  eliminate 
the  practice  of  crews  of  operators  running 
by  passengers  waiting  for  car,  except  in 
cases  now  provided  for  by  rule. 

That  all  cars  not  disabled,  returning  to 
car  house  and  carrying  sign  "car  house" 
carry  passengers  while  doing  so,  passengers 
on  board  to  be  notified  of  the  destination 
of  the  car. 


Railways  Answer  Board 

Los  Angeles  Lines  Offer  Plans  for  Im- 
provements Costing  $6,000,000 
to  Better  Service 

The  managements  of  the  two  railway 
systems  at  Los  Angeles,  Cal.,  on 
April  5  filed  an  answer  to  the  report 
of  the  Board  of  Public  Utilities  of  the 
city  on  the  transportation  problem  of 
the  city.  The  companies  agree  to  make 
extensive  improvements,  involving  the 
extension  of  six  lines,  and  also  to  con- 
struct four  new  lines  and  give  tem- 
porary bus  service  on  twelve  other 
lines.  Delay  is,  however,  requested  on 
nine,  while  the  companies  refuse  to 
make  the  changes  suggested  by  the 
board  on  eight  lines. 

The  estimated  cost  of  the  improve- 
ments that  the  rail  lines  agree  to  carry 
out  is  $6,000,000.  The  companies  urge 
that  the  two  important  questions  of 
universal    transfers    and    extension    of 


Buses  for  Schenectady 

The  Schenectady  (N.  Y.)  Railway  is 
to  operate  passenger  carrying  auto- 
m.obile  buses,  according  to  an  announce- 
ment made  on  April  7  by  James  F. 
Hamilton,  president  of  the  company. 
The    buses    will    be    used    in    districts 

which   are  not   now  sufficiently   served     t},e  Los  Angeles  Railway  lines  into  the 
by  trolley  cars.  territory  in  Hollywood  now  exclusively 

The  number  of  buses  to  be  purchased  served  by  the  Pacific  Electric  Lines  be 
and  the  routes  to  be  followed  are  de-  delayed  until  it  is  decided  whether  the 
tails  which  Mr.  Hamilton  would  not  ^^g  jjnes  are  to  be  unified.  This  ques- 
disclose  at  this  time.  However,  it  is  ^jon  is  now  being  made  a  matter  of 
probable  a  bus  line  will  be  operated  study  by  Richard  Sachse,  former  chief 
between  the  General  Electric  plant  and     engineer  of  the  California   State  Rail- 


the  Mount  Pleasant  section.  This  route 
was  suggested  by  the  Public  Service 
Commission  in  connection  with  its 
report  of  a  survey  of  conditions  in 
Schenectady. 

It    is    probable    buses    will    also    be 


road  Commission. 

The  board's  report,  referred  to  at 
length  elsewhere  in  this  issue,  included 
forty-one  suggested  improvements.  In 
some  cases  where  the  board  recom- 
mended   motor    bus    "feeder"    lines   be 


Three    other    important   orders   were     operated  in  Erie  Boulevard.    Deliveries     installed,  the  railway  systems   refused 


issued  by  the  commission,  with  the  re 
quirement  that  the  company  reply 
within  a  month  whether  it  will  carry 
them  out.  These  are  that  either  a  new 
substation  be  constructed  at  the  McClel- 
land Street  carhouse  or  at  State  and 
Elbert  Streets  with  adequate  trans- 
former apparatus,  or  that  an  increase 
be  made  in  the  size  of  the  units  at  the 
Dock  Street  station;  that  during  the 
morning  and  evening  rush  hours  all 
interurban  cars  going  to  and  from  the 
General  Electric  Company's  plant  be 
routed  via  Broadway  and  Edison  Street; 
and  that  during  the  morning  rush  hours 
most  of  the  State  Street  and  Mount 
Pleasant  cars  be  operated  inbound  via 


of  buses  for  use  in  Schenectady  will 
probably  not  be  made  for  sixty  days, 
Mr.   Hamilton  stated. 


Another  Weekly  Pass  on  Trial 

The  Seattle  &  Rainier  Valley  Rail- 
way of  Seattle,  Wash.,  has  placed  in 
effect  the  weekly  pass  system,  permit- 
ting a  passenger  to  ride  any  number 
of  times  during  a  week  for  $1.25,  with 
the  pass  interchangeable.  Walter  M. 
Brown,  general  manager  of  the  com- 
pany, states  that  a  very  careful  analy- 
sis of  the  average  amount  of  service 
obtainable   to   each   passholder  will   be 


made,  and  if  it  develops  later  that  it 
x-ieasauL   cars    ue  ui^ciaucu    iiiuuuuu    vm      .  .,_,     i  j  i.i,„  ^„-^nV,aaa  nrif>c 

Veeder   Avenue,    Smith    Street.   Broad-     '^  P^'  %'^     In^n^n^nlans  to  do         Two    of    the    commissioners    on    the 

way,   Edison   Avenue   and   River   Road,     of  ^h^  P-;^^the^^company^pkn^s^to^d^^     ^^^^^  ^^^   ^^^^   ^  ^^^.^^.^^   ^^^^  ^^. 

fused  to  accept  the  railway  companies 


to  accept  the  board's  report,  claiming 
that  the  business  to  be  had  did  not 
warrant  such  bus  lines,  and  in  other 
cases  certain  unimproved  streets  made 
bus  service  impossible. 

The  railway  managements  state  that 
in  their  judgment  there  will  not  be 
any  reasons  for  an  increase  in  fares 
in  Los  Angeles  unless  buses  are 
awarded  franchises  to  run  on  streets 
parallel  to  existing  railway  lines. 

The  railways  recommend  that  the 
City  Council  appropriate  $3,000  to 
send  the  chief  engineer  of  the  Board 
of  Public  Utilities  and  a  member  of  the 
board  to  Eastern  cities  to  study  motor- 
bus  and  electric  railway  conditions. 

the 


rev:prsing  the  operation  during  the  eve-     «<>      He  stated  that  the  company  did 
^        "*  '^  not  expect  to  increase  its  earnings,  Dut 


ning  rush  hours. 

The  company  also  is  directed  to  com- 
ply "forthwith"  with  fifteen  recom- 
mendations for  improvement  in  oper- 
ating and  general  service  conditions  as 
follows: 

That  car  overhaul  be  made  on  a  proper 
time  or  mileage  basis. 

That  an  effort  be  made  to  secure  a  stan- 
dardization  of  equipment. 

That  the  operation  of  cars  with  flat  wheels 
for  more  than  one  round  trip,  except  in 
extreme  cases  of  emergency,  be  strictly 
prohibited. 

That  the  force  employed  In  ear  cleaning 
be  increased,  and  the  methods  employed  be 
improved. 

That  a  system  of  double  berth  operation 
be  installed  in  the  business  district. 

That  passenger  stops  within  the  city  of 
Schenectady  be  reduced  to  the  smallest 
number  consistent  with  convenience  of 
riders  generally  and  with  the  greatest  bene- 
fit to  the  transportation  system  as  a  whole, 
such  reduction  to  be  submitted  to  the  com- 
mission for  approval. 


that  it  did  expect  to  increase  its  serv- 
ice to  the  line's  patrons.  Mr.  Brown 
states  that  an  average  of  22.7  rides  a 
week  is  given  as  the  probable  result, 
which  would  mean  5  J -cents  transporta- 
tion. In  Tacoma,  the  average  number 
of  rides  is  twenty-six  a  week,  his  fig- 
ures show. 

In  the  meantime,  the  State  Depart- 
ment of  Public  Works  has  conducted  a 
hearing  on  the  application  of  forty- 
seven  residents  of  the  Rainier  Valley 


plans.  They  take  the  stand  that  the 
railways  refuse  immediately  to  meet 
the  demand  of  the  commission  on  the 
points  set  forth  in  the  board's  report 
and  recommendations. 

Commissioner  Bogardus  claims  the 
railways  have  refused  to  accept  the 
full  program  demanded  by  the  board, 
and  that  other  means  must  be  found  to 
obtain  the  transportation  needed.  This 
may  contemplate  bringing  in  the  bus. 

In   regard   to   the   proposed   subway 


district  for  a  5-cent  fare  on  the  com-  system  whereby  it  was  proposed  to  use 
pany's  lines.  The  company's  chief  de-  Pershing  Square,  the  city  s  central 
fense  was  that  the  average  haul  on  its  park,  as  an  underground  subway  pas- 
lines  is  6  miles,  against  3.7  miles  on  senger  terminal,  the  city  attorney  states 
the  Seattle  municipal  lines,  and  that  a  that  the  present  city  charter  gives 
reduction  in  fare  from  8i  cents  is  not  the  City  Council  power  to  authorize 
possible  railway  lines  to  build   subways  under 


662 


Electric    Railway    Journal 


Vol.  61,  No.  15 


city  property,  but  does  not  permit  them 
to  authorize  the  construction  of  under- 
ground passenger  stations;  therefore, 
the  Pacific  Electric's  new  $20,500,000 
subway  system,  must  be  authorized  by 
an  amendment  to  the  city  charter.  In 
consequence  the  necessary  amendment 
may  be  placed  upon  the  ballot  at  the 
May  1  primaries  or  the  June  5  city 
election. 

The  People's  Motor  Bus  Company  is 
conducting  a  very  active  campaign  in 
behalf  of  two  petitions  certified  and 
placed  on  the  ballot  for  May  1  election. 
One  of  these  repeals  the  existing 
"jitney"  bus  ordinance.  This  measure 
prohibits  bus  operation  in  the  con- 
gested downtown  district.  The  other 
petition  would  compel  the  City  Council 
to  give  a  franchise  to  the  motorbus 
company  to  operate  a  motorbus  system 
on  61  miles  of  streets,  some  of  the 
routes    paralleling   the   railway   lines. 

Some  of  the  members  of  the  City 
Council  contend  the  rail  lines  should 
have  an  opportunity  to  work  out  their 
program,  but  the  City  Council  has  not 
as  yet  taken  any  action  on  the  board's 
report. 

The  City  Council  does  not  plan  to 
take  any  action  on  the  motorbus  ques- 
tion until  after  the  election  of  May  1, 
when  the  voters  will  express  themselves 
on    the   subject. 


More  Attractive  Service  Proposed 
for  Elevated 

By  direction  of  the  new  board  of 
directors,  Frank  Hedley,  president  of 
the  Interborough  Ra;.id  Transit  Com- 
pany, New  York,  has  been  considering, 
in  conference  with  the  Transit  Commis- 
sion, ways  and  means  to  improve  and 
make  more  attractive  the  service  to  the 
public  furnished  by  the  elevated  lines. 
A  careful  survey  has  indicated  that  a 
substantial  number  of  people  would  be 
glad  to  take  advantage  of  the  greater 
comfort  and  the  open  air  riding  on  the 
elevated  roads,  especially  on  express 
trains,  if  the  elevated  express  service 
were  made  an  all-day  instead  of  a 
"part  time"  service  during  rush  hours 
only. 

The  board  at  its  meeting  on  April  10 
therefore  authorized  changes  in  the 
train  operations  which,  it  is  believed, 
should  lead  to  a  greater  use  of  the 
elevated  lines  by  the  public,  thereby 
relieving  congestion  elsewhere  pending 
the  opening  of  new  subways. 

The  new  schedules  will  call  for  an 
increase  of  428  trains  a  day,  and  the 
major  part  of  this  will  become  effective 
on  Monday,  April  16. 

Not  only  will  the  number  of  trains 
be  greatly  increased,  but  the  intervals 
of  time  between  trains  will  be  greatly 
reduced.  The  time-tables  are  in  course 
of  preparation  and  the  resultant  lessen- 
ing of  the  intervals  will  be  announced 
later. 

These  changes  will  involve  the  ex- 
penditure of  more  than  $2,000,000. 
While  the  added  service  will  greatly 
increase  the  daily  operating  expenses, 
it  is  hoped  that  the  public  will  help  the 
company  in  its   efforts  to  give  better 


service  and  justify  these  expenditures 
by  traveling  to  a  greater  extent  upon 
the  elevated  lines  in  the  open  air  and 
sunlight. 

Electrification  Rumors 
Plentiful 

Several   Texas    Roads   Reported   to    Be 
Contemplating  Adoption  of  Elec- 
tricity as   Motive  Power 

Electrification  of  the  St.  Louis  South- 
western (Cotton  Belt)  between  Dallas 
and  Greenville,  Tex.,  is  being  discussed. 
Willingness  of  the  railroad  to  under- 
take electrification  was  expressed  by 
Daniel  Upthegrove,  president  of  the 
Cotton  Belt.  He  indicated  that  the 
Cotton  Belt  might  undertake  the  work 
of  electrifying  its  line,  or  that  a  propo- 
sition might  be  considered  under  which 
some  private  company  would  undertake 
to    electrify    the    line    and    operate    it. 

The  distance  between  Dallas  and 
Greenville  is  slightly  more  than  50 
miles,  and  it  is  declared  that  the  line 
can  be  electrified  and  used  for  pas- 
senger and  light  freight  and  express 
traffic,  while  steam  trains  use  the  line 
for  hauling  heavy  freight. 

C.  W.  Hobson,  Dallas,  Southwestern 
representative  of  the  General  Electric 
Company,  declared  the  electrification  of 
the  Dallas-Greenville  line  of  the  Cotton 
Belt  is  entirely  feasible.  He  is  said  to 
have  indicated  that  his  company  would 
be  willing  to  open  negotiations  with  the 
Cotton  Belt  ofiicials  looking  to  the  car- 
rying out  of  a  plan  something  like  that 
entered  into  between  the  company  and 
the  Missouri,  Kansas  &  Texas  road  for 
the  electrification  of  the  line  of  the 
Katy  from  Dallas  to  Denton. 

Electrification  of  the  Dallas-Green- 
ville branch  of  the  Missouri-Kansas- 
Texas  Railway  is  being  considered  by 
Katy  officials,  according  to  W.  M. 
Whitenton,  Dallas,  assistant  chief  oper- 
ating officer  of  the  Texas  Katy  lines. 

Electrification  of  the  Trinity  &  Brazos 
River  Railway's  line  from  Cleburne  to 
Hillsboro,  Tex.,  is  being  urged  upon 
the  company.  The  distance  is  about  30 
miles.  Cleburne  now  has  an  interurban 
to  Fort  Worth  and  Hillsboro  is  on  a 
line  out  of  Dallas.  The  connection  be- 
tween Cleburne  and  Hillsboro  would 
prove  a  valuable  line,  it  is  declared. 

Plans  are  said  to  be  under  way  for 
the  electrification  of  the  Atoka-Okla- 
homa City  Division  of  the  Missouri- 
Kansas-Texas  Railway's  lines.  Official 
confirmation  of  the  report  is  lacking, 
but  it  is  regarded  as  certain  that  the 
electrification  program  will  be  under- 
taken during  the  summer.  The  Atoka- 
Oklahoma  City  Division  embraces  the 
line  between  these  two  towns  and  is 
100  miles  in  length.  Construction  of  a 
line  from  Atoka  to  Denison,  Tex.,  would 
also  be  included  in  the  electrification 
program,  thus  affording  a  connection 
with  the  Texas  lines  of  the  Texas  Elec- 
tric Railway  (the  consolidated  Strick- 
land lines).  This  would  afford  an  elec- 
tric line  from  Waco,  Tex.,  to  Oklahoma 
City,  a  distance  of  considerably  more 
than  300  miles. 


No  More  Trolleys  in  Newburgh 

The  Newburgh  (N.  Y.)  Public  Serv- 
ice Corporation  has  absorbed  the  Hud- 
son Transit  Corporation.  The  former 
corporation  is  headed  by  Benjamin  B. 
Odell,  ex-Governor  of  New  York  State. 
The  latter  concern  was  controlled  by 
Didsbury,  Aber  &  Didsbury,  Walden. 
With  the  Hudson  Transit  Corporation, 
the  Newburgh  Public  Service  Corpora- 
tion acquired  an  additional  eleven  buses, 
giving  it  a  total  of  twenty-five  buses, 
all  in  operation.  Fourteen  are  Fifth 
Avenue  Coach  Company  buses;  eight 
Mack  buses  and  three  Dodge  Brothers 
buses.  The  two  latter  came  in  with  the 
Hudson  Transit  Corporation  purchase. 
Daniel  G.  Aber  has  been  retained  as 
manager  of  the  Newburgh  Public  Serv- 
ice Corporation. 

The  Hudson  Transit  Corporation  had 
been  an  inland  passenger  carrier  in 
Orange  County,  and  enjoyed  numerous 
operating  privileges,  one  giving  the 
right  to  the  company  to  run  south  from 
Newburgh  to  Nyack.  The  buying  con- 
cern is  keeping  alive  all  of  the  fran- 
chises, and  plans  to  develop  them  even 
further  inland  during  the  coming  sum- 
mer. 

On  March  31  the  three  remaining 
trolley  cars  were  taken  off  the  streets 
of  Newburgh,  making  it  exclusively  a 
bus  city.  According  to  officials  of  the 
Newburgh  Public  Service  Corporation, 
33  per  cent  more  persons  have  ridden 
in  buses  during  the  past  winter  when 
they  were  put  on  routes,  than  rode  in 
trolley  cars  during  the  similar  period  in 
1922.  A  bus  terminal  200  ft.  x  25  ft. 
is  now  in  course  of  construction  by  the 
Newburgh  bus  concern.  Five  additional 
buses  have  been  ordered  from  the  Fifth 
Avenue  Coach  Company. 


Service  Greatly  Improved  in 
Des  Moines 

Another  good  illustration  of  the  con- 
sistent efforts  which  the  Des  Moines 
(la.)  City  Railway  is  making  to  provide 
satisfactory  service  to  its  patrons  is 
the  announcement  that  the  company 
will  shortly  start  crosstown  service. 
Two  lines  will  be  linked  into  the  cross- 
town  service  within  a  very  short  time 
and  it  is  planned  to  extend  the  system 
gradually  over  a  majority  of  the  lines 
in  the  city.  For  some  time  the  conges- 
tion in  the  loop  district  has  been  a 
decided  traffic  problem  and  this  has 
been  particularly  true  during  such 
emergencies  as  parades.  At  such  a  time 
it  has  been  practically  impossible  to 
restore  service  to  its  normal  state  short 
of  several  hours.  Des  Moines  tried 
crosstown  service  on  one  or  two  lines 
several  years  ago  but  it  was  abandoned. 

Concrete  evidence  that  the  city  is 
appreciating  the  efforts  for  good  service 
which  the  company  is  making  is  con- 
tained in  a  highly  complimentary  edi- 
torial which  appeared  in  the  Des  Moines 
Daily  Capital  recently.  The  editorial 
compared  the  experiences  of  Des  Moines 
and  Seattle  in  dealing  with  their  rail- 
way problems,  much  to  the  disfavor  of 
the  Washington  city  which  took  over 
the   car    lines. 


April  14,  1923 


Electric    Railway    Journal 


663 


Another  Ohio  Railway  Starts 
Interurban  Bus  Service 

Bus  operation  by  the  Indiana,  Colum- 
bus &  Eastern  Traction  Company  in 
Ohio,  held  in  abeyance  pending  action 
by  the  State  Legislature  on  the  motor- 
bus  licensing  and  regulatory  bill,  was 
started  between  Columbus  and  Zanes- 
ville  on  April  8,  following  adoption  of 
the  bus  measure  a  few  days  before. 
The  Columbus-Zanesville  bus  service 
supplements  the  regular  electric  rail- 
way service.  It  is  the  forerunner  of 
other  bus  lines  in  Ohio  to  follow  the 
regular  routes  of  the  electric  railway 
and  to  be  operated  between  the  periods 
at  which  cars  on  the  traction  line  leave 
the  terminal. 

Copies  of  the  new  schedule  have  been 
filed  with  the  Public  Utilities  Commis- 
sion, together  with  tariff  rates,  as  re- 
quired by  the  new  state  law.  The  bus 
service  is  under  the  general  manage- 
ment of  R.  L.  Jacobs,  Springfield,  who 
has  been  relieved  from  duty  as  dis- 
patcher in  the  Springfield  oifices  of  the 
traction  company. 

The  bus  company,  known  as  the 
Zanesville  &  Dayton  Motorbus  Com- 
pany, was  organized  several  weeks  ago, 
as  outlined  in  a  previous  number  of 
the  Electric  Railway  Journal,  for 
the  expressed  purpose  of  helping  the 
traction  company  in  its  campaign 
against  outside  bus  competition  which 
had  been  making  extensive  inroads  into 
its  revenue.  Terminals  of  the  traction 
line  are  used  as  stations  in  the  various 
cities  by  the  buses.  " 


dinner  at  the  Market  Street  carhouse. 
He  had  as  his  guests  seventy  trainmen 
and  carhouse  employees  and  twenty- 
five  or  thirty  officials  and  employees 
of  the  transportation  department. 

Director  of  Safety  Neil  W.  Funk 
acted  as  toastmaster  for  the  dinner  and 
in  addition  to  addresses  by  the  various 
transportation  department  officials  Con- 
ductor Wingate  made  a  very  able  ad- 
dress on  the  necessity  of  furthering 
the  efforts  of  the  company  in  accident 
elimination. 


Service  and  Number  of 
Runs  Increased 


Conductor  Tenders  Dinner  to 
Co-employees  of  Carhouse 

At  Louisville,  Ky.,  on  March  22,  an 
unusual  event  took  place.  One  of  the 
conductors  at  the  Market  Street  car- 
house,  C.  W.  Wingate,  gave  a  dinner 
to  the  seventy-odd  employees  of  the 
carhouse  and  to  all  of  the  officials  of 
the   transportation  department. 

There  are  nine  carhouses  in  Louis- 
ville and  for  the  past  few  years  Presi- 
dent J.  P.  Barnes  has  been  giving  a 
dinner  to  men  at  the  carhouse  operating 
the  greatest  number  of  car-miles  per 
accident  during  the  preceding  month. 
When  a  carhouse  won  the  accident 
elimination  contest  two  months  in  suc- 
cession the  ladies  were  invited  to  attend 
and  a  special  dinner  and  special  enter- 
tainment were  provided. 

The  Market  Street  carhouse  won  the 
contest  for  the  month  of  January.  At 
the  dinner  which  was  given  early  in 
February  Conductor  Wingate  announced 
that  his  pride  in  his  carhouse  and  his 
interest  in  the  welfare  of  the  company 
were  such  that  if  his  carhouse  won  the 
contest  for  the  month  of  February,  he 
would  give  a  dinner  to  all  the  employees 
of  his  carhouse,  at  his  own  expense,  in 
addition  to  the  dinner  President  Barnes 
gave  to  the  employees  and  their  ladies. 
Mr.  Wingate's  carhouse  came  in  an 
easy  winner  for  the  month  of  February 
and  President  Barnes  was  host  to  the 
men  and  their  ladies  on  March  19.  On 
March  22,  Conductor  Wingate  gave  his 


Subiu-ban  Fare  Increased 
at  Dallas 

The  Dallas  (Tex.)  Railway  has  in- 
creased fares  from  the  city  of  Dallas 
into  Highland  Park  and  from  Highland 
Park  into  the  city  of  Dallas.  Highland 
Park  is  a  suburb  adjoining  the  city  of 
Dallas  on  the  North.  It  has  a  separate 
municipal  government  from  that  of 
Dallas. 

The  fare  to  and  from  Highland  Park 
will  be  8  cents,  while  the  rate  in 
the  city  of  Dallas  remains  6  cents. 
The  increase  in  fares  was  approved  by 
the  City  Council  of  Highland  Park 
after  an  agreement  with  officials  of  the 
company  that  the  company  would  bear 
its  share  of  paving  and  make  other 
specified  improvements.  The  matter  of 
paving  had  been  in  litigation  between 
Highland   Park   and   the   company. 

Passengers  boarding  cars  in  Dallas 
pay  cash  fare  of  6  cents  or  present 
transfers.  After  crossing  the  Katy 
Railroad  on  Knox  Street  (Highland 
Park  city  limits)  conductors  announce 
that  all  passengers  leaving  cars  after 
passing  into  Highland  Park  shall  de- 
posit 2  cents  each  in  the  fare  box. 
Passengers  boarding  cars  after  cross- 
ing the  Katy  Railroad  pay  6  cents. 
To  these  passengers  transfers  are 
issued  which  they  surrender  when  leav- 
ing cars,  as  an  indication  that  they 
are  passengers  who  boarded  cars 
of  the  company  within  the  city  limits 
of  Highland  Park. 

Children  under  twelve  years  of  age 
boarding  cars  in  the  city  of  Dallas 
pay  3  cents  and  deposit  1  cent  on  leav- 
ing cars  in  Highland  Park. 

Day  students  attending  S.  M.  U.  pay 
regular  fare  in  the  city  of  Dallas,  and 
on  leaving  cars  at  S.  M.  U.  (north  of 
Mocking  Bird  Lane)  show  special  stu- 
dents' cards.  No  additional  fare  is  col- 
lected on  presentation  of  this  card. 

Passengers  boarding  cars  in  Highland 
Park,  coming  to  the  city  of  Dallas,  de- 
posit 8  cents  in  the  fare  box.  Passen- 
gers, however,  who  do  not  intend  to 
come  to  the  city  of  Dallas  are  permitted 
to  ride  for  6  cents. 

Students  boarding  cars  at  S.  M.  U. 
(north  of  Mocking  Bird  Lane)  are  per- 
mitted to  ride  on  6-cent  fare  or  stu- 
dents' tickets  upon  presentation  of 
students'  cards. 

Children  under  twelve  years  of  age 
boarding  cars  in  Highland  Park,  com- 
ing to  the  city  of  Dallas,  pay  4  cents. 
Children  under  twelve  years  of  age  who 
do  not  intend  to  come  to  the  city  of 
Dallas  are  permitted  to  ride  for  3  cents. 


A  new  grouping  of  cars  of  the  vari- 
ous divisions  has  been  completed  by  the 
Los  Angeles  (Calif.)  Railway,  so  that 
all  cars  of  a  line  run  out  of  the  same 
division,  and  are  under  the  direction  of 
one  division  superintendent.  Hereto- 
fore, most  of  the  lines  have  been  divided 
between  two  divisions  with  a  resulting 
division  of  responsibility  over  the  crews 
by  division  superintendents.  New  sched- 
ules on  all  lines  were  prepared  and  a 
general  choice  of  runs  according  to 
seniority  was  conducted. 

The  rearrangement  has  increased 
service  and  has  enabled  the  schedule 
department  to  build  an  increased  num- 
ber of  runs.  By  placing  all  cars  of  a 
line  at  one  division,  it  has  been  possible 
to  join  morning  and  evening  trippers 
and  increase  the  midday  service,  so  as 
to  make  an  additional  number  of  de- 
sirable runs.  Trainmen  are  given  the 
option  of  working  six  or  seven  days  a 
week. 

The  new  plan  of  operation  was  put 
into  effect  by  the  company  on  April  1. 

Will  Start  Bus  Service.— Southern 
Indiana  Gas  &  Electric  Company, 
Evansville,  Ind.,  will  operate  a  bus 
service  between  Dixon,  Ky.,  and  Hen- 
derson. 

Bus  to  Replace  Railway.— The  Rich- 
mond-Fairfield Railroad,  operating 
from  Richmond,  Va.,  through  Fair 
Oaks,  Seven  Pines  and  to  the  National 
Cemetery,  has  announced  that  on  the 
completion  of  the  Nine  Mile  Road  con- 
crete paving  it  will  substitute  buses. 
"Technology  Review"  ReprinU  "Jour- 
nal" Article. — The  Technology  Review 
reprinted  in  its  April  number  the  article 
and  photograph  of  J.  P.  Barnes,  re- 
cently published  in  the  Electric  Rail- 
way Journal.  The  story  was  published 
in  the  JOURNAL  on  the  occasion  of  Mr. 
Barnes'  election  as  head  of  the  Central 
Electric  Railway  Association. 

San  Antopio  Would  Bar  One-Man 
Cars.— The  City  Council  of  San  Antonio, 
Tex.,  has  adopted  an  ordinance  barring 
the  use  of  one-man  cars  in  that  city. 
Passage  of  the  ordinance  brought  a  pro- 
test from  W.  C.  Tuttle,  president  of  the 
San  Antonio  Public  Service  Company, 
who  declared  that  enforcement  of  the 
ordinance  would  bring  about  a  condi- 
tion that  would  demand  an  increase  in 
fares,  as  his  company  could  not  oper- 
ate double  crew  cars  and  meet  operat- 
ing costs  under  the  rate. 

Accident  Warnings  in  Davenport. — 
Coincident  with  the  "safety  week"  to 
be  undertaken  in  Davenport  la.,  under 
the  auspices  of  the  good  roads  commit- 
tee of  the  Chamber  of  Commerce,  the 
Davenport  police  department  and  traffic 
squads,  the  Tri-City  Railway  is  launch- 
ing its  own  safety  campaign.  Large 
posters  of  warning  to  pedestrians  and 
patrons  of  the  lines  are  being  mstalled 
in  all  the  cars  on  the  Davenport  hues 
calling  the  attention  of  all  who  ride  to 
the  necessity  of  being  continuously 
alert  to  guard  against  accidents.  The 
warning  signs  will  be  changed  weekly. 


664 


Electric    Railway    Journal 


Vol.  61,  No.  15 


C 


Personal  Items 


1 


Mr.  Wales  at  Winnipeg 

Engineer  of  Wide  Experience  Appointed 
to  Important  Post  with  Winnipeg 
Electric  Railway 

M.  W.  Wales  has  been  appointed 
engineer  of  maintenance  of  way  and 
structures  for  the  Winnipeg  (Man.) 
Electric  Railway  in  succession  to  S. 
Wilkins,  who  resigned  last  November 
and  is  now  in  Los  Angeles,  Calif. 

Mr.  Wales  is  a  technical  graduate 
in  naval  architecture,  marine  and  civil 
engineering,  with  fifteen  years  of  prac- 
tical experience.  From  June,  1907,  until 
September,  1909,  he  was  employed  by 
the  Pennsylvania  Tunnel  &  Terminal 
Railway,  New  York  City,  as  instrument 
man  on  the  construction  of  the  East 
River   tunnels    and    Sunny   Side   yard. 


coutimi,  Que.,  and  later  as  construction 
engineer  on  the  Great  Falls  develop- 
ment built  for  the  Manitoba  Power 
Company  just  outside  Winnipeg.  In 
connection  with  the  Great  Falls  develop- 
ment, Mr.  Wales  had  charge  of  the 
layout  and  construction  of  the  trans- 
mission tie  line  and  had  charge  of  all 
the  form  and  concrete  work,  reinforc- 
ing steel,  etc.,  for  the  power  house  and 
dam. 


M.  W.  Wales 


In  this  capacity  he  had  charge  of  sur- 
vey parties  on  tunnel  excavation,  con- 
crete lining,  track  layout,  etc. 

After  a  year  of  private  engineering 
practice  in  New  York  City,  Mr.  Wales, 
in  1910,  was  appointed  engineer  in- 
spector of  the  Board  of  Water  Supply, 
New  York  City,  on  the  construction  of 
Kensico  dam  and  appurtenances.  This 
work  included  the  construction  of  8 
miles  of  relocated  state  highway,  three 
reinforced  concrete  bridges,  one  of 
which  was  a  five-span  arch-design, 
1,000  ft.  between  abutments.  The  dam 
proper  was  a  cyclopean  masonry  struc- 
ture with  cut-stone  and  precast  con- 
crete block  facings,  with  a  three-span 
cut-stone  arch  bridge  over  spillway, 
and  all  roadways,  walks,  etc.,  paved 
with  asphalt  blocks. 

From  April,  1917,  to  August,  1918,  he 
was  engaged  on  naval  architecture  for 
the  Continental  Shipbuilding  Corpora- 
tion, New  York  City,  and  from  August, 
1918,  until  his  connection  with  the  Win- 
nipeg Electric  Railway  he  was  employed 
by  Fraser-Brace,  Ltd.,  contractors, 
Montreal,  first  as  engineer  and  as- 
sistant superintendent  in  charge  of  con- 
struction on  a  hydro-electric  develop- 
ment for  Price  Brothers,  Ltd.,  at  Chi- 


J.  H.  Klinck  to  Supervise  West- 
inghouse  Production 

J.  H.  Klinck  has  been  appointed 
assistant  supervisor  of  production  of 
the  Westinghouse  Electric  &  Manufac- 
turing Company.  After  completing  a 
course  in  electrical  engineering  at  Cor- 
nell, Mr.  Klinck  took  up  post-graduate 
work  at  the  same  institution,  but  be- 
fore he  had  finished  the  course  he  re- 
ceived an  appointment  as  instructor  in 
electrical  engineering  at  Lehigh  Uni- 
versity, where  he  continued  his  post- 
graduate studies.  Some  years  later,  as 
electrical  engineer  for  the  Lehigh  Valley 
Railroad,  he  was  closely  associated  with 
the  installation  of  power,  heating  and 
lighting  equipment  in  the  various  re- 
pair shops  of  that  road. 

In  1904  Mr.  Klinck  became  connected 
with  the  Westinghouse  Electric  &  Man- 
ufacturing Company  in  the  industrial 
and  power  sales  department  as  com- 
mercial engineer  on  railway  shop  equip- 
ment, with  headquarters  at  East  Pitts- 
burgh. In  1910  he  was  transferred  to 
the  Atlanta  sales  district  and  was 
located  first  at  Charlotte,  N.  C,  and 
later  at  Birmingham,  Ala.  He  was 
manager  of  the  industrial  and  power 
division  for  .the  Atlanta  territory  for 
several  years. 

In  1918  he  entered  the  army  as  a 
major  in  the  construction  division.  He 
served  as  chief  of  the  procurement 
section  of  the  construction  division, 
acting  chairman  of  the  board  of  claims 
of  that  division,  and  as  one  of  the  army 
representatives  on  the  War  Industries 
Board,  being  chairman  of  the  army 
commodity  committee  on  steam  and 
electric  equipment.  Upon  his  discharge 
from  the  army  in  1920,  Mr.  Klinck 
returned  to  the  employ  of  the  West- 
inghouse Electric  &  Manufacturing 
Company  at  East  Pittsburgh. 


Mr.  Simonds  in  New  York 

Vice-President    and    General    Manager 

at  Dubuque  Joins  Electric  Bond 

&  Share  Organization 

O.  H.  Simonds  has  resigned  as  vice- 
president  and  general  manager  of  the 
Dubuque  (Iowa)  Electric  Company  to 
accept  an  important  position  with  the 
Electric  Bond  &  Share  Company,  New 
York,  one  of  the  largest  owners  and 
operators  of  utility  properties  in  the 
United  States.  The  announcement  was 
made  at  the  local  electric  company's 
office   on   April   12. 

Recently  Mr.  Simonds  was  elected 
vice-president  and  director  of  the  Du- 
buque Electric  Company.  He  has  long 
been  called  the  "Sphinx"  by  Dubuquers 
who  know  him.  He  does  things  for  the 
interest  of  the  company  and  the  better- 
ment of  civic  interests  and  says  nothing. 
That's  the  reason  for  the  sobriquet. 
When  his  activities  are  discovered  he 
still  maintains  a  discreet  silence  and 
lets  actions  and  figures  speak  for  them- 


S.  M.  Quinn  has  been  appointed  chief 
engineer  of  the  Batavia  power  plant  of 
the  Chicago,  Aurora  &  Elgin  Railroad. 
Mr.  Quinn,  in  this  capacity,  succeeded 
J.  F.  Martin,  who  has  resigned  to  accept 
a  position  in  the  coal  industry.  The 
new  engineer  for  the  Chicago,  Aurora  & 
Elgin  property  goes  from  the  Ford 
Motor  Company  at  Detroit,  Mich.,  where 
he  performed  the  duties  of  engineer. 
This  new  appointment  became  effective 
on  April  1,  1923. 


O.    H.    Slmonils 


selves.  His  efforts  to  hide  his  light 
of  genius  under  a  bushel  fail,  however, 
to  keep  it  concealed. 

Mr.  Simonds,  unlike  many  other  pub- 
lic utility  executives,  takes  an  active 
part  in  civic  affairs.  He  has  been  a 
member  of  the  board  of  governors  of 
the  Chamber  of  Commerce  for  two 
years  and  has  worked  strenuously  for 
the  acquisition  of  new  industries  for 
the  city. 

Mr.  Simonds  was  born  in  Duluth, 
Minn.  He  was  graduated  with  the 
degree  of  mechanical  engineer  from 
Cornell  University  in  1908.  For  seven 
years  thereafter  he  was  employed  in 
various  capacities  with  the  General 
Electric  Company,  spending  the  last 
four  years  of  that  period  in  the  lighting 
and  railway  department  of  the  General 
Electric  Company's  Chicago  office.  He 
then  resigned  to  enter  the  engineering 
department  of  Elston,  Clifford  &  Com- 
pany, Chicago,  and  later  became  gen- 
eral manager  of  the  Vicksburg  Light  & 
Traction  Company,  Vicksburg,  Miss. 

While  he  was  in  that  state  he  served 
two  years  as  president  of  the  Missis- 
sippi Section  of  the  National  Electric 
Light  Association. 

Mr.  Simonds  was  the  first  president 


April  14,  1923 


Electric    Railway    Journal 


665 


of  the  Mid-West  division,  N.  E.  L.  A., 
comprising  the  states  of  Iowa,  Missouri, 
Nebraska  and  Kansas.  He  served  for 
two  terms  as  president.  He  was  also 
largely  instrumental  in  the  formation 
of  the  Iowa  Committee  on  Public  Utility 
Information. 

He  has  served  the  Iowa  Section, 
N.  E.  L.  A.,  as  president  and  is  on  the 
executive  committee  of  the  Iowa  Elec- 
tric Railway  Association  at  the  present 
time. 

If  Mr.  Simonds  has  a  hobby  it  is 
Union  Park,  a  sylvan  retreat  in  the 
hills  of  Dubuque  County.  In  addition 
to  his  myriad  duties  he  has  had  time 
to  supervise  the  creation  of  this  natural 
park,  open  to  the  autoist  as  well  as 
electric  railway  patron,  and  has  trans- 
formed a  losing  venture  into  a  revenue 
producer. 

Mr.  Simonds  will  be  located  in 
New  York  in  offices  immediately  adja- 
cent to  the  building  occupied  by  the 
Albert  Emanuel  Company,  which  re- 
cently took  over  control  of  the  Dtibuque 
Electric  Company,  and  will  thereby 
be  able  to  assist  materially  by  his  ad- 
vice and  counsel  in  the  completion  of 
plans  for  the  improvement  of  the  local 
company  which  he  had  so  much  at 
heart. 

His  successor  at  Dubuque  will  be 
Thomas  Parker,  who  comes  from  the 
Emporia,  Kan.,  division  of  the  Kansas 
Power  Company,  owned  and  controlled 
by  the  Albert  Emanuel  Company.  Mr. 
Parker  and  Mr.  Simonds  are  friends  of 
long  standing  and  associated  in  the 
activities  of  the  Mid-West  section  of 
the  National  Electric  Light  Association. 
Mr.  Parker  is  equipped  technically  and 
fitted  temperamentally  to  continue  in 
Dubuque  the  policies  that  have  de- 
veloped the  Kansas  properties. 


Power  Company,  with  which  company 
he  remained  from  1914  to  1918.  He 
next  became  connected  with  the  Mil- 
waukee Electric  Railway  &  Light  Com- 
pany with  the  title  of  assistant  super- 
intendent of  transportation.  He  re- 
signed from  the  company  at  Milwaukee 
to  go  to  Philadelphia.  Mr.  Draper  said 
that  the  department  of  which  Mr.  Mer- 
rill will  be  in  charge  was  organized  for 
the  purpose  of  working  out  a  complete 
schedule  of  operations  of  the  various 
routes.        

W.  R.  Dunham  Made   Executive 

Engineer  of  Detroit  Municipal 

Railway 

W.  R.  Dunham,  Jr.,  has  been  ap- 
pointed executive  engineer  for  the  De- 
partment of  Street  Railways,  Detroit, 
Mich.,  reporting  to  the  Street  Railway 
Commission  and  the  general  manager 
of  the  municipal  railway.  Mr.  Dunham 
was  connected  with  the  Department  of 
Street  Railways  at  Detroit  in  connec- 
tion with  the  building  of  the  new  lines 


Providence  property  and  formed  the 
Rhode  Island  Company,  Mr.  Dunham's 
duties  were  radically  changed  for  a 
time.  Due  to  his  familiarity  with  the 
layout  of  the  property  he  was  assigned 
to  develop  a  system  of  transfers,  for 
which  purpose  a  new  department  was 
formed.  However,  two  years  later  he 
went  back  with  the  engineering  depart- 
ment in  charge  of  all  civil  engineering 
matters. 

In  1906  Mr.  Dunham  went  to  New 
Haven  to  become  assistant  engineer  in 
the  maintenance-of-way  department  of 
the  Consolidated  Railway  (now  the 
Connecticut  Company),  becoming  engi- 
neer of  maintenance-of-way  in  July, 
1914.  In  this  position  he  did  most 
valuable  construction,  maintenance  and 
valuation   work. 


W.  R.  Donham,  Jr. 


New  Officers  Elected 

As  a  result  of  the  purchase  by  the 
North  American  Company  some  time 
ago  of  the  Milwaukee  Northern  Rail- 
way, new  officers  for  the  purchased 
property  have  been  elected.  They  are 
as  follows:  President,  John  I.  Beggs; 
first  vice-president,  S.  B.  Way;  second 
vice-president  and  general  manager, 
F.  W.  Walker;  assistant  general  man- 
ager, John  St.  John;  master  mechanic, 
Frank  T.  Kittsley;  purchasing  agent, 
Fred  V.  Benz;  claim  agent,  A.  Kordich. 


Edward  M.  Merrill  in  Cincinnati 

Establishment  of  a  department  of 
schedules  in  charge  of  Edward  M.  Mer- 
rill, formerly  of  the  Philadelphia  (Pa.) 
Rapid  Transit  Company,  has  been  an- 
nounced by  Walter  Draper,  vice-presi- 
dent of  the  Cincinnati  (Ohio)  Traction 
Company.  Mr.  Merrill  until  April  1 
was  assistant  superintendent  of  trans- 
portation of  the  Philadelphia  Rapid 
Transit  Company.  He  was  graduated 
from  the  Massachusetts  Institute  of 
Technology  in  1909.  For  several  years 
Mr.  Merrill  was  engaged  with  the 
Union  Pacific  Railroad  as  a  civil  engi- 
neer and  then  entered  the  employ  of 
the    Puget    Sound    Traction,    Light    & 


in  1921.  In  April,  1922,  he  was  en- 
gaged by  the  International  Steel  Tie 
Company  to  do  special  work  as  as- 
signed. In  November,  1922,  he  was 
called  to  Detroit  by  the  Department  of 
Street  Railways  in  a  consulting  capac- 
ity in  connection  with  arbitration  pro- 
ceedings between  the  city  and  the  De- 
troit United  Railway  in  the  matter  of 
the  rate  case  to  determine  a  base  and 
rate  for  the  use  of  the  city's  tracks 
by  the  D.  U.  R.  interurban  passenger 
and  freight  cars. 

Mr.  Dunham  has  been  engaged  in 
engineering  work  in  the  electric  rail- 
way field  for  more  than  thirty  years. 
His  first  connection  with  the  industry 
was  as  a  student  in  an  engineering 
office  in  Providence,  R.  I.,  where  work 
was  done  for  the  Union  Railroad,  a 
horse  railway  of  that  city.  When  the 
railway  organized  its  own  engineering 
department  Mr.  Dunham  joined  it,  and 
as  the  system  developed  he  was  rapidly 
'promoted.  When,  in  1893,  the  Union 
Railroad  was  merged  in  the  United 
Traction  &  Electric  Company  he  be- 
came principal  assistant  in  track  mat- 
ters. 

In  1902,  when  the  United  Gas  Im- 
piovement     Company     took     over     the 


V.  W.  Burley  Becomes  General 
Superintendent 

Announcement  has  just  been  made  of 
the  promotion  of  V.  W.  Burley  to  the 
position  of  general  superintendent  of 
the  Biiighamton  (N.  Y.)  Railway  effec- 
tive on  April  1. 

For  the  past  thirteen  years  Mr.  Bur- 
ley has  been  connected  with  the  Bing- 
hamton  Railway,  having  first  entered 
its  employ  as  a  conductor  in  1910.  Prior 
to  that  he  had  been  with  the  Pennsyl- 
vania Railroad  for  ten  years.  At 
Binghamton  Mr.  Burley  has  been  con- 
ductor, inspector,  dispatcher  and  claim 
agent.  In  1917  he  became  superin- 
tendent of  transportation,  and  he  has 
held  that  position  until  his  present 
promotion. 

Thomas  Larimer  has  succeeded  Otis 
McCoimick  as  secretary  and  auditor  of 
the  Southern  Cambria  Railway,  Johns- 
town, Pa. 

Garfield  Scott  has  succeeded  C.  R. 
Warden  as  general  counsel  of  the 
United  Gas  Improvement  Company, 
Philadelphia,  Pa. 

Amzi  Smith  has  assumed  the  position 
of  vice-president  of  the  Johnston  City 
(Tenn.)  Traction  Corporation,  in  addi- 
tion to  his  duties  as  general  manager. 

Lewis  A.  Keen  has  been  added  as 
vice-president  to  the  Ponce  (Porto  Rico) 
Electric  Company.  In  this  capacity  he 
will  work  along  with  Marcey  L.  Sperry, 
who  is  also  a  vice-president  of  that 
property. 

C.  B.  Brownell  has  succeeded  Best 
Shaw  as  engineer  of  the  power  Station 
of  the  Burlinglon  (Vt.)  Traction  Com- 
pany. The  new  engineer  of  overhead 
construction  is  Frank  Warner,  who  suc- 
ceeds N.  Young. 

G.  L.  Enfors  has  succeeded  M.  T. 
Montgomery  as  superintendent  of  the 
Porto  Rico  Railway,  Light  &  Power 
Company,  San  Juan,  Porto  Rico.  C.  B. 
Castro  has  succeeded  A.  Jimeney  as 
purchasing  agent  of  that  company. 

Sam  Smith  is  now  engineer  of  over- 
head construction  of  the  Ephrata  & 
Lebanon  Street  Railway  and  the 
Ephrata  &  Lebanon  Traction  Company, 
which  operates  the  former  railway  prop- 
erty. Mr.  Smith's  office  is  located  in 
Reistville,  Pa.      George  E.  Carson  was 


666 


Electric    Railway    Journal 


Vol.  61,  No.  15 


fornijerly    manag-er   of    overhead    con- 
struction of  both  properties. 

J.  L.  Alexander,  manager  of  the 
Keokuk  (Iowa)  Electric  Company,  will 
be  transferred  to  the  Haverhill  (Mass.) 
Gas  &  Electric  Company  as  manager. 
Mr.  Alexander  has  been  in  Keokuk 
three  years. 

Miss  Florence  A.  Snyder  has  been  ap- 
pointed auditor  of  the  Marion  &  Bluff- 
ton  Traction  Company,  Bluffton,  Ind. 
The  appointment  became  effective  on 
April  1.  Miss  Snyder  was  formerly 
cashier  and  bookkeeper  of  the  company. 

Herbert  B.  Reynolds,  mechanical- 
research  engineer  in  the  motive  power 
department  of  the  Interborough  Rapid. 
Transit  Company,  New  York  City,  has 
been  appointed  secretary  of  the  power 
division  of  the  American  Society  of 
Mechanical  Engineers  for  1923. 

William  T.  Crawford  has  succeeded 
George  A.  Peirce  as  secretary  of  the 
Rio  Grande  Valley  Traction  Company, 
the  Northern  Texas  Traction  Company, 
the  Houston  Electric  Company  and  the 
Tarrant  County  Traction  Company,  all 
Stone  &  Webster  properties.  Mr.  Craw- 
ford is  located  in  Boston,  at  the  main 
office. 

Charles  Fields  has  been  appointed 
superintendent  of  the  Morris  County 
Traction  Company,  Morristown,  N.  J. 
Mr.  Fields  was  with  the  New  York  & 
Queens  County  Railway,  Long  Island 
City,  as  chief  inspector  for  seven  years. 
In  that  same  capacity  he  served  with 
the  Binghamton  (N.  Y.)  Railway  for 
five  years.  He  was  also  associated 
with  the  J.  G.  White  Management  Cor- 
poration for  eighteen  months. 

H.  J.  Sheeran  some  time  ago  was 
appointed  assistant  to  the  general  man- 
ager for  the  receiver  and  secretary  for 
the  receiver  of  the  New  York  Railways. 
In  that  position  he  succeeded  F.  T. 
Wood,  who  resigned  to  accept  the  posi- 
tion of  president  and  general  manager 
of  the  Fifth  Avenue  Coach  Company. 
Mr.  Sheeran  has  been  connected  with 
the  New  York  Railways  and  its  prede- 
cessors for  more  than  twenty  years. 
During  that  period  he  was  associated 
with  Mr.  Wood  in  executive  and  oper- 
ating capacities. 

Frederick  W.  Gnichtel  has  been  ap- 
pointed by  Governor  Silzer  as  a  member 
of  the  Board  of  Public  Utility  Commis- 
sioners of  New  Jersey.  He  will  succeed 
Harry  Bacharach,  Republican,  Atlantic 
City,  whose  term  has  expired.  The  ap- 
pointment is  for  six  years,  at  $12,000 
annually.  Judge  Gnichtel  was  admitted 
to  the  New  Jersey  bar  in  1893.  Chan- 
cellor Walker  appointed  him  an  ad- 
visory master  of  the  Court  of  Chan- 
cery a  year  ago.  Mr.  Gnichtel  was 
formerly  Mayor  of  Trenton.  He  is  a 
Republican. 

Clement  Studebaker,  Jr.,  has  been 
elected  a  director  of  the  Mississippi 
Valley  Trust  Company,  St.  Louis,  Mo. 
Mr.  Studebaker  is  the  son  of  the  late 
Clement  Studebaker,  Sr.,  financier  and 
automobile  manufacturer.  He  is  identi- 
fied with  large  public  utility  properties 
in  Indiana,  Illinois  and  Missouri,  and  is 
preJdent  of  the  Citizens'  National  Bank 


of  South  Bend,  Ind.  He  is  the  chair- 
man of  the  board  of  directors  of  the 
North  American  Light  &  Power  Com- 
pany, which  it  is  proposed  to  consolidate 
with  the  Illinois  Traction  System  into 
a  new  company  to  be  known  as  the 
Illinois  Power  &  Light  Corporation,  of 
which  he  will  be  president. 

D.  W.  Snyder  Heads  Illinois 
Electric  Association 

D.  W.  Snyder,  general  manager  of 
the  Bloomington  &  Normal  Railway  & 
Light  Company,  Bloomington,  111.,  since 
1917,  was  recently  elected  president  of 
the  Illinois  State  Electric  Association. 
After  his  graduation  from  Lafayette 
College  in  1907  with  an  E.E.  degree 
Mr.  Snyder  entered  the  East  Pittsburgh 
works  of  the  Westinghouse  Electric  & 
Manufacturing  Company.  The  year 
1909  was  spent  in  construction  work, 
and  one  year  later  he  joined  the  North- 
ampton Traction  Company,  Easton.  Pa., 


D.   W.   Snyder 


as  superintendent.  From  1911  to  1914 
he  served  as  manager  of  the  Clinton 
Gas  &  Electric  Company,  Clinton,  111., 
and  in  1915  he  became  connected  as 
general  superintendent  vrith  the  Jeffer- 
son City  Light  &  Power  Company. 
Subsequently  he  was  appointed  to  the 
position  he  now  holds  in  Blooming- 
ton, 111. 

Sir  Henry  Thornton  has  succeeded 
D.  B.  Hanna  as  president  of  the  Ni- 
agara, St.  Catherines  &  Toronto  Rail- 
way, St.  Catherines,  Ont.,  and  of  the 
Toronto  (Ont.)  Suburban  Railway. 
Major  Graham  Bell  has  succeeded  A.  J. 
Mitchell  as  vice-president  of  both  prop- 
erties mentioned.  W.  J.  Oliver,  who 
was  formerly  purchasing  agent  of  the 
Niagara,  St.  Catherines  &  Toronto 
Railway,  has  been  replaced  by  H.  T. 
Brovm,  and  Fred  Jones  has  succeeded 
J.  W.  Walker  as  master  mechanic  of  the 
Toronto  Suburban  Railway. 

M.  T.  Montgomery,  formerly  general 
storekeeper  and  later  "Suggestion  Man" 
of  the  Pittsburgh  (Pa.)  Railways,  has 
succeeded  R.  A.  Cale  as  superintendent, 
claim  and  purchasing  agent  of  the  At- 
lantic &  Suburban  Railway,  Pleasant- 
ville,  N.  J.  Mr.  Montgomery's  railway 
experience  began  in  1898  with  the  Union 
Traction  Company,  which  is  now  a  part 


of  the  Pittsburgh  Railways.  In  July, 
1919,  after  having  been  manager  of 
railways  of  the  Monterey  Railway, 
Light  &  Power  Company,  Monterey, 
Mexico,  for  six  years,  Mr.  Montgomery 
became  special  assistant  to  the  general 
manager  of  the  Pittsburgh  Railways. 

C.  D.  Emmons,  president  of  the 
American  Electric  Railway  Association, 
is  announced  as  one  of  the  speakers  at 
the  session  on  motor  buses  to  be  held 
at  the  automotive  transportation  meet- 
ing of  the  Society  of  Automotive  Engi- 
neers at  Cleveland,  Ohio,  on  April  26 
and  27.  Mr.  Emmons  is  down  on  the 
program  to  speak  at  the  session  on  the 
morning  of  April  27. 

W.  S.  Wells,  freight  claim  agent  of 
the  South  Brooklyn  Railway,  New  York, 
N.  Y.,  has  been  appointed  general 
freight  agent.  Besides  his  new  duties 
Mr.  Wells  will  continue  in  the  capacity 
of  freight  claim  agent.  He  started 
with  the  company  in  1905  as  a  clerk 
in  the  freight  office  at  Twenty-third 
Street.  Since  then  he  has  served  as 
agent  at  the  Bush  Docks,  clerk  in  the 
main  office  of  the  freight  department 
and  as  chief  clerk  in  the  office  at 
Twenty-third  Street.  In  1906  he  was 
made  freight  agent  at  Twenty-third 
Street  and  on  March  1,  1920,  was  ap- 
pointed freight  claim  agent.  Prior  to 
connection  with  the  South  Brooklyn 
property  he  was  identified  with  the 
Philadelphia   &   Reading  Railway. 

David  Elwell  has  been  appointed 
manager  of  the  New  York  office  of 
Lockwood,  Greene  &  Company,  succeed- 
ing W.  H.  Rose.  Mr.  Elwell  was  grad- 
uated from  the  Massachusetts  Institute 
of  Technology  in  1904.  During  his  col- 
lege years  he  did  work  for  the  Massa- 
chusetts Harbor  and  Land  Commission 
and,  after  graduation,  was  with  the 
Edison  Electric  Illuminating  Company 
of  Boston,  the  Westinghouse  Electric  & 
Manufacturing  Company  at  East  Pitts- 
burgh and  was  superintendent  on  elec- 
trifications of  the  New  York  division  of 
the  New  York,  New  Haven  &  Hartford 
Railroad,  representing  the  electrical 
construction  department  of  the  West- 
inghouse company.  The  four  following 
years  he  was  in  the  sales  department 
of  the  Westinghouse  company  in  New 
York  City  and  for  five  years  was  elec- 
trical engineer  in  the  Boston  office  of 
Lockwood,  Greene  &  Company.  He  was 
transferred  to  the  New  York  office  in 
1920  and  has  been  with  the  company 
in  that  city  ever  since. 


Obituary 


Roderick  John  Mackenzie,  Canadian 
railroad  man,  died  in  Los  Angeles  on 
March  1.  He  was  for  a  number  of 
years  a  director  of  the  Winnipeg  (Man.) 
Electric  Railway,  from  which  position 
he  resigned  in  1918.  Mr.  Mackenzie's 
activities  in  western  Canada  were  con- 
fined largely  to  steam  railroad  interests. 
His  father.  Sir  William  Mackenzie,  until 
1918  was  the  president  of  the  Winnipeg 
Electric  Railway  and  also  president  of 
the  Canadian  Northern  Railway  System. 


April  14,  1923 


Electric    Railway    Journal 


667 


•^ 


Manufactures  and  the  Markets 

News  of  and  for  Manufacturers— Market  and  Trade  Conditions 
A  Department  Open  to  Railways  and  Manufacturers 
for  Discussion  of  Manufacturing  and  Sales  Matters 


Xfc, 


yf 


New  Car  Building  Plant 

Missouri  Car  Company,  witli  Works  in 

East  St.  Louis,  Ready  to  Engage 

in   Construction 

The  Missouri  Car  Company,  designer 
and  builder  of  steel  cars  and  auto  bus 
bodies,    plans    to    open    its    plant    at 


Mr.  Stebbins,  the  president  of  the 
company,  has  had  considerable  experi- 
ence in  the  selling  and  financial  fields. 
He  will  direct  the  sales  organization 
and  handle  the  financial  details  for  the 
company.  He  was  formerly  Western 
district  manager  for  a  large  Cleveland 
industrial  plant. 

Mr.  Brewster,  the  vice-president  and 


T!^l"*rl°"r^'l,.^*l!l  ^f  .fflt^^    chief -engineer,  'was  for  fourteen  years 


Avenue,  East  St.  Louis,  111.,  on  April  15. 

This  company  maintains  general 
offices  in  the  Chemical  Building,  St. 
Louis,  Mo.  It  was  organized  about  a 
year  ago  by  Theodore  A.  Brewster, 
Edward  S.  Stebbins  and  others.  The 
company  is  capitalized  for  $500,000  and 
has  more  than  $300,000  invested  in  its 
large  plant  and  the  ten-acre  tract  on 
which  it  stands. 

The  building,  although  not  con- 
structed for  the  company,  required  few 
alterations  to  comply  with  the  firm's 
plant  requirements.  It  is  situated  on 
the  Terminal  Railroad  Association's  belt 
and  through  it  has  physical  connections 
with  twenty-six  trunk  line  railroads 
that  enter  the  East  St.  Louis  gateway. 
On  the  other  side  of  the  plant  is  the 
Southern  Railroad.  The  facilities  for 
securing  raw  material  are  almost  ideal, 
with  the  plant  in  the  center  of  the  East 
St.  Louis  industrial  district.  Electric 
power  is  obtainable  from  the  East  St. 
Louis  Light  &  Power  Company. 

The  company  is  equipped  to  manu- 
facture electric  cars  of  all  patterns  and 
automobile  chassis.  The  plant  has  an 
estimated  capacity  of  600  to  800  street 
cars  annually.  It  is  expected  that  it 
will  be  capable  of  attaining  quantity 
production  within  three  months  after 
starting  operations.  Among  the  other 
products  of  the  plant  will  be  a  non- 
rollicking  truck  for  which  Mr.  Brewster 
holds  the  patent.  It  is  also  planned 
to  make  a  stock  motor  bus  body,  but 
the  facilities  of  the  company  will  per- 
mit the  manufacture  of  a  bus  body  ac- 
cording to  any  desired  pattern. 

Because  of  the  uncertainty  as  to  the 
date  on  which  the  plant  would  be  in 
operation  the  company  prior  to  April 
5  had  not  contracted  for  any  orders, 
but  it  has  received  inquiries  from  four 
large  transportations  systems.  One 
Eastern  company  indicated  its  desire 
to  order  250  cars,  deliveries  to  be  made 
within  three  months.  The  other  in- 
quiries were  for  smaller  amounts. 

The  plant  building  is  of  semi-fire- 
proof construction,  one  story  high  and 
105  ft.  by  567  ft.  It  has  been  equipped 
with  a  modem  sprinkler  system  at  a 
cost  of  $55,000.  The  walls  and  parti- 
tion walls  are  of  brick  laid  in  cement 
and  provided  with  a  saw-tooth  roof. 
The  shop  is  divided  into  three  principal 
sections,  the  steel  shop,  the  wood  mill 
and  the  fabricating  department. 


with  the  J.  G.  Brill  Company  of  Phila- 
delphia, seven  years  with  the  St.  Louis 
Car  Company  and  four  years  with  the 
Kuhlman  Car  Company  of  Cleveland 
and  other  concerns.  He  has  acted  as 
plant  manager,  production  director  and 
chief  engineer,  and  will  be  in  charge  of 
production  for  the  Missouri  Car  Com- 
pany. He  has  designed  the  plant  so 
as  to  take  full  n  'vantage  of  his  past 
experience,  a  feature  of  his  planning 
being  an  arrangement  whereby  phys- 
ical handling  of  materials  is  practically 
eliminated,  conveyors  carrying  wood, 
steel,  etc.,  from  one  department  to  an- 
other as  required. 

The  other  officers  are: 

Alfred  H.  Palmer,  second  vice-presi- 
dent, with  the  George  L.  Dyer  Insur- 
ance Agency  Company;  Wilbur  L. 
McKim,  treasurer,  also  vice-president 
of  the  Koken  Companies,  St.  Louis,  the 
Chisholm-Koken  Barber  Supply  Com- 
pany, New  York,  and  Illmo  Supply 
Company,  St.  Louis;  Lawrence  J.  Mc- 
Kim, secretary,  a  graduate  of  Missouri 
University   and   the   Washington    Uni- 


versity Law  School.  These  officers  and 
Dr.  W.  P.  Henrich  and  A.  G.  Muesen- 
fechter  constitute  the  board  of  di- 
rectors. 

3,000-Volt  D.  C.  Locomotives 
Shipped  to  Spain 

Three  of  the  six  100-ton,  3,000rvolt 
electric  locomotives  comprising  part  of 
the  $1,500,000  contract  for  the  electri- 
fication of  40  miles  of  the  Spanish 
Northern  Railway  were  shipped  by  the 
International  General  Electric  Com- 
pany on  the  S-S.  Florimda  on  April  9 
from  South  Brooklyn  in  the  presence  of 
a  party  of  engineers  and  officials,  in- 
cluding the  Spanish  Consul  General  and 
his  staff. 

These  locomotives  are  of  particular 
interest  since  they  are  a  somewhat 
novel  design  using  three-axle  instead 
of  the  usual  two-axle  trucks.  Each 
locomotive  is  equipped  with  two  trucks 
and  six  400-hp.  motors,  giving  a 
capacity  sufficient  to  handle  a  full 
tonnage  train  up  the  2  per  cent 
grades  at  22  m.p.h.  On  the  return  trip 
the  trains  will  be  held  by  regenerative 
electric  brakes,  thus  saving  wear  on 
brakeshoes  and  wheels. 

In  addition  to  the  locomotives,  the 
contracts  placed  by  the  Spanish  Com- 
pany include  equipment  of  two  300-kw. 
substations  and  material  for  overhead 
distribution  for  the  entire  electric  zone. 
Shipment  of  this  latter  equipment  has 
already  been  made  and  is  being  installed 
by  the  Spanish  Company.  It  is  under- 
stood that  six  additional  locomotives 
are  also  on  order,  which  will  be  for  the 
most  part  built  by  Spanish  manufac- 
turers. 

The  photograph  shows  the  cab  of  one 
locomotive  in  position  on  deck  and  the 
Spanish  Consul  and  his  staff  standing 
in  front  of  the  machine. 


Spanish  Consnl  and  Staff  See  Shipment  of  locomotlTM  Put  on  Shlpbounl 


668 


Electric    Railway    Journal 


Vol.  61,  No.  15 


Price  of  Steel  Is  Not  Expected  to 

Advance  at  Once — Production 

Greatest  in  History 

A  significant  development  of  the 
week  in  trade  was  the  announcement 
of  an  advance  of  11  per  cent  in  steel 
plant  wages  effective  April  16.  Ac- 
cording to  Iron  Age,  on  the  basis  of 
40  cents  an  hour  for  common  labor 
instead  of  36  cents,  steel  making  costs 
are  increased  to  the  producer  about 
$1.75  a  ton.  Prices  to  the  consumer 
have  advanced  much  more  than  this 
since  Sept.  1  when  steel  works  wages 
went  up,  but  the  great  bulk  of  mills 
shipments,  especially  in  the  case  of  the 
Steel  Corporation,  are  still  at  the  lower 
prices  of  last  fall.  At  146,500  tons  a 
day  as  the  estimated  March  output  for 
the  country,  steel  production  was  at  a 
yearly  rate  of  45,500,000  ton.s  whereas 
the  greatest  year's  record  was  43,619,- 
200  in  1917.  Important  buyers  are 
said  to  be  covered  well  ahead  now. 
The  opinion  is  that  the  11  per  cent  in- 
crease in  wages  will  not  result  in  further 
advances  in  prices  to  the  consumer  at 
this  time.  It  is  said  that  the  advance 
in  wages  had  long  been  expected  and 
had  virtually  been  written  into  present- 
day  prices.  This  is  the  feeling  both 
in    Pittsburgh   and   in    Chicago. 

Chilean  Locomotive  Order  Being 
Filled  Rapidly 

The  Westinghouse  Electric  &  Manu- 
facturing Company  has  recently  de- 
livered six  express  passenger  locomo- 
tives for  the  electrification  of  the 
Chilean  State  Railways.  To  date, 
twenty,  of  the  thirty-nine  locomotives 
included  in  the  contract  for  locomotives 
of  several  types  have  been  shipped.  The 
substation  and  line  material  went  for- 
ward during   the   latter  part   of    1922. 

The  State  Railways  officials  hope  to 

•>have  in  operation  at   the   time   of  the 

Pan-American  Exposition  one  -section  of 

the  railway  system  which  is  now  being 

electrified. 


Metal,  Coal  and  Material  Prices 

April  10, 

Metal»— New  York  1923 

Copper,  electrolytic,  cents  per  lb 1 7 .  625 

Copper  wire  base,  ceotsperlb 19.625 

Lead,  cents  per  lb 5"^t 

Zinc,  cents  per  lb -'S 

Tin.  Straits,  cents  per  lb 46.625 

Bituminous  Coal,  f  .o.b.  Mines 
Smokeless  mine  run,  f  .o.b.  Teasel,  Hampton 

Roads,  groes  tons 6.25 

Somerset  mine  run.  Boston,  net  tons 3 .  375 

Pittsburgh  mine  run,  Pittsburgh,  net  tons . .       2 .  00 

Franklin.  111., screenings,  Chicago,  net  tons,       2  •  "J^ 

Central,  lU.,  screenings,  Chicago,  net  tons. .       1 .  625 

Kansas  screenings,  Kansas  City,  net  tons. . .       2 .  625 

Material* 

Rubber-covered  wire,  N.  Y.,  No.   14,  per 

1. 000ft 7.50 

Weatherproof  wire  base,  N.  Y.,  cents  per  lb.  19.50 

Cement,  Chicago  net  prices,  without  bags  .  $2.20 

Linseed  oil  (5-bbl.lots).  N.  Y.,  per  gal $1.17 

White  lead.  ( 1 00-lb.  keg),  NY.,  cents  per  lb  1 3 .  375 

Turpentine,  (bbl  lots),  N.Y.,perga! $1.61 


Rolling  Stock 


Detroit    (Mich.)    Municipal    Railway 

is  building  twenty-five  cars  in  its  own 
shops  largely  from  material  taken  ovei 
from  the  Detroit  United  Railway.    The 


cars  will  be  ready  for  service  about 
June  1.  If  traffic  continues  to  grow, 
more  cars  will  be  needed  but  no  imme- 
diate purchase  is  contemplated. 

Hydro-Electric  Power  Commission, 
Toronto,  Ont.,  will  shortly  place  an 
order  for  twelve  cars.  It  is  expected 
that  this  number  will  be  made  up  of 
eight  one-man  two-men  cars,  two  large 
interurban  cars  and  two  express  cars. 
This  number  is  in  addition  to  the  order 
placed  recently  for  four  cars  of  the  one- 
man  two-man  type. 

Schenectady  (N.  Y.)  Railway  will  buy 
new  equipment  to  carry  out  a  recent 
order  of  the  commission.  The  ruling 
includes  the  purchase  of  six  new  inter- 
urban cars  for  use  on  the  Albany- 
Schenectady  line,  and  the  Troy-Sche- 
nectady  line,  and  the  purchase  of  an 
additional  twelve  cars  for  use  in 
the  city  of  Schenectady.  The  company 
is  also  instructed  to  secure  one  new 
double-truck  snow  plow  before  Nov.  1. 
Danville  Traction  &  Power  Company, 
Danville,  Va.,  has  placed  an  order  for 
five  cars  with  the  Perley  A.  Thomas 
Car  Works.  They  are  described  as 
follows : 

Date  order  was  placed Jan.  17,  1923 

Date  of  delivery June  15.  1923 

Type  of  car ;:■•■■  ^ 

. . .  Double-truck,  semi-convertible  motor 

Seating  capacity   ■.waYJ?''^^ 

Total  weight   32,600  lb. 

Bolster  centers,  length 15  ft.  lOJ  In. 

length  over  all   39  ft.     8    In. 

Truck    wheelbase    5  ft.     4     in. 

Width    overall 8  ft.     4i  in. 

Height,  rail  to  trolley  base 10  ft.  118  in. 

Body Steel 

Interior  trim    Cherry 

Headlining    Agasote 

Roof    Arch 

Air  brakes    

Westinghouse  Traction  Brake  Company 
Car   signal   system    

....Consolidated  Car  Heating  Company 

Car   trimmings    Bronze 

Control    General  Electric   Company 

Couplers   Pocket  type 

Curtain  fixtures  ..Curtain  Supply  Company 

Curtain  material Pantasote  Company 

Designation     signs Keystone 

Electric  Service  Supplies  Company 

Door  operating  mechanism Manual 

Fare  boxes.  .  .  .Johnson  Fare  Box  Company 
Fenders  or  wheelguards 

Consolidated  Car  Fender  Company 

Gears    and    Pinions     

General    Electric    Company 

Hand  brakes  . . .  .National  Brake  Company 
Hi.ater   equipment    

....Consolidated  Car  Heating  Company 

HeadUghts   Golden  Glow 

Lightning    arresters     

General    Electric    Company 

Motors,  type  and  number. Four  GE  No.  265 

Motors    Inside   hung 

Registers    International 

Sanders    Air 

Sash  fixtures O.  M.  Edmonds 

Seats Hey  wood  Brothers  &  Wakefield 

Seating  material Wood  slai 

Slack  adjuster American 

Step    treads     Mason    Sofetv 

Trolley  catchers  or  retrievers Earll 

Trolley  base U.  S.  No.   13-E 

Trucks. .  Taylor  reduced  height.  26-in.  wheels 
Wheels   Cast  iron,  26  in. 


Track  and  Roadway 

Wisconsin  Rapids  (Wis.)  Street  Rail- 
road will  spend  $8,000  during  the  year 
for  additional  equipment,  improvements 
and  new  construction  work  to  its  system. 

Market  Street  Railway,  San  Fran- 
cisco, Calif.,  is  reconstructing  all  four 
tracks  on  Market  Street  from  Sansome 
to  the  Embarcadero. 

Twin  City  Rapid  Transit  Company, 
St.  Paul,  Minn.,  will  begin  work  at 
once   on   the  laying   of   tracks   to   the 


site  of  the  Ford  Motor  Company  at 
High  Dam.  At  this  point  a  new  Ford 
plant  is  soon  to  be  started. 

Lake  Shore  Electric  Railway,  Cleve- 
land, Ohio,  through  general  manager 
Coen,  has  signed  an  agreement  with 
Fremont  city  officials  whereby  the  com- 
pany agrees  to  pay  its  share  of  East 
State  Street  improvement. 

Portland  (Ore.)  Railway,  Light  & 
Power  Company  plans  repairs  to  street 
car  tracks  in  various  parts  of  the  city 
at  a  cost  of  $500,000  during  1923,  ac- 
cording to  F.  I.  Fuller,  vice-president 
of  the  company. 

Trade  Notes 

Bridgeport    (Conn.)    Brass   Company 

has  moved  its  Chicago  district  sales 
office  from  the  State  Lake  Building  to 
the  Wrigley  Building. 

Samuel  P.  McGough  has  been  ap- 
pointed Western  sales  agent  of  the 
Lorain  Steel  Company  with  head- 
quarters at  1320  Monadnock  Building, 
Chicago.  In  this  capacity  he  succeeds 
Andrew  Sylvester  Littlefield,  whose 
death  was  referred  to  in  the  ELECTRIC 
Railway  Journal,  issue  of  March  24. 

The  Pennsylvania  Crusher  Company 
announces  the  opening  of  a  Chicago 
office  under  the  management  of  Clinton 
S.  Darling.  Until  May  1  the  office  will 
be  in  the  Monadnock  Building,  after 
which  it  will  be  permanently  in  the 
Illinois  Merchants'  Bank  Building,  230 
South  Clark  Street. 

Ralph  W.  Read,  formerly  with  the 
McGraw-Hill  Company  as  copy  writer 
on  various  papers  at  Chicago,  and  later 
as  advertising  manager  of  Electrical 
Merchandising  at  Cleveland,  has  joined 
the  J.  A.  Snyder  Company,  advertising 
agency,  with  offices  in  Chicago.  More 
recently  he  was  advertising  manager 
of  the  F.  H.  Roberts  Company,  Boston. 
Mr.  Read  will  be  in  charge  of  the  tech- 
nical department  created  and  equipped 
to  render  the  special  service  required 
by  advertisers  in  the  equipment  field. 

New  Advertising  Literature 

Irving  Iron  Works  Company,  Long 
Island  City,  N.  Y.,  in  its  Catalogue  3A 
describes  with  illustrations  the  com- 
plete story  of  the  fireproof  ventilating 
flooring  and  Irving  safstep.  The  pam- 
phlet contains  some  seventy-two  pages. 

Uehling  Instrument  Company,  Pater- 
son,  N.  J.,  is  mailing  to  its  friends 
copies  of  a  folder  describing  several 
Uehling  products  which  have  for  their 
purpose  the  increase  in  boiler-room  and 
turbine-room  efficiency.  The  folder 
contains  useful  technical  data  in  this 
field. 

Pennsylvania  Crusher  Company,  Phila- 
delphia, Pa.,  has  issued  a  new  bulletin. 
No.  1005,  describing  the  company's  coal- 
preparation  machinery,  such  as  is  used 
in  power  plants  and  elsewhere.  The 
bulletin  also  covers  primary  and  sec- 
ondary crushers  for  cement,  rock  and 
limestone. 


ApHl  14,  1923 


Electric    Railway    Journal 


19 


PEACOCK 
BRAKES 


Pay  for  Increased  Safety  with 

Economies  in  Maintenance 

Due  to  their  correct  construction  of  properly  selected  ma- 
terials, Peacock  Brakes  involve  practically  no  expense  for 
repairs  and  replacements.  One  large  company  bought  650 
sets  and  never  required  another  replacement  in  five  years  of 
constant  service. 

Compare  this  result  with  what  you  have  to  spend  each  year 
for  maintaining  inefficient  worn-out  hand  brakes  on  your 
old  cars. 

.  Compare  and  capitalize  this  cost  of  repairs  and  you  will 
find  that  an  entirely  new  equipment  of  Peacock  Brakes  will 
save  you  enough  in  three  years'  maintenance  to  pay  for  them- 
selves. Isn't  it  worth  while  to  consider  securing  new  hand 
brakes,  ■when  they  pay  for  themselves  so  quickly?  You 
needn't  charge  a  cent  to  investment — a  new  equipment  of 
Peacock  Brakes  can  be  a  maintenance  charge,  spread  over 
about  three  years. 

The  argument  is  clinched  by  the  superior  safety  features  of 
Peacock  Brakes.  They  have  maximum  power,  greatest 
speed  of  action  and  almost  unlimited  capacity.  They  will 
make  those  old  cars  safer  to  operate  under  modern  conditions. 

Let  us  submit  figures 

National  Brake  Company,  Inc. 

890  EUicott  Square,  Buffalo,  N.  Y. 

Canadian  Representative  : 

Lyman  Tube  &  Supply  Company,  Limited 

Montreal,  Canada 


"The  Peacock  Stafflest" 


Peacock  Improved  12/52  Gear  Ratix>  Brake 


20 


Electeic    Railway    Jouenal 


April  14,  1923 


0^  E^Ygiive  er^ 


Incorpormted 

Business  Established   1894 

US  BROADWAY,  New  York 

PHILADELPHIA  CHICAGO  SAN  FEANCISCO 


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 


ALBERT  S.   RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER.   MASSACHUSETTS 

RKPORTS — APPRAISALS— RATES — OPERATION — SERVICE 


Dwight  P.  Robinson  &  Company 

Incorporated 

Design  and  Construction  of 

Electric  Railwayt,  Shops,  Power  StationM 

125  East  46th  Street,  New  York 

Chicago  Youngstown  Dalla 


Loa  Angeles 


Montreal 


Rio  de  Janeiro 


HEMPHILL  &  WELLS 

CONSULTING   ENGINEERS 

Gardner  F.  WelU        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.  Behler 

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. 


J.  ROWLAND  BIBBINS 

Engineer — 921  Fifteenth  St.,  Washington,  D.  C. 
TRANSPORTATION 

Complete  Transit  Surveys  and  Development  Pro- 
grams, adapting  Motor-Transport,  R.R.  Terminal  and 
City  Plans.  Traffic,  Service,  Routing,  Operation  and 
Valuation. 

EXPERIENCE  IN  20  CITIES 


Joe  R.  Ong 

Consulting  Transportation  Engineer 

Spoeializing  in   Traffic  Problems  and  in  Methods  to 

Improve  Service  and  Increase 

EfRcimncy  of  Operation 

PIQUA,  OHIO 


Parsons,  Klapp,  BrinckerhofE  &  Douglas 

BrVf       DAD/1¥    A-WT    VSAnOA^Ta  —        -- ^*=^ 


WH.  BAJICLAT  PARSONS 
ECOKNE  KLAPP 


H.  M.   BBINKEKHOFF 
W.  i.   DOUGLAS 


Engineers — Constructors — Managers 

Hydro-electric  Railway  Light  and  Industrial   Plants 

Appraisals  and   Reports 


CLEVELAND 
lff70  Henna  Bids. 


NEW  TOBK 

84  Pine  St. 


DAY  &  ZIMMERMANN,  Inc. 

"Design ,    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. 


April  14,  1923 


Electric    Railway    Journal 


21 


iimiimiiiiiiiiiiii iiiiiiiiiiimiiiiiiiiiiiiiiiniiiniimiim miiiiiiuiiiiiiiiiiiiiiiiiiiiiiniiiiiimiiiiiiiuiimiiiiiiii iimi^ 


(SiC 


This  is  a 

DOSSERT 

SOLDERLESS 

Calhe  Tap 


Connecting 

a  branch 
to  the  main 


How  the 
big  Power 
Co^s  do  it 

There  is  economy  in  making 
every  electrical  connection  by 
the  Possert  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. 


FREE 


242  West  4  J  at  St. 
New  York.  N.  Y. 


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miilimiiiiiriiii iiii iiiiiiiim iiiiiiiiiiiniinillililimiMiiiMim mmiimiimimiii iiiiiiiiiiiii iiih ^ 

AMELECTRIC  PRODUCTS  | 

BARE  COPPER  WIRE  AND  CABLE    | 

TROLLEY   WIRE  | 

WEATHERPROOF   WIRE  | 


Reg.  U.  S.  Pat.  Office 


Incandescent  Lamp  Cord 


AND   CABLE 

PAPER  INSULATED 
UNDERGROUND    CABLE 

MAGNETIC    WIRE 


Mahoning:  Bank  Bldg. 
Youngatown.  Ohio 


120  Broadway 
New  York 


THE  P.  EDWARD  WISH  SERVICE 

50  Church  St.  Street  Railway  Inspection  131  State  SA. 

NEW  YORK       DETECTIVES        BOSTON 


When  yrritlng  the  advertiser  for  Infonnation  or 

price*,  a  mention  of  the  Electric  Railway 

Journal  would  be  appreciated. 


GROUP 


INSCHRANCX 


J£>», 


''    THE     •  f| 

PRUDENTIAL  > 

;'     HAS  THE         X 

„  STRENGTH  Of  ,1' 
I    GIBRALTAR  J 


^  For  the  employer 

^with  an  interest 

in  his  employees. 

Write  today  for  the 
plan  that  Avill  meet 
your  needs.     <^r^^ 


AMERICAN  ELECTRICAL  WORKS  | 

PHILLIPSDALE,  R.  I.  i 

Boston.    176    Fedenl:    Chicago.     112    W.    Adams;  | 

Cincinnati.   Traction   Bldg. ;   New  York.   233  B'way  | 

llllllltlimiliniiiiiiiiiiinil iiiiiiiiiiiiiimiiii fiiijiiiiiiiiiriiiiiiui I nil jiiuriiiu llilllilllillllllllliP 

aiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiimiiiiiiiiiiimiiiiriiiiiiiiiiiiiniriiuiniimiju jiiiiiiiiiiiiiiiiiiiimiijiiimniiiiiiiiiiiiig 

I                    STEVENS  &  WOOD,  Inc.  | 

I                                                                  ENGINEERS  | 

i          Design    and    Construction     of    Steam     and     Hjdro-EIectric     Power    Stations.  = 

i          Tranimlsslon  Lines:  Railroad  Electrlflcation  and  Industrial  Plants.  = 

I                                              Beports  and  Taloatlong  | 

s  = 

i          Management  and   Financing   of  Public   Utility   and   Industrial   Corporations.  = 


■iiiuiiiiiiiimiiiiiiiiiiiiitiiiuiiuiimiiminiiimiitiiiniiiiiiraiiuiimiiiiMiiiiiiiiimiiit iimiiiiiiiirMiumiiru i> \ir. 


PRUDENTIAL 

INSURANCE  COMPANY  OF  AMERICA 


^ 


EDWARD  D.  DUFFIELD 
President 

HOME  OFnCE:  NEWARK 
Nety  Jersey 


S^ 


22 


Electric    Railway    Journal 


AprU  14,  1923 


April  14,  1923 


Electric    Railway    Journal 


23 


They  did  not  believe  they 
could  Save  $6,000  per  mile 

— but  experience  proved  that  our  claim 

is  based  on  fact 


The  first  cost  of  track  laid  on  Dayton  Resilient 
Ties  is  $6,000  per  mile  cheaper  than  that  laid  on 
wood  ties  on  concrete  foundation  and  $2,000  per 
mile  cheaper  than  that  laid  on  wood  ties  on  gravel 
ballast. 


Write  today 

for  actual  cost  figures 

on  Resilient  Tie  Track  Construction 


RESILIENT  TIES 
will  enable  you  to  build  more 
~  track  and  better  track  for  the 
same  money — or  the  same  amount  of 
track  for  far  less  money. 

Consider  the  saving  of  $6,000  per  mile 
in  concrete  roadbed.  Considerable. 
Yet  there  are  reliable  figures  from 
Resilient  Tie  jobs  in  many  parts  of  the 
country  which  supply  evidence  that 
this  saving  has  actually  been  accom- 
plished time  and  again. 

But  the  mere  fact  that  Resilient  Tie 
jobs  cost  less  is  not  enough.  You  may 
also  have  absolute  assurance  that 
Resilient  Ties  actually  provide  better 
track  than  wood  ties.  Accurate  statistics 
show  that  not  only  is  maintenance  cost 
greatly  reduced,  but  that  the  resiliency 
of  these  modern  ties  effects  a  consider- 
able saving  in  repairs  on  rolling  stock 
— with  less  jarring  there  is  less  wear, 
and  less  wear  means  longer-lived  cars 
and  reduced  costs. 

THE  DAYTON 
MECHANICAL  TIE  GO. 

706  Commercial  Building,  Dayton,  Ohio 

Canadian  Representative: 
Lyman  Tube  and  Supply  Co.,  Ltd.,  Montreal,  Quebec 


—  saves  first  cost  ! 

—  saves  maintenance  ! 

—  saves  rolling  stock  ! 


24 


ILECTEIC     RAILWAY     JOURNAL 


April  14,  1923 


AprU  14,  1923 


Electric    Railway    Journal 


25 


M-J  Armature  Babbitt 
is  strong,  tough,  durable, 
and  of  the  lowest 
specific  gravity. 


The 

most  widely 

used  and  highly 

specialized  babbitt 

for  Electric  Railways 


TROLLEY  WHEELS 
V-K  Oil-less,  M-J  Lubricated 

HARPS 
V-K  N OH- Arcing,  M-J  Standard 

BEARINGS:    "Tigef^'  Bronze  ARMATURE  BABBITT 

Axle  and  Armature  and  Similar  Products 


mmmm  brass  &ME141  ca 

iSt.  Louis  Miswiiri 

QIMTTY  PRODUCTS 


Electric    Railway    Journal 


April  14,  1923 


Nantasket  Beach 
Branch 


In  1895— 

a  pioneer  steam  railroad   electrification 

was  the  Nantasket  Branch  of  the 
New  York.  New  Haven  &  Hartford 
R.  R.  It  was  practically  the  first  of 
its  kind  in  the  United  States.  Since 
then  they  have  tried  third  rail  con- 
tact and  all  kinds  of  trolley  wheels. 


In  1921— 

they  equipped  their  cars  with 

MILLER  TROLLEY  SHOES 

(patented) 

Better  service  has  resulted.  They  have 
almost  entirely  eliminated  troubles  from 
trolley  dewirements.  Arcing  and  pitting 
of  trolley  wire  is  reduced  to  almost  noth- 
ing compared  with  what  trolley  wheels 
did.  With  wheels  there  was  continual 
maintenance  expense  for  worn-out  bush- 
ings as  well  as  the  wheels  themselves. 
With  Miller  Trolley  Shoes  there  is  noth- 
ing but  the  metal  contact  groove  to  wear 
out  and  this  is  easily  replaced  when 
necessary.  The  wear  is  slight  owing  to 
reduced  trolley  tension  and  freedom  from 
sparking. 

Write  tor  further  information 

MILLER  TROLLEY  SHOE  CO. 

Boston-21,  Mass. 

Western  Representative: 

Economy  Electric  Devices  Co. 

1590  Old  Colony  Bldg.,  Chicago,  111. 


April  14,  1923  ElectricRailwayJournal  27 


Genixi  AND  Cettn 


The  Perfect  Track. 


Safety — Economy — Endurance 

These  three  are  requisites  of  true  efficiency  and  can  be  secured  by 
the  use  of 

Carnegie  Steel  Cross  Ties 

As  the  use  of  Steel  Cross  Ties  is  an  essential  item  toward  the  attain- 
ment of  The  Perfect  Track,  so  then  should  they  be  included  as  an 
essential  item  in  your  track  maintenance  program. 


Listed  below  are  other  products  manufactured  especially  for  railway 
use.  They  are  made  to  the  same  high  standard  of  quality  that  has  won 
for  Carnegie  Steel  Company  the  reputation  it  today  enjoys. 

Wrought  Steel  Wheels 

W^rought  Steel  Gear  Blanks 

Standard  Forged  and  Heat  Treated  Axles 

Rails  and  Splice  Bars 


Carnegie  Steel  Company 

GENERAL  OFFICES    -  -    Carnegie  Building    -  -   PITTSBURGH,  PA. 


1608 


28 


Electbic    Railway    Journal 


April  14,  1923 


The  Columbia  Armature  Buggy  is  ad- 
justable to  take  any  size  shaft.  It  is 
very  sturdy  and  serviceable,  being 
made  of  iron.  It  saves  time  and  labor 
and  possible  injury  to  Armatures  that 
may  result  from  carelessness  in  trans- 
portation. It  occupies  but  small  space 
in  your  shop  and  will  be  found  of  con- 
stant usefulness.  We  will  be  glad  to 
furnish  further  information  at  your 
request. 


The 

COLUMBIA 
Armature 
Buggy 


3313  ATLANTIC  AVE.,  BROOKLYN 


April  14,  1923 


Electric    Railway    Journal 


29 


"ALL-HEART" 

"TIDEAVATER" 

CYPRESS 

"THE  WOOD  ETERNAL 

because  of  its  being  so  nearly  rot-proofs 
insures  a  long  service -life  when  used 

for 

TRUNKING,  CAPPING, 
TIES,  FENCING 

and  other  railroad  requirements,  as  a 
number  of  the  officials  of  the  biggest 
railways  in  the  country  have  proved  to 
their  entire  satisfaction. 

"ALL-HEART"  CYPRESS 

SAFES  LABOR  COSTS  FOR 

RENEWALS  and 

REPLACEMENTS 

— items  which  sometimes  exceed  the 
first  cost  of  the  material  itself — so,  for 
true  economy's  sake, 

USE  *' ALL-HEART' 

"TIDEWATER" 

CYPRESS 

'THE  WOOD  ETERNAL" 

Look  for  the  Cypress^J^^JVfi^on  the  ends  of  every 
trade-mark  "Arrow"  ^J</^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.  ^H 


Examine  this  useful  library 
for  10  days  FREE 

The  four  books  give  modern,  reliable  information 
derived  from  the  actual  experience  of  practical  elec- 
tric railway  engineering  men.  The  library  containsno 
far-fetched  suggestions — practical  usefulness  is  its 
keynote.  It  points  out  ways  and  rtieans  of  increas- 
ing efficiency  and  lowering  costs  which  other  en- 
gineers have  found  successful.  You  can  apply  these 
methods  to  your  every-day  problems.  Why  not  make 
this  information  count  for  you?  It  will  shorten  the 
road  to  better  results. 

Electric 

Railway 

Library 

4  volumes,  over  2,000  page*,  fully  illustrated 
$16.00  postpaid,  payable  in  five  installments 

Electric  Railway  Engineering  is  a  thorough  manual  of 
the  broader  engineering  problems.  Electrical  Railway 
Transportation  covers  the  business  side  of  the  subject — 
the  relation  of  traffic  to  profits.  Electric  Car  Main- 
tenance has  saved  money  for  hundreds  of  lines.  It  is 
a  complete  treatment  of  this  special  subject.  The  Elec- 
tric Railway  Handbook  is  a  pocket  encyclopedia  of 
electric  railway  construction,  operation  and  maintenance. 
It  is  the  Webster  of  the  industry. 

Sent  on  approval 

No  advance  remittance 

Small  monthly  payments 


FREEEXAMINATION  COUPON 


McGraw-Hill   Book   Co.,   Inc.. 

370   Seventh  Avenue.  New  \atV. 

You  may  send  me  the  Eleotric  Railway  Library  for  my 
inepection.  If  the  boolts  prove  satisfactory  I  will  send 
S2.00  in  10  days  and  *;),50  per  month  ^"^  1°""^^°"^?^^ 
until  I  have  paid  the  price  of  the  books— JlB.Op.  If  the 
books  are  not  what  I  want  I  agree  to  return  them  post 
paid  within  10  days  of  receipt. 

Subscriber  to  the  Electric  Eailway  Journal? 

Member  of  the  A.I.E.E.  or  the  A.E.R.A.? 


Signed    

Address    

Name  of  Company 

OfBclal   Position    

(Books   sent   on   approval    to   retail    purchasers  in  the 


U.  S.  aiul  Canada.) 


E.  414-23 


30 


Electric    Railway    Journal 


Ajrril  14,  1923 


Use 

Bates  Steel  Poles 

With  your  other  first-class  equipment  and  the 
whole  installation  will  be  permanent  and  an 
inducement  for  your  security  buyers. 

Bates  Steel  Poles  are  being  used  in  rapidly 
increasing  numbers  in  all  types  of  modem 
construction  all  over  the  world.  With  their 
distinct  advantages  of  strength,  permanence, 
economy,  and  their  wide  range  of  adaptability. 
Bates  Poles  have  met  the  exacting  demands  of 
pole  users  who  are  recognized  as  leaders  in  the 
electrical  industry. 

Illinois  Merchants  Bank  Bdg.,  Chicago,  111. 
There's  a  Bates  Pole  for  every  Pole  purpose. 


m^ 


lno^£•p/£•g£T^, 
EXPANDED 


i^  STEEL  JL 


MS 


Type   "AA"  Motor   irucK 


For  Heavy  High-Speed  Electric  Railway  Service 
Baldwin  Motor  Trucks  are  Efficient  and  Economical 

This  type  of  Baldwin  Improved  Motor  Truck  is  specially  recommended  on 
long  interurban  lines,  where  "limited"  or  sleeping  cars  are  operated.  It  is 
also  suitable  for  use  under  double-truck  electric  locomotives. 

These  trucks  permit  of  easy  inspection  and  repairs,  and  show  low  mainte- 
nance costs  in  operation. 

Our  nearest  representative  will  furnish  detailed  information  up>on  request. 

THE  BALDWIN  LOCOMOTIVE  WORKS 


PHILADELPHIA,  U.  S.  A. 


Cable  Address,  "Baldwin,  Philadelphia" 


April  14,  1923 


Electric    Railway    Journal 


SI 


The  Universal  Safety  Car 


specifications 
General  Dimensions 

Length    over    all 43  £t.  5  V4  in. 

Length   over   vestibule  sheath- 
ing      41  It.  214  in. 

Width    over   all 8  ft.  4%  in. 

From  rail  to  top  of  floor 3  ft.  7  ji  in. 

From  rail  to  top  of  roof 10  ft.     ?4  in. 

Truck    centers 21  ft. 

Trucks 

St.  Loui.s  Car  Co.  Am.  04  Type  with  chrome 
nickel  steel  heat-treated  arch  bars.  Wheel- 
base  .5  ft.  4  in.;  wheels  30  in.  diam.: 
journals  3H  in.  x  6  in> 


Larger  Capacity — Lower  Expenses 

A    fifteen-ton,    5+-seat,    safety   car,    equipped    for  one-man    or    two-man    operation. 
Separate  entrance   and   exit  doors   at  each   end,   both  ends   controlled   at  the   brake 
handle.     All  the  standard  interlocking  safety  devices  are  provided. 
Here  is  a  car  for  operating  economy  and  maintenance  economy.     Its  standardized 
construction  means  lower  costs. 

St.Lavjis  C:^rlCnmp2Lr\y 

St.  Lavils,  A\a. 


Lightest — Strongest — Simplest — Neatest 

That's  HALE  &  KILBURN  Seats 


Made  in  a  wide  variety  of  styles  and  finish. 
A  suitable  type  for  every  kind  of  car  and 
every  kind  of  service. 


Attractive 

Comfortable 

Economical 


Lightest   Weight 
Stationary 
Steel  Seat 


Cost  no  more  than  others 
Write  for  particulars 

Hale  &  Kilburn  Corp. 

American  Motor  Body  Co.,  Successors 
PHILADELPHIA 


Lightest 

Weight 

Walkover 

Steel  Seat 


New   York 


Chicago 


Washington 


Atlanta 


San    Francisco 


Los    Angeles 


32 


Electric    Railway    Journal 


April  14,  1923 


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iiniiiii..iiiiMiiimiiiiiittiiniiimlliii 


HQlical  Gearing 


Gear  Pinion 

Dotted  line  shows  tooth-form 
4/i  "involute.  Solid  line  shows 
tooth-form  of Nuttall Helicals. 


Rounded  Teeth 


For  Serious  Consideration 
By  Your  Engineers 

Nuttal  Helical  Gears  and  Pinions  mesh 
much  like  a  big  nut  engages  the  threads 
i  of  a  screw.  There  is  no  shock,  no 
vibration,  and  almost  no  wear.  This 
lengthens  equipment  life. 

The  tooth  form  of  Nuttall  Helical 
Gears  is  scientifically  correct.  There 
is  no  undercut  at  the  tooth  root  where 
the  greatest  strength  is  required.  This 
is  another  item  materially  increasing 
the  life   of   equipment. 

Nuttall  Helical  Gear  and  Pinion  teeth 
are  rounded  at  the  ends.  This  facili- 
tates installation  and  eliminates  some 
troubles  which  occur  with  flat  ends, 
due  to  the  sharp,  hard  edges  chipping, 
or  their  tendency  to  cut.  This  seem- 
ingly small  feature  has  saved  much 
time  and  money. 

We  mention  a  few  seemingly  minor  features 
to  show  you  how  deeply  and  thoroughly  we 
g^  into  every  detail  which  will  make  geats  and 
pinions  better. 


special  Drop  Forged 
Pinion  Blank 


Nuttall  Pinion  Blanks  are  fpccially  c'rcp  forge 
by  a  process  which  practically  equalizes  the 
longitudinal  and  transverse  ductility.  Ordinary 
forged  pinions  are  out  of  proportion  in  these 
characteristics  in  ratios  as  great  as  2  to  I . 


All  Nuttall  Heat-Treated  Pinions  arc  ground 
in  the  bores.  The  importance  of  this  feature, 
giving  accuracy  measured  in  thousandths, 
cannot  be  overestimated,  as  it  not  only  facili- 
tes  and  insures  fits  on  taper  shafts,  but  insures 
perfect  meshing,  on  true  centers  and  axial 
positions. 


RDNimALL  COMPANY 

PmSBURGH^  PENNSYLVANIA 


All  Westin^house  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. 


Pinion  with        Pinion  without         \ 

Ground  Bore        Ground  Bore.  \ 

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=      =  B.   A.    Begeman,  Jr.,  President  1 

I      =     Charles  C.  Castle.  First  Vice-President         Harold    A.     Hegeman,    Vice-President.  5 

Trea.-i   Aiid    Acting    Secy  ~ 
W.   C.   Iilncoln,   Manager   Sales   and   Engineering 


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^    T  W"*    iW  T '  I  '  ¥   f  ak  \      g\   IJ    C^  W.   C.   Lincoln,   Manager  Silei   Md   Enelneerlng 

VIliINllLAlUKO    II     National  Railway  Appliance  Co. 


Grand   Central  Terminal,  452  Lexington  Ave.,   Cor.   4Sth  St.. 

New  York 

BRANCH    OFFICES: 

Munaey  Bldg.,  Washington,  D.  C;  100  Boylston  St.,  Boaton,  Mass.;  I'nloo 
Trust  BIdg.,  Harrlsburg.  Pa.;  Hegeman-Castle  Corporation,  Railway  Exchange 
Bldg.,  Chicago.  lU. 

Railway  Supplies 

Tool  Steel  Gears  and  Piniong 
Anderson   Slack  Adjusters 
Genesro  Paint  Oils 


Dunham   Hopper   Door  Devices 
Anelo-American   Vamlsh   Co., 

Varnishes,   Knamels,   etc. 
Drew  Line  Material  and  Railway 

Specialties 
Turnstile  Car  Corporation 
National   Hand  Holds 
Pittsburgh  Forge  &  Iron  Co.'s 

Products 

Tnemec  Paint  &  Oil  Co.'s  Cement  Fainl 
Fort  Pitt  Spring  &  Mfg.  Co.,  Springs 


Economy    Electric     Devices    Cii., 

Power  Saving  .Meters 
Lind  Aluminum  Fifid  Coils 
C-H  Electric  Heaters 
[Garland  Ventilators 
National    Safety    Car    Rquipment 

Co.'s  One-Man   Safety   Cars 
Flaxlinum  Insulation 
E-Z  Car  Control  Corporation 

Safety  Devices 


THE  N-L  New  Style  Type  C  Venti- 
lator is  absolutely  weatherproof,  lays 
low  on  roof,  looks  well  and  meets  every 
requirement  of  ventilation. 

More  than  seven   thousand  N-L   Ventilators 
sold  during  1922. 

The  Nichols-Lintern  Company 

7960  Lorain  Ave.,  Cleveland,  O. 

N-L  Products  manufactured  and  Mold  in  Canada  by 

Railway    and    Power    Engineering    Corporation,    Ltd., 

133  Eastern  Avenue,  Toronto,  Ontario 


Mmaiiiiiinnmiiuiuiiiiiuiiiiiiuiiuiiiiiiiuiiimiiiiiiiiiiiniiii 


MiiiuiniiniiiimiiiimmiitmiiiimiiiniimiiiniifuitiR 


s  -tiiiiiiiiiiHiiitiillHlimiiiiilltliiiiiiiiiiiniuiiiiiiiiiiiniiiMiiliiliiiHiiirriniiiriiiiiiiiMiniiiriiitMiniiiiiiiiriiiiMitriiiiiiitiiiiiHiiiMiiiiic 

I  Si'iiiitiiiinllniiliniitiiiiilMHlliniiiitliliiniiMlliniKllHliiiiitiiiiitiitllillllNllluimiiiliiiiiiiniiiiiliiiiKti n litiiiiii imu 

I  I  "Reproduction 

II  of   Ajax   Car 
i  i  Brass   that   ran 
I  I  336,000  miles 
1  i  before  wearing 
I  I  too   thin    for 
I  I  further  use." 

I  I  This     Car     BrasM     was 

I  I  tent   to    ua    by    a    large 

I  I  Electric  Railway  System* 

i  i  \\\'  do  iu)t   euaj-aiitef   all  our  Car  Brasses  to   weai-  as  long — but         | 

I  I  this  Time  Rueord   points  to    why.    after  thirty  years'    experience.         | 

I  E  Ajax  .Metals  t«tand  at  the  top.  £ 

I  I  Ajax    Car    Brasses.    Cherk    Plates    and    Babbitt    Metals    help    to         | 

I  =  iiK-rease  your  dividends  by  wearing  lonFCi-.  | 

I  I  THE  AJAX  METAL  COMPANY  I 

i  I  Establishtd    1880  | 

I  I  Main   OfBce  and   Works:    Philadelphia,    Pa.  | 

^illiiniiiiiiMiiiiiiiililliiiiiiiiiNHiMiiiiHMiilllillinriKiiiiriliiiiiiiiiiiiiiiiiiiiiitiiitfiiiiiMiiii iiiiiiitiiiiiiiiiiiiiiitiiiiiiitiiiiitiiiitiiiR 


The  Baker 

Wood  Preserving  Company 


April  14,  1923  ElectricRailwayJoubnal  38 

„„,„„„„„ „„„„„ „i„„iii I iifiiiiiiiiiiiiiciii.i 1 11 iiiiii""! ' in"'"»™ 'i     ^•"'"iimimi iiuiiiiniii iiiiii iiiuii i tiiiu iiiiiiu iiiMiiiiiimiiiinuiiiiiiMuiiiiiiimiiiipiiiijiiii^ 

'    .OME   WE       , 

I  BARE  AND  INSULATED  | 

I  Rome  Merit  Wins  Customers  | 
I  Rome  Service  Holds  Them  | 

ROME  WIRE  COMPANY        | 

I  Main  Plant  and  Executive  Offices:  Rome,  N.  Y.  | 

=  "Diamond"  Branch:   Buffalo,  N.  Y.  | 

I  DISTRICT  SALES  OFFICES:  | 

I  New  York,  50  Church  St.                     Cliicago,  III.,  14  E.  Jackson  Blvd.  s 

=  lioslon,  Muss.,  Little  BldK.          Detroit,   Mich.,  3S  Parsons  St.  § 

=  Los  -Angeles.  Cal.,  J.  O.  Pomeroy,  33«  Azusa  St.        3113-I>  | 

f.iiiiii)jiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiMiiMiiiMiiMiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiii]iiiiiiitiiitiiiiiiiii)iiiiiiiiiiiiiiJtiiiiiiiniiiiiiin 
aiiiiimiiiiiiiiiiiiiiiiiNiiiiii"""!""!" iiiiiimiiiiiiiiiiiiiiimiiiiiiimiiijimiiiiiiiiiiriiuijiiiiiiiiiiiiimiiiiiiiiiiiiiiimiiiiiijiiiii^ 

ELRECO  TUBULAR  POLES 


CREOSOTERS 

Washington  Court  House,  Ohio 


.i 


Cross  Ties 
Lumber 


Bridge  Timbers 
Posts 
Piling 

Treated  and  Untreated 


THE  "WIRE   (.0 


ck/  / 


JVe  solicit  your  inquiries 


TME  CHAMrcRED  JOINT 


i  COMBINE  i 

i    Lowest  Cost  Lightest  Weight  | 

I    Least  Maintenance  Greatest  Adaptability  | 

I  Catalog  complete  with  eocineerlDi:  data  sent  on  rcgneat  | 

I  ELECTF.IC   RAILWAY   EQUIPMENT   CO.  | 

I  CINCINNATI,  OHIO  I 

I  New  Tork  City,  30  Church  Street  | 

^•■i(lliliii)iiii)ii)iiiiiiiiliiiiiiiiiinuiifiiiiniiiiiiiililMiiiliriiMiniiiiiiilliiMiiiiiiiiiiNiiniiiiiiii)itiiiiiitiiiiiiiiiiiiliil(iiiitiiiriiiililinm 

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I     AUTOMATIC  SIGNALS 

I  Highway  Crossing  Bells 

I  Headway  Recorders 

I     NACHOD  SIGNAL  COMPANY,  INC. 
I  LOUISVILLE,  KY. 

~iiiiiiiiiiiiiiiiiiiiiiiiiiillliliiiiiiiiiiliiliiiluiiiiiiiitiiiiiiiiiiiittiiiiiiiiiiii)iiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiniliiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiii; 
iifiiiir iiiiiiiiiiiiniiiiiiiiiiimiiiii i ii in iiiiiiiiiiiiimiiiiiii iimiiiiiiiiiiiiiiiiiiiii iiiiii, 

f       Standard  Underground  Cable  Co. 

Pittsburgh,  Pa.  | 

Manufacturers  of  E 

Copper,  Brass,  Bronze  Wires,  Rods,  Tubes  | 

Copper  Clad  Steel  Wire  1 

Insulated  Wire  of  all  kinds  E 

Lead  Covered  and  Armored  Cables  = 

Cable  Terminals,  Junction  Boxes,  etc.  g 

I     Boston.     Washington,     Philadelphia.     Pittsburgh.     Seattle.     Chicago,  | 

3    New  York.    Atlanta.    San  Francisco,    Detroit.    Los  Angeles.    St.  Louis  = 

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jjiimii iiiiiiiiiiiMiiimiiniiiiiii 1IIIIIII1IIIIIII1 Ill iiiiiiiiiiiiiiiiii II Ill iiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiniig 

U.  S.  ELECTRIC 
AUTOMATIC  SIGNAL  | 


Creosoting    Plant    located 
Washington  Court  House,  Ohio 
On — Penna.  R.R.,  B.  &  O.  R.R.,  D.  T.  & 

Operating    Mills    in    Southern    Ohio 


R.R. 


WiiiniiiniMMiMiiiMiiiiriiiiiiniiiiniuiiiniiuiiiiiiiniiiiiiiiiiiiiiuiiiiiiiiiiiiMiiiiiiiiiiiiiiiiMiiiiiiiiniiiiiiiiHiiMMiiiiiiHiriiiiiiiiiimw 
liUl(iiiMiii»n»niHiiiHniiiniiiiiiiiiiniiitiiitiiiiHiiiiiiiMiitiiiiiiiiiiniiiiiiiiiiiiiiMiiiiiiiiiiiiiiHiiiiirii<uiiiiHiii»iiiiiiitiiiiiiiiriiMt; 


ANACONDA  COPPER 
MINING  COMPANY 

Conway  Buildin;;.  fhicaco.  HI 


THE  AMERICAN 
BRASS  COMPANY 

General  Oflfices:  Watcrbury.  Conn. 


-^iniiinMiiiiiniiiiiiiiniiiniiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiniiiiiiiiiiiMiiiiiiiitiiiiiiiitiiiiiiiitiiiiiiiiriiiiMiiiniiiiiiiiiiiiiiiiiitiitiiiiii.- 
UMiiuiiniiiiiMniiiiiiiiiiiiiiiiiiiiiiMiiiniiiniiiuiiMiiiiiiiiiimiiliimiiiniiniiiiiiiiiMiiiMniiiniiiiiiiiiiiiiuiiiiiiiiiiiiiniii^ 


RDEBLING 


i  INSULATED  WIRES  AND  CABLES 

I     JOHN   A.   ROEBLING'S   SOKS    CO.,    TRENTON,   NEW 

^lllllllllllllllllllllUllllllllllllllllllllllllllllllllllltllllllllll|l||||l1lllllllllllllllllllllllllllllllllll111llllllllllll)llllllllllllllltlllltllllHIIIIIII 

jiiiiiilliiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiniiiiiiiliiiiiliiiimiiiiiiiiiiiiiiiiimiiiii:: 


for  single  track  block  tifnal  protection    |    | 
United  States  Electric  Signal  Co.    | 

West  Newton,  Mass. 


Chapman 

x\utomatic  Signals 


I  I  Charles  N.  Wood  Co.,  Boston 


niiiiMiiiMiiuinuiniiiiiiiiiiiiiiiiimiiitiiiiiiiMiiiHimiiiMiiniiiiniHiiiiiinuiiniiiniiiiiiiiiiiniiiiiMiniiJiiiininiiiiniiiriiiniiiiiiini. 


riiiniiniiHiiiiiiiiuiiHiiiiiiiiiiMiMMiiiiiHiiiiiiiiiniitiiiiuiniiimiiiiiiiiiiiMiiiMiiMiiiiiiiiiiiiiiiiiiniiiiHiiniiiiuiiiiiiiiniiHH 


niiiinMuniiiMUiiiiiuiiiiiiiMi(iiiiiiiiriiiiniiniiiii)iiiitiiittiiiiiiiiiiiniii>tiiriiiiriiiiiiiiiiiitiiiiitiiittiittiii:iiiiiiiiiiniMiiiiuiiirj      uniiittiiiniiniiiniiiniiiiiiiiniiniinnimiiiiiiiTriiiiniiMiiiuiniiiiiiiiniiiiiinMiiiiiiiiiiiiniiiuiiiuriiiiiiiiiiMiiiMinuMniiiiiMiniii'^ 

I    Shaw  Lightning  Arresters    !  i    aetna  insulation  line  material 

O  O  =      i     Third  Bail  Inanlators.  Trollev  Bases.  Haroa  and  Wheels    Bronse  a 


1  Standard  in  the  Electric  Industries  | 

I  for  35  years  | 

Henry  M.  Shaw  I 

I  ISO  Coit  St.,  Irvington,  Newark,  N.  J.  I 

-^iifliiiiiitiiiiMiiiiiiiHiiiiiiiiitiiiuiiiiiiniiiHiiiiiiiitiiiiiiiitiiiiiiiiniiiiiiimiiimiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiniiiiHiiiiiiiiiiiiiiiiiiiiiiX 


i     Third  Bail  Insulators,  Trolley  Bases,  Harps  and  Wheels,  Bronse  and     § 
I     Malleable  Iron  Frogs,  Crossings.  Section  Insulators.  Section  Switchee     | 


-& 


AOMft  &  i.  M.  Anderion  Mfg.  Co. 

I"'    289-93  A  Street  Boston,  Mass. 

t8£^     ly  Established  1877 


Branches — New  York.  135  B'way 

I     PhUidslphli,    4-i>    Rati    Riuta   Trait    Bldg.      Chicago.    1*1    Se.    OmAssb   M.     i 

I  London,   £.   C.    4,    Sf-S9   UTPSr  Thames   St.  | 

<blUllllUII(llllllimM1(lll|ll|||l|||||||||l|||||IIIH>UIIIIIIIIIIIIIMtlllllllllllllllllllll1(IIIIUIIlllllltllllllllllllllMllimillllUIIIUIUIIIIIMIHIn 


34 


Electric    Railway    Journal 


April  14,  1923 


HHiitiimiiHuiiiiiiimiiiiniiiiimuwiiiiiiHiiiiiiuiuiiiiiimiiiMiimmiiiiiiiMiiiu 


iiiiiimiimmiiiiiii*^ 


American 
Rail  Bonds 


CROWN 

UNITED  STATES 
TWIN  TERMINAL 
SOLDER 
TRIPLEX 

Arc  Weld  and  Flame  Weld 

Send  for  new 
Rail  Bond  Book 


American  Steel  &  Wire 
NBWYORK  Company 


aiiiiiitiiMmiiimiiinintiiiiiiiiniuiiiiiiHiiiiiiuiiiiiiiiiiiiniiiiiiiiiitiiiiniiiiimiiiiiiniiitiiiiiiHiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiitit. 

BARBOUR-STOCKWELL  CO.  | 

205  Broadway,  Cambridgeport,  Mass.  | 

Established  1858  I 


iimiiiilimimiiiiiimimimiiiiiiiniiiiiiiiiiiii 


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  | 

HitMHuimmiiiHiiiumiimiiiiimimiiiiiiiiiiiiiniiiiiiuiiuiiininMniiuiiminMiiiiiiniiitiiniiitHitiiiiiiinuiiHiiiimiiuitiiiiiuiir 
miMniiMiiniiiiMinMiiriiiniiniitHiuiiiiiiiMiitiiiniiiiiiniiitiiniiniiuiiiiiiniiniiniiiiiiitiiiiiiiiiiHiiiiitiiHiiiTiiiiriiiiiiiiiiiHiiniiitu 

I   WHARTON  I 

I                Special  Trackwork  | 

I                             For  Street  and  Steam  RailwayM  I 

I     Steel  Castings                               Gas  Cylinders  | 

I                                   ORIGINATORS  OF  f 

I               Manganese  Steel  Trackwork  I 

I        WM.  WHARTON  JR.  &  CO.,  Inc.  | 

I                                                    Easton,  Pa.  | 

I                                                        Other  Plants:  | 

I         Twior-Wharton  Iron  &  Steel  Co..                                 Tioga  Steel  t  Iron  Co..  I 

I                        High  Bridge.  N.  J.                                                       Philadelphia.  Pa.  | 

I                                   Philadelphia  Roll  &  Machine  Co..  Philadelphia.  Pa.  | 


itiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiimiiiiiiiiimiimiiiiiiiiiic 


riiimillliHiiiiiiiimiiHimiiiiiiiiiiiiiiiniiitiiitiiiiiiiMiiiiiiniiriiiiiiiiiiiiiiHiiiiiiKiiitiiiiii iiiiiiiitiiiiitiiMiiimiiiiiniiitiimiitiiii 

giiiiiiimiiiiiiimiriiiiiiiniiiiiiiiilillitlllillliiiMiiliiiiilniiiiuiiniiitiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiuiilllllliniliilltiMiliuiliHt^ 


Lorain  Special  Trackwork 
Girder  Rails 

Electrically  Welded  Joints 
THE  LORAIN  STEEL  COMPANY 

Johnstown,   Pa. 


*.oN/;^ 


I  I    Varnished  Cambric  Wires  and  Cables  | 

I  I  are  built  to  meet  the  most  exacting  requirements.  i 

I  I  When   using  quality  Wires   and   Cables   use   quality  Tapes.  I 

s  =  "MANSOX"    T«fu..    "OKnVlTUr'    Tana     ««nrrvmj'li>M    afl^^.  = 


Sales  Office*:  | 

Atlanta                      Chicago                       Cleveland  New  York    1 

I                                  Philadelphia                                Pittsburgh  g 

s                                              Pacific  Coast   Representative  t  § 

g                                 United  States  Steel  Products  Company  = 

I     Los  Angeles                  Portland                   San  Francisco  Seattle     i 

i                                                     Export  Representative:  1 

I               United  States  Steel  Products  Company,  New  York,  N.  Y.              | 

niHlllunilinillitiniiiiliilirrillllllllnilllliillillilllllllllllllllllliii llliirtiiiiiiiMllrllllllllllilllKlltllllllllMllllltri'lllinilinillllliir 

aimimiiHiiriimiiiiiiiiiiiitiiiiinilHMiiiniiiiMiniiiiitiliiiiiitliimiiitiiimiiiiiiiiiiiiniimiiMiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiif 

I  s 

I  Peirce  Forged  Steel  Pins  | 

I    with  Drawn  Separable  Thimbles    I 

i  Your  best  insurance  against  insulator  breakage  I 

I  Hubbard  &  Company  I 

I  PITTSBURGH,  PA.  | 

^iiiiiiiiiimiirmiiiuiiiittiiiiiiiiiiiu niiiiiiiiniiiiiiimiiitiiirniiiiMimiiiiiiiiiiiiiiiniiniiiiiiHiimimiitiiiiiiniiiiiiiiiiiiimiifi 

mniiitiiiliniiiilillltiiiiiiiiHniiiiiiilillintiiiniiiniiiiiiiitiiiiniiiiiiiiniiiiiiiiniiiiiiiiiiiiiiiiiHiiiiiiiiniiitiiiiiMiiiiiiriimiiiiiiniiin. 

NASHVILLE  TIE  COMPANY     I 


.MANSOX"  Tape,  "OKONITE"  Tape,  "DC?JDEE"  TapM 

I  THE  OKONITE  CO.,  Passaic,  N.  J.  | 

E  Incorporated  1884  | 

=  aal€s  Offices:  I 

=  N'«v  York — Atlanta — San  Francisco  = 

i  Aomlt:    Central    Eleetrlc    Co..    Chicago.    111.;    Pettingell-Andrewt    Co..    Boston.  = 

=  Mass.;  The  F.  D.  Lawrence  Electric  Co..  Cincinnati.  Ohio;   Novelty  Electric  Co.,  1 

=  Philadelphia,  Pa.  § 

■niii>iiiiiniimiiMliiinlmiiiiiiiiiiiniiiiiiimimlimiiiiimimiinHlllltMiniiniliiiiniiiiilliiriiiiiiifiiminiuirluiiiimiiiiiimiiiiiiiiiiG 
HiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiniiiiiiiiiiiiiiniiiiiuiiiraiiiiiiiiiiiiiiiiiiiiiimiiHiiiiriiiiiiiiiiitiiiiiiiniiiiiiriiiiiiiriniiiiiii^ 

I  Transmission  Line  and  Special  Crossing    i 
I  Structures,  Catenary  Bridges  | 

I  WRITE  FOR  OUR  NEW  DESCRIPTIVE  CATALOG  | 

I  ARCHBOLD-BRADY  CO.  I 

I    Engineers  and  Contractors  SYRACUSE,  N.  Y.     I 

^jlupiiiiiiiniiniiiiniiniiiitiMiriniiii[MiiiiiiirMiiiniiiuiiiiiiiuiiiiiiniiMiiiniiiMiiniiiriintiinriiiiniiiiiiitiiiiiiiniiitiniiiiiiiiiii5 


jiiiiiiiiiiiimiiimiiiiiiiitiiitiiiHiiiiiiiiiiimiiiiiiiiiiiiiimiiiiiimiiMiimiliimiiiiMiiiiiiiniiiiiiiiiiHiiiiiiiiiiiiitimiiiiiiimiiiiiiHiiiu 


Cross   Ties: 


White   Oak.    Chestnut,   and   Treated   Ties. 
Oak  Switch  Ties 


Prompt  shipment  from  our  trn  slocks.  I 

Headquarters — Nashville,  Tenn.  | 

A.  D.  .Andrews,  Terre   Haute,  Ind.,  Representative  I 

^ilMmiiiiuilniiniiiilitiimiiimiiuMimmHiiiniiniiiimiiniiiiiiiitiiiliimuiiiiitiiitiiiiiiiiiiiiiitiiuiiiiiiiiitiitiiiiinimilluiiicililiE 


/bjop  InsuhtorCo.JncJeR^jCf  \ 


=  Trade  Mark  = 

SiiuuiiiimwiimiiimutiiitiiiiiiiiuuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiuiiimuuiiiiiiuiiiiMiiuiiiiimtiiiiiiilun 


April  14,  1923 


Electric    Railway    Journal 


Sb 


iHiiiiiiiiHiiiMiiitiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiniiiiiiiiiiiniiiiiiiniiiHiiniiiiiiiiiMiuiiniiiuiiHiiiiiiiiniiihiiiniiuiiniiiiMiMiiHMiifiiiniM 

The  INDIANAPW.IS  Switch  &  Frog  Co.,  Springfield,  Ohio 
Indianapolis  Economy  Products  That  Make  Dollars  "Grow" 


Indianapolis   Solid  Manganese: 

Progs.  Crossincs.  Mates  and  Tonme-swltclieg.  SuDer-qaallty 
materials.  Par-excellent  designs.  Gives  many  Uvea  to  one,  ol 
ordinary  construction  and  when  worn  down.  CAN  BB  RB- 
STORED  by  INDIANAPOLIS  WELDING. 

Indianapolis  Electric  IVelder: 

EfBcient.  Rapid,  BCONOMICAL,  Durable.  Price.  S2.00  (per 
day  lor  three  hundred  days)  tborotigbly  dependable  every  day 
in  the  year,  upkeep  about  75  cents  per  month.  LAST  A  UFB 
TIME. 

Indianapolis  Welding  Steel: 

Fluxated  heat  treated  Metal  Klectrodes,  insure  Unifonn  De- 
pendable Weld°  that  are  from  76  per  cent  to  100  per  ceot  more 
efficient,  than  the  "MBiLT."  from  the  same  High  Grade  basic 
stock,  tintrea'ed. 


Indianapolis  Welding  Plates: 

Eliminate  "Joints"  and  "Bonds"  in  Street  Track.  Higher  In 
Strength  and  Conductivity  than  the  unbroken  Rail.  Installed 
according  to  instructions,  nave  proven  THOROUGHLY  DE- 
PENDABLE, during  10  YEARS  of  "Time  and  Usage"  TEST. 
Extensively  used  in  48  STATES  and  CUONTIES.  Becognixed 
as  paramount  MAINTENANCE  ELIMINATORS. 

Indianapolis  Welding  Supplies: 

CABLES.  HELMETS.  LENSES.  CARBONS. 

Turntables: 

Ball-bearing,  for  ash-pits,  storage  yards,  etr 

Indianapolis  "Economy"  Products: 
are  Pre-eminently  "Money  Savers," 
Electric  Railways. 


YES— "Money  Makers"  for 


iii^iihP 


iiiiuiiiniiiiiiiiiiiuiiiiiiiiiiiiiiiniiiiiimiiiiiiiiiiiiiiiiiiiiiiiiMiiniiiiiiiiiiiiiimiiiiiiiiiiimiiiiiiiiiiiiiiiiiiniiiiMiiiiiiiiiiiiiiiiiiiimiiuiiiuiiiiiiuiiiiiiimiimiiiiiiiimiiiiiimiim 
:jMiiiiiii>i"iiiiiiiMiiiiiiiniiiiMHiiii(iiiniiniiniiiniiniiiiii(iiiiniiiiiiiMiitiiiniiiiiiiiiiitiiiniiiiiiiiMiniiiiMiniiniiittiiiMiiiiiiiiiiiiiiiiniiniiiMiniiiniiiHiiiiiMiiiiiiiriiiHiiiiiiiiuiiiiiMnMinMiriiiin 

THE  BABCOCK  &  WILCOX  COMPANY 


85    Liberty    Street,   New    Vork 


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 
Clevelanb,  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 


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  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 

iiuiiiiiiiiiiiimiiiiMiiiiiiiimiiiiiiiiiiiiuiiiiii»iiiuiiiiiiniiiMiniiitiiiniiiMiiiiiiiM»iiiiiiiiiiiiiiiiiiiiiiiiiniiiiiimiiiniiiiiiiiiiiiuiiiiiiiiiiinimiiiiiiiiiiiiniiiiiiiiitiiiiiiiiniiiiuiHiiiiiiii» 


WORKS 
Bayonne,    N,    J, 
Barberton,  Ohio 


nilliiiiiiiliiiililll raiiiiiiinimiiii hiiiiiiiiiiii iiiimiiuiiiililiillilliiiiiiiiiiiiiiiiillililllilililll iii iiiiik      ;illilllHllllllllllllllllllrllliiiiiiiiiiiiriiiiiilillilllllllllllllllllllillilrlliiliilliililiiiiiiiiiiiiiiiiiilllllliiiiiuiiiiiiiniiiitillllllllllll 


High-Grade  Track 
Work 

SWITCHES— MATES— FROGS— CROSSINGS 

COMPLETE  LAYOUTS 

IMPROVED  ANTI-KICK   BIG-HEEL  SWITCHES 

HARD  CENTER  AND  MANGANESE 

CONSTRUCTION 

New  York  Switch  &  Crossing  Co. 
Hoboken,  N.  J. 


Series  Type 

Arc  Welding  and  Bonding 
Outfit 

Rugged  series  resistance  coil 

Indestructible  Mica  insulation 

Normal  welding  current  at  half  voltage 

The  Electric  Railway  Improvement  Co. 
Cleveland,  Ohio 

ERICO  RAIL  BONDS 


niiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii» 


iiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiitiiiuiiiiiiimiiHiiiiiiiiiiiiiiin     r,iiiniiniiiiiiiiiiitiiiiii.iiiiiiiiiiiiiiiiiiiHiiiiiiiniiiiiiiiiiiiiiiiniiiiiiiiiMiiiiiiiriiiitiiiiiiiiiiiiiiiiiiii)iiiiitiiiiriMiiiiiMiiiiiiiuriiiitiiniB 


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FOSTER  SUPERHEATERS 

A   necessity    for  turbine   protection,    engine  cylinder    economy    and    utilization    of    superheat    for    all    its    benefits 

POWER  SPECIALTY  COMPANY,  111  BROADWAY,  NEW  ORK 

fioeton  Philadelphia  Pitteburrb  Kansas  City  Dallas  Chicas'o  San  Frandeco  LoodOD,  ttoff. 

IimiiiiiinniiiiiimiimiiiaiMiiiiiiiniiiiMiiMiiniiiuiiiiuii'HniiiiMHMiniiiiiiiHiiiiiiiHMiMiMniMitiitnMnMinMiiiMiniiitiiiiiiiiiiiimiiitiiitiiiiMiitiiii^ 


amtminiiinMMitiiniiniiiiiiiiiiimiMiirMiiiiiiiiiiiiiiiMiiiMiuiiiirMnMiiiMnmnMiiiinimiirMnimriiniiiiiiinmnMitmHiiM 
MGODWIN       STEEL  ^JP^  proven     by 


iiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiniitiiimiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiimiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiinniii iimimiiiin 


PAVING         GUARDS  J^       ^  econoUcally  pr.- 


Adapted    to    all    type* 
of    rails    and 


t.  I 


Raniapo  Iron  Works 

Kstabllshcd  1881 


AJax  Forge  Company 

Established    1883 


vent    seepage    and  i 

disintegration         o  f    i 

street   railway   paving.   | 

Write      for      Illustrated  \ 

Catalog  No.  20.  | 

12  E.  Lexington  St.,  Baltimore.  Md.  I 


S     paving. 

I     W.  S.  GODWIN  CO..  Inc. 

Tilillimiimiiiiiiiiii II iiiiiiiii mill llll mm miimiimuimmiimilmimiimimiimiimiimmit'mnmuB     Cmimi > imimmimmmimiimiumimimmmimiiimiii i imiiimimimiKmiimiimmmuuniim r 


RAMAPO  AJAX  CORPORATION 
HILLBURN,  NEW  YORK 

Chicago  New  York  Superior,  Wis.  Niagara  Falls,  N.  Y. 

Automatic  Return  Switch  Stands  for  Passing  Sidings 

Automatic  Safety  Switch  Stands 

Mang-anese  Construction — Tee  Rail  Special   Work 


86 


Electric    Railway    Journal 


April  14,  1923 


wmHimmirii irmiiuiiiinnMinmniiiniiiiriMnMiininiriniiinirrniiiiinmiiintiiiiirimiiiiiiiiiiriiitniiiiiirmtiiminiiiimiinir      iiuiitMiniinimniiiiminiiiiiintMmiiiiiiirMiriiimimiirniMiniiimimimirMiMniiniiiiiiiiiiniMiiiiiimiiMiimii;iiuiuitiiiiimiiiii!: 


For  Accurate  Placing 

THE  Tribloc  lowers  its  load  gently  and  | 

accurately  into  place.     To  understand  | 

why,  one  has  only  to  examine  the  planet-  | 

ary  gear  system.     Such   a   well   balanced  i 

drive  insures  absolute  smoothness  of  oper-  i 

ation.     A  Tribloc   will    never   jump,   jam,  | 

or  jerk  under  its  proper  load.  i 

I                                              ff^rite  for  information  on  any  I 

I                                                 type    or   capacity   to    40   tons.     2217-D  I 

I      FORD      CHAIN      BLOCK     CO. 

=          &ND  a   DIAMOND   STREETS                                      PHtl-ADE.I-PI-tJA.    PA.  | 

I                     ^^                              OVER-StAS  RCPflCSENTATlvC                             ^  I 

I           ^PAf»t»             3RUS*EI_S             TURIN             BARCKI-ONA              RIO    DC    JANEIRO  § 

3iiiiiniiiiiiniiiuiiuiniiMiii»iiiiiMiHMnMiiMiiiiMiiMiiirMiiiiiiMiiiiiiiiiniiiiiiniriiiiMiiiiiiiiinMiiiiiiiiiiiiiiriiiiinniiitiiiituiitiiui^ 

MiimiimMiiimiuiiuiiniiimmMinrMmmimiiiiiitMiiiMimiimnmiiiiimiiMiiiMiiriniMimiiriiiiiinriiiMiimiriiin^ 

I    SAMSON  SPOT   WATERPROOFED  TROLLEY  CORD  I 


=  -  '  .  I      -;.  i»at.  Otr.  = 

i  Made  of   extra  quality  ^tucU    lirmly   braided   and   smoothly  finished.  I 

s  Carefully  inspected  and  guaranteed  free  from  flaws.  I 

S  Samples  and  information  g-ladly  sent.  = 

I         SAMSON  CORDAGE  WORKS,  BOSTON.   MASS.        I 

nuimumiimiiiHiiHiiimirmmiiiiriiiiniiiMiimiimiiMiiiMiiMiirMiimiimiiMniminiiiiiiimiiMiiiiiimuiiiimiiiiiruiimrimu^^^ 
^^mHiiiiiiiiniiiiiimsiiirmiiMniiiiiiMiiiiinmiimiiiiiitMiimiirinriiiimiiMiiiiiiiimimiiiiiiMumiimiimimmi^ 

.ELECTRIC  CAR  HEATERS 

ZoWoS*-  THERMOSTATIC   CONTROL 


I  THE  WORLD'S  STANDARD  | 

"IRVINGTON" 

I  BUck  and  YeUow  | 

I    VamUksil   SOk,   Vamisheil   Cambric,    Vamiakad   Paper    | 

I  Irr-O-Slot  Insulation        Flexible  Vamitheil  Tubinc         | 

I  Iniulating    Vamiike*    anii    Compound*  | 

I  Irvington  Varnish  &  Insulator  Co.  | 

I  Irvington,  N.  J.  | 

I  Salei    Representatives   in   the   Principal   Cities  | 

^iMiftiiiitiiiiiiiiiiiiimiiiiiimiiiiiiMiitiiitiiMiiiiiiiiiimimiiHimimiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiimitiiiiitiiiiiiminiiiiiiiiiiiniiitf 
gimillllliimilHIIllulltllllNllllullllllllllllllllltimilinir niillilniiillllllilllllliliriliiiiiiiliiiiniiltiiiritillliuiiniiltiiiniilillillll^ 


ELECTRO-PNEUMATIC 
DOOR  OPERATING  DEVICES 

aiiiiiiniiitiiiuiiiiiiiiniiiiiiiiiiMHiiiiiiiiiiiiiiiiiii •iiiiiiiiitiiiiriiiiimiiiiiKiiiiiiiiiiiiiiiiiiiiiriiiiiiiiMniiiiiiiiiMirriiiiiiiiiiiiiiinc 

MiiiiiiiiiitiiiiiiiiiiiiiiMiniiiiiiiiiiMiiiiiiiiriiiiiiiiriiiiriiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiriimiiiiiiiniiniiiiiiiiiiiniiiniiiiiiii^ 
I  ELECTRIC  HEATER  EQUIPMENTS  Address  All     I 

Communi-      = 
cations  to       i 

BUSH  I 

TERMINAL    I 

i  220  36th  St.)  I 

Brooklyn,       = 

N.Y.  I 

Literature  on  | 
Request       = 


GOLD  aR  HEATINGS 
LIGHTING  CO. 

NEW  YORKCITY 


PATENTED 


i  THERMOSTAT  CONTROL  EQUIPMENTS 

^iiiitiiiiiHiniiHUiHiiiiiiiiriiiiiiiiiiiiiiniiniiuiiiiniiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiHiiniiiiiiiiiiiiitiiiniiitiiiiiiiiiiiiiiiiiiiiiitiiiiiliiuiih*. 

jHiiiiinriiuiiiiiiiiiiiiiiiuHiuiiiiitiiiniiiitiiiuiiiiMiiiiiniiiiniiiiiriitiiiiiiiiiiiiiiiiiMniiiiiiiiiiiiHiiimiiiiuiiiiiiiiiiiiiiiiiiiiiiiiimtiii; 


Electrical  Macbinery,   Steam   Turbines,  Steam    Engines,    | 

Condensers,    Gas    and    Oil    Engines,    Air    Compressors,    I 

Air  Brakes  | 

■■■■■■■lllliUUIIfiHIIWmilHIII(WmillHIIIIIIIHilM1HIHIIIMIIIHIHHIWmHHIIII>*'IIHHHHHIHIItlllllllUIII(IIIIHIIMIIldi 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 
on  your  equipment. 

The  Universal  Lubricating  Co. 

Cleveland.  Ohio 

riiiuiiMiiiHiiimiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiniiitiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiimiiiiiiiiiiiiiiiiiiiHimiiiifi 
^iiili)iiMi)iiMiiiii)itiiiiliiiiiliiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiii)iiiiiiiiiiiiitiiiriiHiini<itiiHiiiiiiiiiiMiiniiiiiiii>iMiiitiiiiniiiriiitiiiiii<^ 

I      BUCKEYE  JACKS      | 

I  high-grade  R.  R.  Track  and  Car  Jacks  | 

I  I 

I  The  Buckeye  Jack  Mfg.  Co.  | 

I  Alliance,  Ohio  | 

^llluillHlllililHitiimimiiillimiliillliiilliitiiitimiiitiiiiiiiiiiniiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiitiimiiiiiiiiiiE 
^tiiuiiiiiiimiitiiiMimiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiMiiiiitriiiiiiiiiiiiiiiMiiiiiiiiininiiiiiiifiiiiiiiiiiiiiiiiiiiitiiiiiiiitiiij 

A  Style  for        | 
Every   Service     | 

^end  for  Catalr  | 

BONNEY-VEHSLAGE        I 
TCX)L  CO.  I 

Newark,   N.   J.  = 

'tiiiiHiiiiiiiiiHiiimiiinimiitiiiiiMuiiiiMijiiiiiMiriiiiiiiiiiniiiiMiiiiiiiriiiiiiiiiitiinHiiMiiriitiniiiiiiiiiiiiHiiijiiniiiiiiiiniiuiiiiiiuir 

^^■mnniiniiiiiiiniMiHimimniiiiiiiiiiMiiiiiiiMiiiiiiiimiiiiinuiuiiniiiiiiiiiiiiiiiiiJiimiiiiiiiiiMuiiiiiiiirMiiiiiiiiin:iitiiiiiiitm 

I  A  Single  Segment  or  a  Complete  Commutator    | 

5  is  turned  out  with  equal  care  in  out  shops.     The  orders  we  fill  i 

=  differ  only  in  magnitude;  small  orders  command  our  utmost  care  H 

=  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  S 

=  commutator  we  build.    That's  why  so  many  electric  railway  men  i 

I  rely  absolutely  on  our  name.  3 

I  Cameron  Electrical  Mfg.  Co.,  Ansonia,  Connecticut  I 

aiiiMiiMihiniiiuiiniiHiiiiMiiiiiiniiiiriitiiiiiiMtiiiiiiiiriiiiiiiiiiiiriiitiiiiiiiiiiiniiniHiiiiiiiitiiiniiiiiiiniiHiiiiiiiiiiiiiiiiHiiitiHHiH^ 
^mwiiiiuiiiimiMiimiiiiiiiiiiiiiiiiiiimiiHiiiuiimimiiiiiniiiiiiiiuimiiiiiiiiiiunimiinmiiiiiimiiiiiumimiiMiiiiMm 

I  ''Make  it  of  Vul-Cot  Fibre''  \ 


\  NATIONAL  VULCANIZED  FIBRE  CO.  I 

I    WILMINGTON  DELAWARE    | 

2  % 

riHiHHiiuMiiuiHMHHiiiiiiiHiiiMiiiiiiiniiHiiiimimiiiiimiHiiiMiiiimiuimiiHiiMiiiimiiiimiimiMiiiiuiitiiitiiimHMniiiiiiiiiiitir: 


April  14,  1923 


imilllllllMIIMiniUIIIHIIIItlHMIIIIIIIIIIIIIII 


ElectricRailwayJournal  37 

nil iiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiuiii iinimiii iiHuiiiiuiiiiiiiis    |ii"i"iiiiiiiiiitiiiiniiiiiiiiiiiiiiiiii tiiiiiiiiuiiiiiiiniiiiiiiiiiimiiuiiiiiiiimiiiiiiiiiMiiiiiimimiiiiiiiiiiiiimimiiiiiiiiiiiiiiimiiiB. 


OHMER 
FARE   REGISTERS 

They  indicate  and  record  the 
exact  amount  of  each  transac- 
tion. They  place  the  sale  of 
transportation  on  a  strictly  busi- 
ness basis. 

Ohmer  Fare  Register  Co. 

Dayton,  Ohio 


I  Car  Seat  and 

I  Snow  Sweeper  Rattan  1 1 

I             For  60  years  we  have  been  the  largest  im-  |  | 

I             porters  of  rattan  from  the  Far  East.     It  |  | 

I             is  therefore  to  be  expected  that  when  Rat-  I  | 

I             tan   is  thought  of   our   name,   "Hey wood-  |  I 

I              Wakefield,"  instantly  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  I  | 

Leather.  |  | 

HEYWOOD-WAKEFIELD 

COMPANY  I 

Factory:  Wakefield,  Mass.  |  | 

SALES    OFFICES:  |  I 

Hey  wood- Wakefield  Co.                      Heywood- Wakefield  Co.  i  = 

516  West  34th  St.,  New  York             1415  Mlchigran  Ave..  Chiea»o  I  | 

E.  F.  Boyle,  Monadnock  Bldgr.,  San  Francisco.  Cal.  i  = 

P.   N.  Grlgg.  630  Louisiana  Ave..  Washington.  D.  C.  =  | 

Railway  and  Power  Eneineering:  Corp.,  Toronto  and  Montreal  E  i 

G.  F.  Cotter  Supply  Co..  Houston,  Texas  |  | 

qtmimiimiiMiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiniiiiiiiiriiriiiiiiiitiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiniiiiiiiiiiiniiiiiiiiiiiiiiiiiiiniiuiiiiiiiimiin  ^tiiiiiiiiiiiiiiiiiiiiimiiiiniiitiiiiiiimiiiuiiniimiiniiniiitiiimiiiiiiiiiiiniiitiiiuiiiiiiiitiiiiiiimiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 

^iiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiHiiiuiiiiiiitiiiiiiiniiiiiiiiiiiiiiiinitiiiiiiiiitiiiiiiiiiiiniimiiiiiimiimiitiiiiiiiiiiiiiiii^ 


MAIL     THAT     ORDER     TO      NIC 


iiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiMiiiiiiiiiii iiiiiiitiiiniiiiMiiiiiiiiiiiiiiliiiiiiiitiiiniimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiriiiiMiiniiiiiiiiiiMiiiiimiiiiiiiiiiiuiiimiiiiiiiiiiiiiiiiiiiiiiiiii^ 

aHiiHiiiii iiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiniiHimiiiiiiiiiiiniiiiiiiiiiiiiiMiii     ^iiiiiiiiiiiniiiuiiii iiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiniiiii i i iiiiiuiii iiiiii i iiiuiiiiiiuiiiu 


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,  IllinoU 


illllimiilllliliiiiilliiiiiiiiiiiilinillilliilliiiiliiilMiiliiiiiiiiiiiuiiiiiiiiiiiniitiiiiiiiiiiiiiiriiiitiiiim:i* 


iiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiij 

Fare  Boxes  Change  Carriers  I 

COIN 

COUNTERS  SORTERS  WRAPPERS  I 

THE  CLEVELAND  FARE  BOX  CO. 

CLEVELAND,  OHIO  I 

Canadian  Branch,  Preston,  Ontario.  | 

jiiiiiiiiiniiiiiiiHiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii iiiiiiMiiiiiiiiiiiiiiiii ifiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiR 


Universal   I 


JOHNSON  &r 


Adjustable 


The  beat  chancer  on  the  market. 
Can  be  adjusted  by  the  conductor  to 
throw  out  a  TaxyiQff  number  of 
coins,  necessary  to  meet  changes  in 
rates  of  fares. 


Flexible 


Each  barrel  a  separate  unit,  oennit- 
tingr  the  conductor  to  interchange 
the  barrels  to  suit  his  personal  re- 

auirements.  and  to  facilitate  the  ad- 
Ltion  of  extra  barrels. 


I  JOHNSON  FARE  BOX  COMPANY 

I  Ravenswood,   Chicago,    III. 

iiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiii>tiiiiiiiiiiiitiiiiiiiitiiiiiiiiiiiiiiiiiiiiii)niiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiHi"iii"ii"i"'>tiiiiiiiiiii^ 


^iiiimiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiii>iii<iii»iiii>iii<iiii»ii>i"iii"i><i"><i>>)<""<i'"ii'"""""""" 


IIIIIIIIIIIIIIIIIIIIIIIIIHIUIIti 


Company 


^.illlHimiiiililllliimlinilunuiiiiiK 


Direct  | 

Automatic  | 

Registration  I 

By  the  | 

Passengers  | 

Rooke  Automatic  | 

Regiiter  Co.  i 

Providence.  R.  I.  = 

millllllltlllllllllillinillllllllllUIIIIHIIIIIIIIIIIIKIIIIUIUHIIIIIIIIIIIIIIttHIMIIimilHIIIIfflllF 


88 


Electric    Railway    Journal 


April  14,  1923 


Searchlight  Section 


POSITIONS  VACANT 


LEGAL  NOTICE 


FIRST-CLASS  armature  winder,  one  famil- 
iar with  street  railway  motors.  Address 
Master  Mechanic,  P.  O.  Box  407,  Rens- 
selaer, N.  Y. 

WANTED  at  good  salary,  competent  form- 
maker  to  repair  and  build  new  armature 
coil  forms.  In  applying  give  experience 
and  references.  (Signed)  National  Ar- 
mature &  Electric  Works,  Bluefleld, 
W.   Va. 


WORKING  car-house  and  shop  foreman 
wanted  for  a  small  electric  railway  in 
New  England,  familiar  with  car  wiring, 
the  most  modern  equipment  and  one-man 
cars.  State  experience.  P-536,  Elec.  Ry. 
Journal,  10th  Ave.  at  36th  St.,  New  Tork. 


POSITIONS  WANTED 


SUPERINTENDENT  of  transportation 
with  a  proven  successful  record  of  18 
years  on  high  grade  properties  solicits 
correspondence  with  managers  that  are 
in  need  of  a  capable,  practical,  progress- 
hive  superintendent  of  transportation, 
that  can  get  results.  At  present  em- 
ployed. Present  relations  pleasant,  per- 
sonal reasons  for  desiring  change.  High 
grade  references  as  to  character  and 
ability.  Address  PW-537.  Elec.  Ry. 
Journal,  Leader-News  Bldg.,  Cleveland,  O. 

SUPERINTENDENT  of  transportation. 
Twenty  years'  experience  in  electrical 
line,  operating  city,  interurban  and  sub- 
urban property.  Good  record  based  on 
long  experience  with  large  property. 
Present  relations  are  pleasant,  personal 
reasons  for  desiring  a  change.  PW-533, 
Electric  Railway  Journal,  Old  Colony 
Bldg.,    Chicago,   111. 


LEGAL  NOTICE 


STATEMENT  OF  THE  OWNERSHIP, 

MANAGEMENT,    CIRCULATION, 

ETTC,  REQUIRED  BY  THE 

ACT  OF  CONGRESS  OF 

AUGUST  24,  1912 

Of  Electric  Railway  Journal,  published 
weekly  at  New  York,  N.  Y.,  for  April  1, 
1923. 

State  of  New  York  Igg 
County  of  New  York  )      ' 

Before  me,  a  Notary  Public  in  and  for 
the  State  and  county  aforesaid,  personally 
appeared  James  H.  McGraw,  Jr..  who,  hav- 
ing been  duly  sworn  according  to  law,  de- 
poses and  says  that  he  is  the  Secretary  of 
the  McGraw-Hill  Company,  Inc.,  Publishers 
of  Electric  Railway  Journal,  and  that  the 
following  is.  to  the  best  of  his  knowledge 
and  belief,  a  true  statement  of  the  owner- 
ship, management  (and  if  a  daily  paper,  the 
circulation),  etc.,  of  the  aforesaid  publica- 
tion for  the  date  shown  in  the  above  cap- 
tion, required  by  the  .4ct  of  August  24,  1912, 
embodied  in  section  443,  Postal  Laws  and 
Regulations,  printed  on  the  reverse  of  this 
form,  to  wit : 

1.  That  the  names  and  addresses  of  the 
publisher,  editor,  managing  editor,  and 
business  managers  are:  Publisher:  Mc- 
Graw-Hill Company.  Inc..  10th  Ave.  at  36th 
St.,  New  York,  N.  Y.  Editors,  H.  W.  Blake 
and  H.  L.  Brown.  10th  Ave.  at  36th  St..  New 
York,  N.  Y.  Managing  Editor,  None. 
Business  Manager,  L.  W.  Seeligsberg,  10th 
Ave.  at  36th  St..  New  York,   N.  Y. 

2.  That  the  owners  are:  (Give  names  and 
addresses  of  individual  owners,  or,  if  a  cor- 
poration, give  Its  name  and  the  names  and 
addresses  of  stockholders  owning  or  holding 
1  per  cent  or  more  of  the  total  amount  of 
stock.)  McGraw-Hill  Company,  Inc.,  10th 
Ave.  at  36th  St.,  New  York.  "N.  Y.  James 
H.  McGraw,  10th  Ave.  at  36th  St.,  New 
York.  N.  Y.  Arthur  J.  Baldwin,  10th  Ave. 
at  36th  St..  New  York.  N.  Y.  Henry  W 
Blake,  10th  Ave.  at  36th  St..  New  YoT-k. 
N.  Y.  Fred  R.  I^w.  10th  Ave.  at  36th  St.. 
New  York,  N.  Y.  Leonard  D.  Baldwin,  27 
Pine  Street,  New  York,  N.  Y.  James  H. 
McGraw  and  James  H.  McGraw,  Jr.,  Trus- 
tees for:  Harold  W.  McGraw,  James  H. 
McGraw.  Jr..  Curtis  W.  McGraw,  Donald  C. 
McGraw,  lOth  Ave.  at  36th  St.,  New  York, 
N.  Y.     Essex  Co.  Trust  Co.,  et  al..  Trustees 


for  Estate  of  John  A.  Hill,  East  Orange, 
New  Jersey.  Leonard  D.  Baldwin  and 
Arthur  J.  Baldwin,  Trustees  for:  Donald 
Baldwin,  Grace  Riker,  Franklin  Baldwin, 
Cynthia  Hazelton,  27  Pine  Street,  New 
York,  N.  Y.  Malcolm  Muir,  Trustee  for- 
Lida  K.  Muir,  10th  Ave.  at  36th  St.,  New 
York,  N.  Y.  Grace  W.  Mehren,  53  Fairview 
Ave.,  South  Orange,  N.  J.  Curtis  W.  Mc- 
Graw, 370  Seventh  Ave.,  New  York,  N.  Y. 
Donald  C.  McGraw,  10th  Ave.  at  36th  St.. 
New  York,  N.  Y. 

3.  That  the  known  bondholders,  mort- 
gagees, and  other  security  holders  owning 
or  holding  1  per  cent  or  more  of  total 
amount  of  bonds,  mortgages,  or  other  se- 
curities are:  (If  there  are  none,  so  state.) 
None. 

4.  That  the  two  paragraphs  next  above, 
giving  the  names  of  the  owners,  stockhold- 
ers, and  security  holders,  if  any,  contain 
not  only  the  list  of  stockholders  and  secur- 
ity holders  as  they  appear  upon  the  books 
of  the  company  but  also,  in  cases  where 
the  stockholder  or  security  holder  apuears 
upon  the  books  of  the  company  as  trustee 
or  in  any  other  fiduciary  relation,  the  name 
of  the  person  or  corporation  for  whom  such 
trustee  is  acting,  is  given  ;  also  that  the 
said  two  paragraphs  contain  statements  em- 
bracing affiant's  full  knowledge  and  bolief 
as  to  the  circumstances  and  conditions  un- 
der which  stockholders  and  security  ho'ders 
who  do  not  appear  upon  the  books  of  the 
company  as  trustees,  hold  stock  and  se.uri- 
ties  m  a  capacity  other  than  that  of  a  bona 
fide  owner ;  and  this  affiant  has  no  reason  to 
believe  that  any  other  person,  association 
or  corporation  has  any  interest  direct  or 
indirect  in  the  said  stock,  bonds,  or  other 
securities  than  as  so  stated  by  him. 

5.  That  the  average  number  of  copies  of 
each  issue  of  this  publication  sold  or  dis- 
tributed, through  the  mails  or  otherwise,  to 
paid  subscribers  during  the  six  months  pre- 
ceding the  date  shown  above  is  CThis  in- 
formation is  required  from  daily  publica- 
tions only.) 

JAMES  H.   McGRAW,  JR. 

Sworn  to  and  subscribed  before  me  this 
24th  day  of  March,   1923. 

[Seal.]  MARTIN  J.  WIEMER 

^rA'°^^F  ;?"•?!•?    Kings   County,  Cenlflcate 
^°-     27.     Certificate     filed     in     New     York 
County  No.  44. 
(My   commission   expires   March   30,    1924.) 

'••■■■Ill •■■IIIMII 


TRUSTEES  SALE 

By  decree  of  the  Common  Pleas  Court  of 
Montgomery  County,  sitting  in  equity  the 
Norristown  Trust  Company.  Trustee,  will 
sell  at  the  Court  House.  Norristown.  Pa.,  in 
Court  room  No.  1  at  one  o'clock  P.  M.  on 
Monday.  April  30.  1923,  all  the  charter 
and  franchise  rights,  together  with  all  its 
property,  leaseholds,  railway  and  transmis- 
sion lines,  rolling  stock,  and  all  property- 
real,  personal  ana  mixed,  of  the  Montgomery 
Transit  Company,  whose  built  line  extends 
from  Trooper  to  Harleysville.  all  in  Mont- 
gomery County,  and  about  12%  miles  in 
length,  with  contract  connections  into 
Norristown  and  other  points.  See  full  ad- 
vertisement in  Norristown  Herald.  Further 
information  furnished  by  Trustee.  Certified 
check  of  15,000  required  to  be  filed  with 
Trustee  one  hour  before  sale  by  bidders. 
10  per  cent  at  close  of  sale,  balance  sixty 
(60)  days  after  confirmation.  Knock  down 
price  $150,000.    Further  conditions  at  sale. 


By  Norristown  Trust  Company, 

Trustee. 
Aaron  S.  Swartz,  Jr. 
Franklin  L.  Wright. 

Solicitors. 
Norristown.   Penna. 


FOR  SALE 


I  New  Wheels 

j  70 — 30  in.  Cast  Iron  Wheels 

I  2y2  m.  tread,  flange  ^ 

I  in.  X  ]%  in.,  hub  7^ 

I  in.  X  43^  in.,  rough  bore 

j  3^  in.,  dish  2%  in. 

I  TRANSIT   EQUIPMENT  CO. 

I  Cars — Molars 

I  501  Fifth  Avenue.  New  York. 


■  ■■■■■■■■■IIMt|M„„||,|l 


'■■■'■■■■■•■■■I •■■■•■■■■■■■IIMIIIIIIMII,,,,,,! 


FOR  SALE 

D.  C.  ENGINE  DRIVEN  SETS 

ATTRACTIVE  PRICE  FOR  QUICK  SALE 

]— Buckeye  Engine  18^  x  18%  direct  connected  to  General  Electric 
Cx)  s.  generator  type  MP,  class  8-165-240,  form  A-2,  volts  250/275, 
generator  No.  25826. 

1— Buckeye  Engine  18%  x  18  direct  connected  to  General  Electric  Go's, 
generator,  type  MP,  class  8-165-240,  form  L,  volts  250/275,  gen- 
erator No.  31345. 

1— Buckeye  Engine  18%  x  18%  direct  connected  to  General  Electric 
Cos.  generator  type  MP,  class  6-165-240,  form  R,  volts  250/275, 
generator  No.  159425. 

'~P  ^  36  X  42  cross-compound  vertical  Corliss  Engine  made  bv  Filer- 
Stowell  Co..  Milwaukee,  Wis.,  direct  connected  to  General  Electric 

9     In'"  rl^       '  l¥^I!  ;^°^^'  ^^^  '•P-'"-  generator  No.  31209. 
2-All,s-Chalmers  26  x  36  Corliss  Horizontal  Engines  direct  connected 

The  switchboard  equipment  for  these  generators  will  consist  of  generator 
panels  only,  which  includes  circuit  breaker,  ammeter  and  switches. 

The  above  sets  cmi  he  seen  in      operation   until  May    ht— Pittsburgh 
Utstrict. 

FS-539,  Electric  Railway  Journal,  Real  Estate  Trust  Bldg.,  Philadelphia   Pa. 

HMMlMlltl H ■■■■••'••"■•■■■•tlllllMMMIirillllllUMIHIIItllllllimiU '"■■'"ItMltll •MmMlllltlllM  ' 


April  14,  1923 

Electric  Railway  Journal 


©cill^^SKioLa^Kiij  g[ieiJi]@H 


39 


!•••( •IMMIIIMIIImiK 


No.  201—2—3—6. 

4 — ir-t-tt.  Intemrban  Passenger  and  Bagg:ag:e  Cars — Wood  Body, 

End    Entrance.    Cane    Seat.    Monitor    Roof     Motor    G.E.    57, 

Quadruple,   3-Turn   Control    Westinghouse.   K-14,   Single  End. 

Brakes,  Westinghouse,  Compressors,  Nat.  Brake  &  Electric  Co. 

B.B.   3    Baldwin  Trucks,  34-in.  Wheels,   4% -in.   Axles,   Each 

K'^.OOO.OO. 


No.  207. 

Interurban  Passenger  and  Baggage,  All  Steel  Center  Entrance, 
51-ft.  Car.  Motor,  Westinghouse,  306  V  4  Quadruple.  Con- 
trol Westinghouse  H.L...  Brakes.  Westinghouse.  with  Nat. 
Brake  Compressor,  B.B, 2,  Baldwin  Trucks,  34-in.  Wheels,  5-in. 
Axles,   $4,S00.00. 


Ten    other  cars  in  very  good  condition  are  covered  by  our  Bulletin — mailed  upon  reauest. 

BUFFALO  HOUSE  WRECKING  &  SALVAGE  CO. 


Buffalo,    N.   Y. 


IMIKIIIIIIMIMIIIIMIlllllMIII 


Phone,  Fillmore   1856 


■■iMMiiiitiiiniiiiii 


IIIIIIIIMIMMMIIMIIIMMII 


IIIIIIIIIM1IIIIIIH<C 


-tlllllMIIMMItlMlllllllUllltllHI 


"Searchlight" 

Ad 

Costs  Little 

and  is 

Quick  Acting 


FOR  SALE 

20— Peter  Witt  Cars 

Weight   Complete,  33,000   lbs. 

Seat  .53,  4 — G.  E.  No.  358-C  Motors. 
K-13-H  Control,  West.  Air  Taylor  Trucks. 
R.H.  Type.    Complete. 

ELECTRIC  EQUIPMENT  CO. 
Commonwealth  Bldg..  Philadelphia,  Pa. 


ROTARY   CONVERTER 

1 — 300-kw..  35-cy.  West.    Will  sell  or  trade 
for  60-cy.  Converter  of  same  capacity. 

KANKAKEE  &  CRBANA   TRACTION  CO. 

Urbana.  III. 


FOR  SALE  I 

G.E.CO.  ROTARY  CONVERTER  I 

60    cy.,    13,;i00    or   6C00    v.    A.C.   to   SBO   v.  I 

D.C.,   2300  kw.  i 

Includes  the  following;  | 

Item  1 — Type  HCC,  16  pole,  3200  kw.,  450  = 

r.p.m.,  590  v.  Synchronous  Conver  I 

ter  with  booster  and  instruments.  t 

Item  2 — 3    type    WC,    60    cy..    900    kva..  • 

13.200-6600     V.    primary,    368     v.  ; 

secondary,  water-cooled  Transfoim-  | 

ers  with  10%  taps  above  and  below  E 

normal  and  50%    starting  tap.  = 

Item  3 — Complete  3  panel  switchboard  for  i 

the  above.     Built  1017  | 

Has  been   rnn  only   for  test — prompt  ship-  | 

mt'nt- — attractive  price  | 

Picture  of  Converter  appeared  in  | 

March  nth  issue.  | 

Apply  General   Chemical   Company    f 

40  Rector  St..  New  York.  N.  Y.  I 

IIIIIIIIIIIIIMIIIIIIIIMIIItlllHIIIIIr 


wriiim iiMiiiiiiiiiiiiliiliiiiii iiiiiil iiiiiii iiiiiiiliiiiiiimiiiiiiiiiiiiiiu luimimiiiiimiiiimiii iriiiii^      uiiiiiiiuiiiiiiiiuiliuiiljuiijuiijuiiuiiuiliuiiuiiiiiiiijiiijjiilliiiiiiillilliiiiiiiiiiniiijiiriiilllllllllllilllliuilllii iiiimimiiimiiug 


.lllUliUlilU^ 

g 
i 


R5 


Car  Heating  and  Ventilation    |  Waterproofed  Trolley  Cord 


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  get  your  cars  ready  tof 
next  winter.     Write  for  details. 

The  Peter  Smith  Heater  Company 
1725   Mt.   Elliott   Ave.,   Detroit,  Mich. 


l|BBSi 

riiiniiiiiiiiiiiniiiiniiiiiiiiiimiiiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiniinuiMiiiiiiiiiiiiiiii.iiniii iiiiiiiiimimi miumiiiiiiiB 

iiiiiiiuiiiiniiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiihiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiuiiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiniiiiiiiiiiiii 

pAiuwA\{  I  friuiry  f»oMPANi( 

Sole  Manufacturers 
••HONETCOMB"   AND  "IIOUND  JBT"  VKNTHATORS 

for  Monitor  and  Arch  Roof  Cars,  and  all  cla8«e«  of  buildinga: 

nlM   ELECTRIC  THERMOMETER  CONTROL 

of  Car  Temperatures. 

141-161  West  8«d  St.  WHte  for  1338  Broadway 

Chicago,  ni.  Cataloaue  New  York,  N.  Y. 


be 


jHiiiMtiHiiHiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiniiniiiiiiiiriiiriiiniiitiiiiiiiiiiiiiiiiiiimiiMiiiiiiiiiiimiM'MiiiiiiiiMiiiiiiiimiiiiiiiiimir: 
iiiiiiiimiiitiiiHiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiitiiiHiiiriiiiiiiiiiiHiinriiiiiiiniiniiMiiiiiiiiiiiiniiHiiitiiiiiiiiiiiitiiiHiiKiiiiiiiHii 

Car  Seating,  Broom  and  Snow  Sweeper 
Rattan,  Mouldings,  etc. 

AMERICAN  RATTAN  &  REED  MFG.  CO. 

Brooklyn,  N.  Y. 

AMERICAN  means  QUALITY 
RATTAN  SUPPLIES  OF  EVERY  DESCRIPTION 

^llmillllllHlliMiiiniiiMlil>iiiiiiiiiiiiiiiiiiillililiiliiMiiiMuiiiiniiiiiHiii)riiiiiiiiuiiiiM)iiiiitniriiililiiiliiiiiiiiiiliillHlilt"llllltliliiF 


I  Is   the    finest   cord    that    science    and    skill    can    produce 

i  Its  wearing  qualities   are  unsurpassed. 
i  FOR  POSITIVE  SATISFACTION  ORDER 

I  SILVER  LAKE 

I       If  you    are    not    familiar   with   the   quality    you    will 
I       surprised   at  its  ENDURANCE  and   ECONOMY. 
I  Sold  by  Net  Weights  and  Full  Lengths 

I  SILVER  LAKE  COMPANY 

i  Mamifaclurers  of   bell,  signal  and  other  cords. 

I  Newtonville,  Massachusetts 

iiiiiiiiiimmiiiiiiimiiiniiniiiiiiimiiiiiiiiiiiiiiiirniniiuniiiiiiimiiiiiii iiMiMiiiiMuiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHuu^ 

amiiitiiiiiiiiiiiiiii iiimiin iiiiiini iii iiiiiii iiiiin iiiiiiimiiii iiiit iiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiii^ 

PAINT 

Sells  Transportation   I 

Let  OUT  experts  on  railway  c»^  s 

finishing  demonstrate  Beckwit>  = 

Chandler  paints  and  vamiflhc  S 

Write  for  details- 


i 


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Gets  Every  Fare  1 

PEREY  TURNSTILES     I 
or  PASSIMETERS  | 

Use  tiiem   in   your   Prepayment  Areaa   and        = 
Street  Cars  | 

Percy  Manufacturing  Co.,  Inc.      | 

30  Church  Street,  New  York  City 

'iiiiiiuiiiiiiiiiiiititiiiiiiiuHiiiiiiiHiiiiiiiiiiiiiiiiiiiiimiiiiiimiiniiiiiiiiuriiu iiiiiiiiri iiiiiiiiiu tiiiiiiriiiiiiiiiiiiiiiiir 


I     Beckwith-Chandler  Co.,  203  Emmett  St.,  Newark,  N.  J.     | 

^■illlilllliiiiiHiiiiniiiniliniiiirlliiiiiiiiiiiiiiiiiliiiiiiiiiiiiiilillllllilliriiiniiiiiiiiniitiiiiniiiiliiMliliHllliiiiMllliiuiiiiiiliimiililill''' 

'JinilliiiiiliiiiiiiiiiiiiiinniniiiiiniiiiiiiniiiiiiiilllliiiiriiiiiiiiiiiiiriiiiiiiiiiliiniiiiiiiiMiiiMiiriiniiiiiiiiiitiiiiHMillllllMllllllllMllllli 
I  55  Neu)  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 

I  Manufactured  and  Sold  bt 

I      Morton  Manufacturing  Company,  Chicago 

if     ^unillllliriillilllllllllliiiilllllllllliliiiit inilllllllllll niiiliiiiltiiii iiiiiituimiiiniiiniiiinl iiniiniiiiniiuiiuiii 


40 


Electric    Railway    Journal 


April  14,  1923 


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,   .*9tre«t   Car 

Collier,  liic.   Barron  G. 
Air    Receivers,    Aftercoolers 

Ingereoll-Rand  Co. 
Anchors,  Guy 
Blettrif  Service   Sup.  Co. 
Ohio  Bras»  Co. 
Standard  Steel   Works  Co. 
Western  Electric  Co. 
Westin^hous^  £.  &  M.  Co. 
Armature  Shop  Tools 

Eleetnc  Service  Sup.  Co. 
.\utoniutic  Return  Switch 
Stands 
Ramapo  Ajax  Corp. 
.-Vutonuttic  Safety  Switch 
Stands 
Ramapo  Ajax  Corp, 
.-Vxles 
B. mis  Car  Truck  Co. 
Cambria  Steel  Co. 
Midvale  Steel   &   Ord.  Co. 
St.  Louis  Car  Co. 
Axles,  Car  Wheel 
Bemis  Car  Truck  Co. 
Brill  Co.,  The  J.  G. 
Carnegie  Steel  Co. 
Westingrhouse  E,    &  M.  Co. 
.V\ie  IStraighteners 
Columbia  M.  w.  &  M.  I.  Co. 
Babbitt  Metal 
Ajax  Metal  Co. 
Mon-Jones  Br.   i  Metal  Co. 
Babbitting  Devices 

Columbia  M.  W.  &  M.  I.  Co. 
RadgCK  and  Buttons 
Electri.-   Service    Sup.    Co. 
Inteniat  1    Retri.ster  Co..   The 
Bearings    an    Bearing    Metals 
Ajax  Metal  Co. 
Baldwin   Locomotive  Works 
Bemi.»  Car  Truck  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
General   Electric  Co. 
Gilbert  &  Sons.   B.  F.  A. 
Le  Grand.   In*-..   Nic 
More-Jones  Br.   &  Metal  Co. 
Westlnghouse  E.  &  M.  Co. 
Bearings  Center  and  Boiler 
.Side 
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-Heating  Co. 
Electric    Serrit^    Sup.    Co. 
Western  Electric  Co. 
Boilers 

Babcock  &  Wilcox  Co. 
Boiler   Tubes    (Charcoal  Iron 
and    Steel) 
Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 
Bonding  .Apparatus 
.\mcrican  Steel  &  Wire  Co. 
Electrio  Railway  Improve- 
ment Co. 
Electric   Service  Sup.  Co. 
Indianapolis  Switch  &  Fror 

Co. 
Ohio  Brass  Co. 
Railway  Track-work  Co. 
Western  Electric  Co. 
Bonds.  Rail 
American  Steel  &  Wire  Co. 
Electric    Railway    ImprOTe- 
ment  Co. 
Electric   Service  Sup.  Co. 
General  Electric  Co. 
Indianapolis  Switch  &  Fr0|r 

Co. 
Ohio  Brass  Co. 
Railway  Track-work  Co. 
Western  Electrio  Co. 
Westlnghouse  E.  4  M.  Co. 
Book  Publishers 

M.Graw-Hill  Book   Co. 
Brackets  and  Cross  Arms 
(See   also   Poles,  Ties 
Posts,  etc.) 
Bates  Exp.  Steel  &  Tr.  Co. 
Electric  Ry.  Equip.  Co. 
ElcMric  Service  Sup.  Oo, 
Hubbard  &  CO. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Brake  Adjusters 
National  Ry.  Appliance  Oo. 
Westlnghouse  Tr.  Br.  Oo. 
Brake  8hf>es 
Amer.  Br.  Shoe  A  Fdry,  Co, 
Barbour-Stockwell  Co. 
Bemis  Car  Truck  Co. 
Brill  Co..  The  J.  G. 
Columbia  M.  w    i  M.  1.  Co, 
Brakes.  Brake  Systems  and 
Brake  Parts 

Ackley  Brake  &  Supply 
Corp. 


Allis-Chalmers  MIg.  Co. 
Bemis  Car  Truck  Co. 
Brill  Co.,  The  J.  G. 
Columbia  M.  \\ .  &  M.  I.  Co. 
General  Electric  Co. 
National  Brake  Co. 
Safety  Car  Devices  Co. 
Westlnghouse  Tr.  Br.  Co. 
Brooms,  Track,  Steel  or  Rat- 
tan 
Amer.   Rattan   &   Reed   Mfg. 
Co. 
Brushes,  Carbon 
General  Electric  Co, 
Jeandron.  W.  J. 
Le  Carbone  Co. 
U.  S.  Graphite  Co. 
Westlnghouse  E.  &  M.  Co. 
Brushes,    Graphite 

U.  S.  Graphite  Co. 
Brush  Holders 
Anderson  Mfg.  Co..  A.  & 

J.  M. 
Columbia  M.  W.  &  M.  I.  Co. 
Brushes,    Wire  Pneomatic 

Ingcrsoll-Rand   Co. 
Buses,  .Motor 
Brill  Co..  The  J.  G. 
St.  Louis  Car  Co, 
Bushings 
National    Vulcanized   Fibre 
Co, 

Bushings,  Case  Hardened  and 
Manganese 
Bemis  Car  Truck  Co, 
Brill  Co.,  The  J.  G. 
Bus  Seats 
Hale  &  Kilbum 
Heywood-Wakefleld  Co, 
Cables    (See  Wires  and 

Cables) 
Cambric,    Tapes,    Yellow   and 

Black  Varnished 
Irvington  Varnish  &  Ins.  Co. 
Carbon  Brushes    (See  Brushes 

Carbon) 
Car  Lighting   Fixtores 

Electric   Service    Sup.    Co. 
Car  Panel  Safety  Switches 
Consolidated  Car  Heating  Co, 
Westlnghouse  E.  &  M.  Co. 
Cars,  Dump 
Differential   Steel  Car  Co. 
St.  Loui.s  Car  Co. 
Cars,  Gas  Rail 

St.  Louis  Car  Co. 
Cars,  Passenger,  Freight 
Express,   etc. 
Amer.  Car  (3o. 
Brill   Co..  The  J.  G. 
Cambria  Steel  Co. 
Kuhlman    Car    Co.,    G.   C. 
Midvale   Steel   &   Ord.  Co. 
National  Rv.  Appliance  Co. 
St.  Louis  Car  (io. 
Wason  Mfg.  Co, 
Cars,  Second  Hand 

Electric  Equipment  Co, 
Cars.  Seir-Propelled 

General  Electric  Co, 
Castings,    Brass,    Composition 
or  Copper 
Aja.x  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  &  Pdry. 

Co. 
Bemis  Car  Truck  Co, 
Columbia  M.  W.  &  M.  I.  Co. 
Le  Grand,  Inc.,  Nic 
Catchers   and   Retrievers, 
Trolley 
Electric  Service  Sup.  Co. 
Ohio  Brass  (3o. 
Wood  Co..  Chaa.  N, 
Catenary  Constmetlon 
Archbold-Brady  (jo. 
Western  Electric  Co, 
Change  Garrien 

Cleveland  Pare  Box  (^. 
Circuit  Breakers 
General  Electric  Co. 
Westlnghouse  E,  &  M,  Co. 
Clamps  and  Conneetors  for 
Wires  and  Cables 
Anderson  Mfg,  Co.,  A.  & 

J.  M. 
Dossert  &  Co. 
Electrio  Ry.  Eouip.  Co. 
Electric  Service  Sup.  Co. 
General  Electric  C^. 


JIubbard  &  Co. 
Ohio  Brass  Co. 
Westlnghouse  E.   &  M.  Co. 
Cleaners    and    Scrapers- 
Track    (See  also  Snow- 
Plows,    Sweepers   and 
Broolus) 
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.  &  M.  I,  Co, 
Electric  Service  Sup.  Co. 
Coils,  Armature   and   Field 
Columbia  M.  W.  &  M.  I.  Co. 
General  Electric  Co. 
Rome  Wire  Co, 
Coils,  Choke  and  Kicking 
General  Electric  Co, 
Westlnghouse  E.  &  M.   Co. 
Coin-Counting  Machines 
Cleveland  Fare  Box  Co. 
Electric   Service   Sup.   (!:o. 
Internat'l   Register  Co.,   The 
Johnson   Fare   Box  Co, 
Coin  Sortling  Machines 

Cleveland  Fare  Box  Co. 
Coin  Wrappers 

Cleveland  Fare  Box  Co. 
Commutator  Slotters 
Electric  Service  Sup.   Co. 
General  Electric  Co. 
Westlnghouse  E.   &  M.  Co. 
Commntator  Truing  Devices 

(Seneral  Electric  Co, 
Conimntators  or  Parts 
Cameron  Elec'l  Mfg.  Co, 
Coliunbia  M,  W,  &  M.  I.  Co. 
General  Electric  Ck). 
Westlnghouse  E,  &  M,  Co. 
Compressors,  .-llr 
.\Ilis-Chalmers  Mfg,  Co, 
(Jeneral  Electric  Co, 
IngersoU-Rand   Co, 
Western  Electric  Co, 
Westlnghouse  Tr,  Br,  Co, 
Compressors,  Air,  Portable 

Ingersoll-Rand   Co, 
Concrete    Reinforcing   Bars 
Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 
Condensers 
Allis-Chalmers  Mfg.  Co. 
(ieneral  Electric  Co, 
Ingersoll-Rand  Co. 
Westlnghouse  E.  &  M".  Co. 
Condensor,    Papers 
Irvington  Varnish  &  Ins.  Co, 
Connectors,   Solderless 
Dossert  &  Co, 
Westlnghouse  E.  &  M,  Co, 
Connectors,  Trailer  Car 
Consolidated  Car-Heat'g  Co, 
Electric  Service  Sup,  Co. 
Ohio  Brass  (Jo. 
Controllers  or  Parts 
Allis-Chalmers  Mfg.   Co. 
Columbia  M.  W.  &  M.  I,  Co, 
General  ETIectric  Co, 
Westlnghouse  E,  4  M,  Co 
Controller    Regulators 

Electric  Service  Sup,  Co. 
Controlling  Systems 
General  Electric  Co. 
Westinghouse  E.  4  M.  Co. 
Converters,  Rotary 
Allis-Chalmers  Mfg.  Co. 
General  Electric  Co. 
Westinghouse  E.  &  M.   Co. 
Conveying   and   Hoisting   .Ma- 
chinery 
Columbia  M,  W.  4  M.  I.  Co, 
Copper  Wire 

Anaconda  Copper  Min,  Co, 
Cord  Adjusters 
National  Vulcanized  Fibre 
Co, 

Cord,   Bell,   Trolley   Register, 
etc. 
Brill  Co,.  The  J,  O, 
Electric  Service  Sup,  Co, 
Internat'l  Register  Co..  The 
Boebling's  Sons  Co..  J.  A. 
Samson  Cordage  Works 
Silver  Lake  Co, 

Cord  Connectors  and  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.      I 


Cranes 

Allis-Chalmers  Mfg.  Co. 
Cross  .\rm8   (See  Brackets) 
Crossings 

Ramapo  Ajax  Corp. 
Crossing  Foundations 

International  Steel  Tie  Co, 
Crossing  Frog  and  Switch 
Ramapo  Ajax  Corp, 
Wharton,  Jr.,  4  Co,,  Wm, 
Crossing  Manganese 
Indianapolis   Switch  4  Frog 

Co, 
Ramapo  Ajax  Corp, 
nals.  Crossing) 
Crossings   Track    (See  Track, 

Special  Work) 
Oossings,  Trolley 

Ohio  Brass  Co, 
Crushers,  Rock 

Allis-Chalmers   M^g,   Co, 
Curtains    and    Curtain 
Fixtures 
Brill  Co,,  The  J,  G. 
Electric  Service  Sup.   Co. 
Morton  Mfg,  Co. 
Dealers  Machinery 
Electric    Equipment    Co. 
General  Electric  Co, 
Derailing  Devices    (See  Track 

Work) 
Derailing  Switches 

Ramapo  .\jax  Corp, 
Destination  Signs 
Columbia  M.  W.  4  M,  I,  Co, 
Electric   Service   Sup.   Co. 
Detective  Service 

Wish    Service.   P.   Edward 
Door  Operating  Devices 
Con.    Car-Heating    Co. 
Nat'I  Pneumatic  Co.,   Inc. 
Safety  Car   Devices  Co. 
Doors   and   Door  Fixtures 
Brill   Co.,  The  J,  G, 
General  Electric  Co, 
Hale  4  Kilburn 
Doors.  Folding  Vestibule 
Nat'l  Pneumatic  Co.,  Inc. 
Draft  Rigging    (See  Couplers) 
Drills,  Rock 

Ingersoll-Rand  Co. 
Drills,  Track 
American  Steel  4  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  4  Wire  Co. 
Roehling's  Sons  (jo..  J.  A. 
Western  Electric  Co, 
Electric  Grinders 
Railway  Track-Work  Co, 
Electrodes,   Carbon 
Indianapolis  Switch  4  Frog 

Co, 
Railway  Track-Work  Co. 
Electrodes,  Steel 
Indianapolis  Switch  4  Frog 

Co. 
Railway  Track-Work  Co. 
Enamels 

Beckwith-(^andler  Co. 
Engineers,     Consulting,     Con- 
tracting  and   Operating 
Allison  4  Co.,  J,  R. 
Archboid-Brady  (3o. 
.Arnold  Co,,  The 
Beeler,  John  A, 
Bibbins,  J.  Rowland 
Day  4  Zimmerman 
Ford.  Bacon  4  Davis 
Hemphill   4  Wells 
Hoist.    Englehardt  W. 
Jackson,    Walter 
Ong,  Joe  R, 
Parsons.  Klapp.  Briukerhofl 

4  Douglas 
Richey,  Albert  S, 
Robinson  4  Co,,  Inc., 

Dwight  P. 
Sanderson  4  Porter 
Stevens  4  Wood.  Inc. 
Stone  4  Webster 
White    Engineering    Corp., 
The  J.  G. 
Engines.  Gas,  Oil  or  Steam 
Allis  Chalmers  Mfg.   Co. 
Ingersoll-Rand  Co. 
Westinghouse  E.  4  M,  Co. 
Fare  Boxes 
Cleveland  Fare  Box  Co, 
Johnson  Fare  Box  Co, 
National   Ry.   Appliance   Co. 
Ohiner  Fare  Register  Co. 


Fence 

Cambria  Steel  Co. 
Midvale  Steel  4  Ord,  Co, 
Fences,   Woven    Wire   and 
Fence  Posts 
American  Steel  4  Wire  Co, 
Fenders  and  Wheel  Guards 
Brill  Co.,   The  J,  G, 
Consolidated  Car  Fender  Co 
Electric  Service  Sup.  Co. 
Le  Grand,  Inc.,  Nic 
F'ibre  and  Fibre  Tubing 
National   Vulcanized   Fibre 

Co. 
Westinghouse  E,  4  M,  Co, 
Field  Coils    (See  Coils) 
Flangeway  Guards,  Steel 
Godwin  Co.,  Inc.,  W.  S. 
Forgings 
Cambria  Steel  Co. 
Carnegie  Steel  Co. 
Columbia  M.  W.  4  M.  1    Cu 
Midvale  Steel  4  Ord.  Co. 
Frogs  and  Crossings,  Tee  Rail 

Ramapo  Ajax  Corp, 
Frogs,  Track 

(See  Track  Work) 
Wharton,  Jr,.  4  Co..  Wm. 
Frogs,  Trolley 

Ohio  Brass  Co. 
Fuses  and  Fuse  Boxes 
Columbia  M.  \\ .  4  M.  I    Co 
Consolidated  Car-Heating  Co 
(Seneral  Electric  Co. 
Western  Electric  Co. 
Westinghouse  E.  4  M'    Co 
Williams  4   Co..  J.  H. 
Fuses,  Reil,lahlr 

Columbia  M.  W.  4  M.  I    Co 
Gages,  Oil  and  Water 

Ohio  Brass  Co. 
Gaskets 
Power  Specialty  Co. 
Westinghouse   Tr.   Br.  Co. 
Gas-Klectric   Cars 

Gicnoral  Electric  Co. 
Gas  Producers 

Westinghouse  E.   4  M    Co 
Gates.  Car 

Brill  Co.,   The  J.  G, 
Gear  Blanks 
Cambria  Steel  Co, 
Carnegie  Steel  Co. 
Midvale  Steel  4  Ord.  Co. 
Gear  Cases 
Chillingworth    Mfg,   Co 
Columbia  M.  W.  4  M    I    Co 
Electric  Service  Sup.  Co. 
Westinghouse  B.  4  M.  Cc 
Gears  and  Pinions 
Ackley  Brake  4  Supply 

Corp, 
Bemis  Car  Truck  Co 
Columbia  M.  W,  4  M,  I,  Co 
Electric  Service   Sup.    Co 
(Seneral  Electric  Co. 
National  Railway  Appliance 

Co. 
Nuttall  Co,.  R    D 
Tool  Steel  Gear   4   Pinion 
Co. 

Generating   Sets,  Gas-Electrle 

(Jeneral  Electric  Co, 
Generators 

Allis-Chalmers  Mfg,  Co 

Western  Electric  Co, 

Westinghouse  E,   4  M    Co 
Girder  Rails 

Lorain  Steel  Co, 
Goggles.  Eye 

Indianapolis  Switch  4  Frog 

Smith  Heater  Co..  Peter 
Gongs    (See  Bells  and  Gongs) 
Greases    (See   Lubricants.) 

Grinders    and    Grinding    Sup- 
plies 
Indianapolis  Switch  4  Frog 

Railway  Track-Work   Co. 
Grinders,   Portable 

Railway  Track-Work  Co. 
Grinders,  Portable  Electric 

Railway  Track-Work  Co 
Grinding    Bricks    and    Wheels 

Railway  Track-Work  Co. 
Guard  Rail  Clamps 

Ramapo  Ajax  Corp. 
Guard  Rails,   Tee  Rail  and 
Manganese 

Ramapo  Ajax  Corp. 
Guards.   Trolley 

Electric  Service  Sup.  Co. 

Ohio  Brass  Co 
Hammers.  Pneumatic 

Ingersoll-Rand  Co. 


April  14,  1923 


Electric    Railway    Journal 


41 


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THORNTON 

The  trolley  wheel  with  the  high 
mileage  tide  bearing 

Thornton  Wheels  with  Thornton  side 
bearings  are  unusually  long-lived,  re- 
quire less  lubrication,  and  less  main- 
tenance. They  are  free  from  vibra- 
tion and  noiseless.  No  bushings,  /n- 
vestigate  them. 
Bearing-8  make  fifty  thousand  or  more  miles 

Send  for  descriptive  circular 

Thornton  Trolley  Wheel  Co., 

Incorporated 
Ashland,  Kentucky 


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1'-         iiil~ii  1 


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I     The  Kalamazoo  Trolley  Wheels    [ 

I  have   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   misled   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 

I  WHEEL    MAKERS    IN    THE 

I  WORLD.  I 

I  THE  STAR  BRASS  WORKS  | 

I  KALAMAZOO,  MICH.,  U.  S.  A.  | 

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PNEUMATIC 
TIE  TAMPERS 

Reduce  track  tamping 

and  maintenance  costs. 

Ask  for  Bulletin  9123 

INGERSOLL-RAND  COMPANY 


11  Broadway,  New  York 


170-TT 


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STAFFORD  I 

ROLLER  BEARINGS  | 

Cut     Power    Require-  | 
ments  in  Half  | 

Prevent    hot    boxes    and  | 

resulting:  journal  troubles;  | 

check  end   thrust   and   do  | 

away  with  all  lubrication  | 

difflcultles  BECAUSE —  | 

Thp.v  Klimlnate  £ 

Juuriial  Frlctiun  = 

(iimriinteed  Two  Years     | 

£ 
A$k  tor  IHtmtv  | 

'sTArroRD  noum  DLAmfiG  I 

BFit    AE.R.A.    ond   M.C.B.    Slond-     '>aBKf    CAB  TBIICH   COHPOIiATION    | 

\ard  Journaiti;    Readily   Applied   to       ^^^^^  i>tw>o«.       -♦'c        ^^*  § 

z  EQUipment  A'ow  in  Use.  i 

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The  No-Staff  Brake 

for  any  size  and 

type  of  car 

Apply  the  advaiiLaiTPs  of  the  «taffless  brake 
with  its  space-savinir  features,  to  a  1  your 
cars.  Ackley  No-Staff  Brakes  are  adaptable 
to  any  kind  of  service.  The  eccentric  chain- 
windinfT  drum  insures  quickest  applications 
and  maximum  power. 

Price  only  $32.00 


ACKIEY  BRAKE  F  SUPPLY  CORPORATION  I  ft«  i^J 


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42 


Harps,  Trollej 

Anderson  Mfgr.  Co..  A.  & 
J.  Jtf. 
Electric  Service  Sup,   Co. 
More-Jones  Br.  &  Metal  Co. 
Nuttall  Co..  R.  D. 
Star  Bra«8  Works 
Thornton  Trolley  Wheel  Co. 
HeadlishU 
Electric  Service  Sup.  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Heaters,  Car  (Electric) 
Consolidated  Car-Heating  Co. 
Gold  Car  Heating  &  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. 
Wetsinghouse  E.  &  M.  Co. 
Helmets.  Welding 
Indianapolis  Switch  &  Frog 

Co. 
Railway  Track-Work  Co. 
Hoists  and   Lifts 
Columbia  M.  W.  &  M.  I.  Co. 
Ford-Chain  Block  Co. 
Ingersoll-Rand  Co. 
Hose.  Bridges 

Ohio  Brass  Co. 
Hydraulic  Machinery 

Allis-Chalmers  Mfg.  Co. 
Instruments,  Measuring  and 
Recording 
Electric  Service  Sup.  Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Insulating    Cloth,   Paper   and 
Tape 
General  Electric  Co. 
Irving-ton    Varnish    &    Ins. 

Co. 
National    Vulcanized  Fibre 

Co. 
Okonite  Co. 
Standard  Underground  Cable 

Co. 
Westinghouse  E.  &  M.  Co. 
Insulating  Silk 
Irvington    Varnish   &  Ins. 
Co. 
Insulating  Varnishes 
Irvington  Varnish  &  Ins. 
Co. 

Insulation    (See  also   Paints) 

Anderson   Mfg.  Co.,  A.  & 
J.  M. 

Electric  Ry.  Equip.  Co. 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Irvington  Varnish  &  Ins. 
Co. 

Okonite  Co. 
Insulation,  Slot 

Irvington  Varnish  Xc  Ins.  Co. 
Insnlatorn 

(See   also   Line  Material) 

Anderson  M^g.  Co.,  A.  & 
J.  M. 

Electric  Ry.  Equip.  Cto. 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Irvington   Varnish  &  Ins. 
Co. 

Ohio  Brass  Co. 

Western  Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Insulator  Pins 

Electric  Service  Sup.  Co. 

Hubbard  &  Co. 
Insulators.  High  Voltage 

Lapp  Insulator  Co. 
Insurance.  Fire 

Marsh  &  McLennan 
Insnranee.  Life 

Prudential  Ins.  Co..  The 
Jacks    (See  also  Cranes, 
Hoists  and  Lifts 

Buckeye  Jack  Mfg.  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric  Service  Sup.  Co. 
Joints.  Rail 

(See  Rail  Joints) 
Journal  Boxes 

Bemis  Car  Truck  Co. 

Brill   Co..    The  J.   G. 
Junction  Boxes 

Standard  Underground  Cable 
Co. 
Lamn  Guards  and  Fixtures 

AndTBon  Mfg.  Co..  A.  & 
J.  M. 

Electric  Service  Sup,  Co. 

General  Electric  Co. 

Westinghouse  E.  &  M.  Co. 

Lamns.  Arc  and  Incandescent 

(See    also    Headlights) 

Anderson  Mfg.  Co..  A.  & 
J.  M. 

General  Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Lamps.  Signal  and  Marker 

Nichols-LintPrn   Ck). 

Ohio  Brass  Co. 


Electric    Railway    Journal 


April  14,  1923 


Lanterns,  Classification 

Nichols-Lintem  Co. 
Lightning    Protection 
Anderson  Mfg.  Co..  A.  & 

J.  M. 
Electric  Service  Sup.  Co. 
General  Electric  Co. 
Ohio  Brass  Co. 
Shaw,  Henry  M. 
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. 
Western  Electric  Co. 
Westinghouse  E.   &  M.  Co. 
Locking   Spring    Boxes 

Wharton.  Jr.,  &  Co..  Wm. 
Locomotives,    Electric 
Baldwin  Locomotive    Works 
General  Electric  Co. 
Westinghouse  E.  &  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.  &  M.  I.  Co. 
Manganese  Steel  Castings 

^Miarton.  Jr..  &  Co..  Wm. 
Manganese  Steel  Guard  Ralls 

Ramapo  Ajax  Corp. 
Manganese    Steel    Special 
Track  Work 
Indianapolis  Switch  &  Frog 

Co. 
Ramapo  Ajax  Corp. 
^^'harton.  Jr..  &  Co..  Wm. 
Meters    (See  Instruments) 
Motor  Buses 

(See  Buses,  Motor) 
Alotor  Leads 

Dossert  &  Co. 
>Iotormen's  Seats 
Brill  Co..  The  J.  G. 
Electric  Service  Sup.  Co. 
Wood  Co..  Chas.  N. 
Motors.   Electric 
AUis-Chalmers  Mfg.  Co. 
Westinghouse  E.  &  M.  Co. 
Motors   and   Generators,   Sets 

General  Electric  Co. 
Nails 
Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 
Nuts  and  Bolts 
Anis-Chalm-^rs  Mfg.  Co. 
Barbour^Stockwell  Co. 
Bemis  Car  Truck  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Hubbard  &  Co. 
Oils   (See  Lubricants) 
Packing 
Electric   Service   Sup.  Co. 
Power  Specialty  (3o. 
Westinghouse  E.   &  M.  Co. 
Paints  and  A'arnislies  (Preser- 
vative) 
Ackley  Brake   &   Supply 

Corp. 
Beckwith-Chandler    Co. 
Paints  and  Varnishes  for 
Woodwork 
Benkwith-Chandler   Co. 
National   Ry.  Appliance   Co. 
Pavement   Breakers 
Ingersoll-Rand  Co. 
Paving  Guards.    Steel 

Godwin  Co..  Inc..  W.  S. 
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  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  Specialtv  Co. 
Westinghouse  Tr.  Br.  Co. 
Planers  (See  Machine  Tools) 
Plates  for  Tee  Rail  Switches 

Ramapo  Ajax  Cor- 
Pliers — RublMT  Insulated 
Electric  Service  Sup.  Co. 
Ingersoll-Rand  Co. 


Pneiunatitc  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. 
Western  Electric  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 
Bell  Lumber  Co. 
International  Creosoting  and 

Construction  Co. 
Page  &  Hill  Co. 
Poles,  Ties,  Post,  Piling  and 
Lumber 
Baker  Wood  Preserving  Co. 
Bell  Lumber  Co. 
International  Creosoting  and 

Construction  Co. 
Le  Grand,  Inc..  Nic 
Nashville  Tie  Co. 
Page  &  Hill  Co. 
Southern    Cypress   Mfrs. 
Assn. 
Porcelain,  Special  High 
Voltage 
Lapp   Insulator  Co. 
Pot heads 

Okonite  Co. 
Power  Saving  Devices 

National  Ry.  Appliance  Co. 
Pressure  Regulators 
(Jeneral  Electric  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  &  M.  Co. 
Production  Engineering 
Sherman  Service.  Inc. 
Pumps 
Allis-Chalmers  Mfg.  Co. 
Ingersoll-Rand  Co. 
Pumps,  Vacuum 

Ingersoll-Rand  Co. 
I*unches.  Ticket 
Bonney-Vehslage    Tool   Co. 
International   Reg.   Co..   The 
Wood  Co.,  Chas.  N. 
Rails 
Cambria  Steel  Co. 
Midvale  Steel   &  Ord.  Co. 
Rail   BraccM  and  Fastenings 

Ramapo  Ajax  Corp. 
Rail  Grinders    (See  Grinders) 
RhiI  Joints 

Carnegie  Steel  Co. 
Rait  Joints,  Welded 
Indianapolis  Switch  &  Frog 
Co. 
Rails.  Steel 

Carnegie  Steel  Co. 
Railway  Paving  Guards,  Steel 

Godwin  Co.,  Inc..  W.  S. 
Railway  Safety  Switches 
Consolidated  Car-Heating  Co. 
Westinghouse  E.  &  M.  Co. 
Rail  Welding 

Railway  Track-Work  Co. 
Rattan 
Amer.  Rat.  &  Reed  Mfg.  Co. 
Brill  Co..  The  J.  G. 
Electric  Service  Sup.  Co. 
Hale  &  Kilbum 
St.   Louis   Car  Co. 
Registers  and  Fittings 
Brill  Co..  The  J.  G. 
Electric  Service  Sup.  Co. 
International  Reg.  Co...  The 
Ohmer  Fare   Register  Co. 
Rooke  Automatic   Reg.  Co. 
Reinforcement,    Concrete 
American  Steel  &  Wire  Co. 
Carnegie  Steel  Co. 
Repair  Shop  .Appliances    (See 
also    Coil    Banding   and 
Winding  !!MachineH) 
Columbia  M.  W.  &  M.  T.  Co. 
Electric  Service  Sup.  Co. 
Repair  Work    (See  also  Coils) 
Columbia  M.  W.  &  M.  I.  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. 
Rolled  Steel  Wheels 
Cambria  Steel  CJo. 
Midvale  Steel  &  Ord.  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. 
Nichols-Lintem  Co. 
Ohio  Brass  Co. 
Sash   Fixtures.   Car 

Brill  Co.,  The  J.  G. 
Sash.  Metal  Car  Window 

Hale  &  Killbum 
Scrapers,    Track     (See    Clefui- 

ers  and  Scrai^rs,  Track) 
Screw   Drivers.   Rubber  Insu- 
lated 
Electric  Service  Sup.  Co. 
Seating  Materials 

Brill  Co.,  The  J.  G. 
Seats.  Bus 

St.  Louis  Car  Co. 
Seats,  Car   (See  also  Rattan) 
Amer.  Rattan   &  Reed  Mfg. 

Co. 
Brill  Co..  The  J.  G. 
Hale   &  Kilbum 
Heywood-Wakefield  Co. 
St.  Louis  Car  Co. 
Second  Hand  E^qulpment 
Electric  Equipment  Co. 
Shades,  Vestibule 

Brill  Co..  The  J.  G. 
Shovels 
Allis-Chalmers  Mfg.  Co. 
Brill  Co.,  The  J.  G. 
Hubbard  &  Co. 
Side  Bearings    (See  Bearings, 

Center  and  Side) 
Signals.  Car  Starting 
Con.    Car   Heating   Co. 
Electric  Service  Sup.  Co. 
Nat'l    Pneumatic   Co.,    Inc. 
Signals,  Indicating 

Nichols-Lintem  Co. 
Signal  Systems,  Block 
Electric  Service  Sup.  Co. 
Nachod  Signal  Co..  Inc. 
U.  S.  Electric  Signal  Co. 
Wood  Co..  Chas.  N. 
Signal  Systems,   Highway 
Crossing 
Nachod  Signal  Co..  Inc. 
U.  S.  Electric  Signal  Co. 
Slack  Adjusters 

(See  Brake  Adjusters) 
Slag 

Carnegie  S'»el  Co. 
Sleet   Wheels  and  Cotters 
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-Lin  tern   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. 
Special   Adhesive  Papers 
Irvington  Varnish  &  Ins.  Co. 
Special    Track- Work 

Lorain  Steel  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. 
St.  Louis  Car  Co. 
Sprinklers.    Track    and    Road 

Brill  Co..  The  J.  G. 
Steel  Castings 
Wharton.  Jr..  &  Co..  Wm. 
Steels  and  Steel  Products 
Cambria  Steel  Co. 
Morton  Mfg.  Co. 
Midvale  Steel  &  Ord.  Co. 
Steel   Freight   Cars 
Cambria  Steel  (^o. 
Midvale  Steel  &  Ord.  Co. 
Steps.  Car 

Morton  Mfg.  Co. 
Stokers.  Mechanical 
Babcock  &  Wilcox  Co 
Westinghouse  ET.  &  M.  Co. 
Storage  Batteries    (See  Bat- 
teries.  Storage) 
Strain  Insulators 
Ohio  Brass  Co. 
Strand 

Roebling's  Sons  Co..  J.  A. 
Structural  Steel 
Midvale  Steel  &  Ord.  Co. 
Cambria  Steel  Co. 
Superheaters 
Babcock  &  Wilcox  Co. 
Power  Sp-<iaUy  Co. 
Sweepers,  Snow    (See  Snow 
Plows,    Swpcpers    and 
Brooms) 


Switch  Stands 

Indianapolis  Switch  &  Frog 

Switch    Stands    andv  Ftxtares 

Ramapo  Ajax  Corp. 
Switches,  Selector 

Nichols-Lintern   Co. 
Switches.   Track    (See  Track, 

Special    Work) 
Switches   and    Switchboards 
Allis-Chalmcrs  Mfg.   Co. 
Anderson  Mfg.  Co.,  A.  & 

J.  M. 
Electric  Service  Sup.  Co. 
General  Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Switches,    Tee   Rail 

Ramapo  Ajax  Corp. 
Tampers,   Tie 
Ingersoll-Rand  Co. 
Railway   Track-Work    Co. 
Tapes  and   Cloths    (See   In- 
sulatin^;    Cloth.    Paper    and 
Tape) 
Tee  Rail  Special  Track  Work 

Ramapo  Ajax  Corp. 
Telephones   and  Parts 
Electric  Service  Sup.  Co. 
Western  Electric  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  Utihty  Co. 
Smith  Heater  Co..  Peter 
Ticket  Choppers  and  Destroy- 
ers 
Electric  Service  Sup.  Co. 
Tie  Plates 
Cambria  Steel  Co. 
Midvale  Steel  &  Ord.  Co. 
Ties  and  Tie  Rods,  Steel 
Barbour-Stockwell  Co. 
Carnegie  Steel  Co. 
International  Steel  Tie  Co. 
Ties,    ^lechanlcle 

Dayton  Mechanical  Tie  Co. 
Ties,  Wood  Cross   (See  Poles. 

Ties,   etc.) 
Tongue  Switches 

Wharton.  Jr..  &  Co..  Wm. 
Tool  Steel 
Cambria  Steel  Co. 
Carnceie  Steel  Co. 
Midvnl"  Steel   &  Ord.  Co. 
Tools,  Track    and   Miscellane- 
ous 
Amer.  Steel  &  Wire  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
EleetrJc  Service  Sup.  Co. 
Hubbard   &   Co 
Railway  Trar-k-Work  Co. 
Towers  and  Transmission 
Structures 
Bates  Exp.  Steel  Truss  Co. 
WcstinErhouse    E.    &  M.    Co. 
Track    Rxl>anslnn   Joints 
Wharton.  Jr..  &  Co..  Wm. 
Track  Gr-nders 

Railway   Tra-^k-Work    Co. 
Trackless  Trollicars 
St.  Louis  Car  Co. 
Track,   Special  Work 
Barbour-Stockwell  Co. 
Indianapolis  Switch  &  Frog 

Co. 
New  York   Switch   &  Cross- 
ing Co. 
St.  Louis  Frog  &  Switch  Co. 
Wharton,    Jr.,    &   Co..   Wm.. 
Inc. 
Transfer  Issuing  Machines 

Ohmer  Far"  Register  Co. 
Transformers 
AUis-Chalmers    M^qr.    Co. 
Gfeneral    ElectHr-   Co. 
Western  Eleetrie  Co. 
Westinghouse  E.  &  M.  Co. 
Treads.  Safety.  Stair  Car  Step 

Morton  Mf?.  Co. 
Trolley   Bases 
Anderson  Mfg.  Co.,  A.  & 

J.  M. 
Electric  Service  Sup.  Co. 
Greneral    Electric    Co. 
Nuttall   Co..  R.  D. 
Ohio  Brass  Co. 
Trolley  Bases.  Retrieving 
Ackley  Brake  &  Supply 

Corp. 
Anderson  Mfg.  Co., 

A.  J.  M. 
Electric   Serx'iee   Sup.  Co. 
General  Electrie  Co. 
Ohio  Brass  Co. 
Trolley  Busj-s 
Brill  Co..  The  J.  G. 
(Seneral   Eleetrie  Co. 
Westinghouse  E.  &  M.  Co. 
Trolley  ^laterials.  Overhead 
More-Jones  Brass  &  Metal 

Co. 
Ohio  Brass  Co. 
TrnMey   Shoes 
Miller   Trolley   Shoe   Co. 
Trolley    and   Trolley   Systems 
Ford-Chain    Block    Co. 


April  14,  1928  Electric    Railway    Journal  48 

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Brake  Shoes 
A.E.R.A.  Standards   | 

Diamond  "S"  Steel  Back  is  the  Best  Type  f   | 


Standard 
Patterns 

for 


SAFETY 
CAR 


D-67  for  Narrow  Treads 
D-87   for  Wide  Treads 


I     American  Brake  Shoe  and  Foundry  Co. 
I  30  Church  Street,  New  York  | 

i    332  So.  Michigan  Ave.,  Chicago        Chattanooga,  Tenn.    | 

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CORRECT  IT 


USE  LE  CARBONE  CARBON  BRUSHES 


I 


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COST    MORE    PER    BRUSH 
COST  LESS  PER  CAR  MILE 


1  W  J.  Jeandron 

f  345  Madison  Avenue,  New  York 

I  Pittsburgh  Office:  634  Wabash  Bldf>. 

i  San  Francisco  Office:  525  Market  Street 

£  Caiiadian  Distribotors:  Lyman  Tube  &  Supply  Co.,  Ltd., 

I  Montreal  and  Toronto 

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-BUT" 

A  col     Si«2l     OualiTv 

The  Tool  Steel 
Gear  and  Pinion  Co. 

CINCINNATI,  O. 


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What  is  your 
Brush  Mileage? 

I  Constant  replacements  cost  Time,  Trouble  and  Money. 
I  Correct  Brushes  correctly  applied  will  eliminate  these  ex- 
I    pense  factors  to  a  great  extent. 

I  Specify 


I  and  be  assured  of  the  BEST  Brushes  that  Men,  Money  and 

I  Materials  can  produce. 

I  You  will  get 

=  More    Mileage — Longer    Service — Better   Satisfaction 

I  ^^*^ 

I  Le(s  Mechanical  Trouble — ^Lower  Operating  Costs 

I  — Fewer    Replacements 

i  Every  brush  fully  fruaranteed.    Vou  are  the  judce 

I  Write  today  for  Catalog  B-3 

I  The  United  States  Graphite  Company 

I  Saginaw,    Michigan 

I  District  omces: 

S  New  York                     Plttsburtrh                     Chieafo                     Denver 

i  Philadelphia                 St.  Louis                 San  Francisco 

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44 

Trolley  Wheels  and  Harps 

More-Jones   Bra^a   &  Wetal 
Co. 

Thornlon  Trolley  Wheel  Co. 

Trolley  Wheels,   (See  Wheels, 

Trolley   Wheel   BashingB) 

More-JoneB  Brass  &  Metal 
Co. 
Trolley  Wire 

Amer.  Electrical  Works 

Amer.   Steel  &  Wire  Co. 

Anaconda    Copper   Min.    Co. 

Brid^port  Brass  Co. 

Roebling's  Sons  Co..  J.  A. 

Rome   Wire   Co. 

Western  Electric  Co. 
Tracks,  Car 

Baldwin  Locomotive  Works 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

St.  Louis  Car  Co. 
Tnbins:,  Yellow  and  Black 
Flexible    Varnishes 

Irvington  Varnish  &  Ins.  Co. 
Turbines,  Steam 

A  His -Chalmers  Mfg.   Co. 


Electric    Railway    Journal 


General  Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Turbines,  Water 

AUis-Chalmera  Mfg.  Co. 
Turntables 

Indianapolis  Switch  &  Frog 
Co. 
Turuhtlles 

Electric  Service  Sup.  Co. 

Ohio  BrasH  Co. 

Perey  Mfg.  Co. 
I'pliolstery  3laterial 

Amer.   Rattan   &  Reed  Mfg. 
Co. 
Valves 

Westinghoust'    Tr.    Br.    Co. 
Vacuum  Impregnation 

AUis-Chaimers   Mfg.   Co. 
Varnished  Papers 

Irvington  Varnish  &  Ins.  Co. 
Varnished  Silks 

Irvington  Varnish  &  Ins.  Co. 
Ventilators,  I'ar 

Brill  Co.,  The  J.  G. 

National   Ry.   Appliance  Co. 

Nichola-Lintem  Co. 


Railway  Utility 
Welders.  Portable  Electric 

Electric  Railway  Improye- 
laent  Co. 

Indianapolis  Switch  &  Frog 
Co. 

Ohio  Brass  Co. 

Railway  Track-work  Co- 
Welding  Processes  and  Ap- 
paratus 

Electric   Railway   Improve- 
ment Co. 

General  Electric  Co. 

Indianapolis  Switch  &  Frog 
Co. 

Ohio  Brass  Co. 

Railway  Track-work  Co. 

Westinghouse  E.  &  M.  Co. 
Welders,  Rail  Joint 

Indianapolis  Switch  &  Frog 
Co. 

Ohio  Brass  Co. 

Railway  Track-work  Co. 
Welders,  Steel 

Indianapolis  Switch  &  Frog 
Co. 


Welding.  Steel 

Railway  Track-work  Co. 
Wheel  liuaril>)    (See  Fenders 

and   Wiieel  Guards) 
Wheel  Presses   (See  Machine 

TuuU) 
Wheels,  Car.  Cast  Iron 

Bemis  Car  Truck  Co. 
\\  heels.  Cm,  Steel  and  Steel 
Tire 

Bemis  Car  Truck   Co. 

Carnegie  Steel  Co. 
Uheeis,  Trolley 

Anderson  Mfg.  Co..   A.  & 
J.  M. 

Columbia  M.  W.  &  M.  I-.  Co. 

Electric   Ry.    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 

General  Electric  Co. 

Ohio  Brass  Co. 


April  14,  192S 

Westinghouse  Tr.  Br.  Co. 
Wire 

Cambria  Steel  Co. 

Midvale  Steel  &  Ord.  Co. 
Wire  Rope 

Amer.  Steel  &  Wire  Co. 

Roebling's  Sons  Co..  J.  A. 
Wires  and  Cables 

Amer.  Elec'l   Work.s 

Amer.  Steel  &  Wire  Co. 

Anaconda  Copper  Min.  Co. 

Bridgeport  Brass  Co. 

General  Electric  Co. 

Indianapolih  Switch  &  Frog 
Co. 

Okonlte  Co. 

Roebling's  Sons  Co..  J.  A. 

Rome   Wire   Co. 

Standard  Underground  Cable 
Co. 

Western  Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Wood  Preservatives 

Baker    Wood  Preserving  Co. 
\^'oodworking  Alachines 

Allis-Chalmers   Mfg.   Co. 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Pare 

Ackley  Brake  &  Supply  Corp.  . .  41 

Ajax  Metal  Co 32 

AlIiB-Chalmers  Mff.  Co 36 

Allison  &  Co..  J.  E 20 

Amer.  Brake  Shoe  &  Pdy.  Co.  .  43 

American  Car  Co 45 

American    Electrical    Works.  ...  21 
American    Rattan    &    Reed   Mfg. 

Co 39 

American  Steel  &  Wire  Co 34 

Anaconda  Copper  Mining:  Co.  .  .  li'i 

Anderson  ittg.  Co..  A.  &  J.  M..  .  33 

Arehbold- Brady  Co 34 

Arnold  Co.,  The 30 

Babcock  &  Wilcox  Co 33 

Baker   Wood   Preserving  Co.  .  .  .  3T 

Baldwin   Locomotive  Works.  ...  30 

Barbour-Stockwell  Co 34 

Bates  Expanded  Steel  Truss  Co.  30 

Beckwith-Chandler  Co 39 

Beeler.  John  A 20 

Bell  Lumber  Co 44 

Bemis  Car  Truck  Co 44 

Bibbins.   J.  Rowland 20 

Bonney-Vehslaere  Tool  Co 38 

Bridgeport  Brass  Co ...  .  Front  Cover 

Brill  Co.,  J.  G 4.5 

Buckeye  Jack  Mfg.  Co 36 

Cambria  Steel  Co 44 

Cameron  Electric  Mfgr.  Co 36 

Carnegie  Steel  Co 27 

Chillingworth  Mfg.  Co 38 

Cleveland  Pare  Box  Co 37 

Collier.  Inc.,  Barron  Co 24 

Columbia  M.  W.  &  M.  1.  Co.  ...  28 

Consolidated  Car  Pender  Co ...  .  44 

Consolidated   Car  Heating  Co...  36 


Page 
Day  &  Zimmerraann  Co..  Inc.  ...  20 
Dayton  Mechanical  Tie  Co.  .  .  .22-23 

Differential  Steel  Car  Co 41 

Dossert  &  Co 21 

Electric  Equipment  Co 39 

Electric  Railway  Equipment  Co.  33 
Electric     Railway     Improvement 

Co 3.5 

Electric  Service  Supplies  Oo.  . . .  11 

Ford.  Bacon  &  Davis 20 

Pord  Chain  Block  Co 36 

Fjr  Sale"   Ads 39 

Galena-Signal  Oil  Co 17 

General  Electric  Co 18.  B.  C. 

Gilbert  &  Sons.   B.  F.  Co 41 

Godwin  Co.,  W.  S 35 

Gold  Car  Heating  &  Ltg.  Co. .  .  .  36 

Hale  &  Kilburn 31 

"Help    Wanted"    Ads 39 

Hemphill  &  Wells 20 

Hey woodWakefleld    Co 37 

Hoist  Englehardt.  W 30 

Hubbard  &  Co .34 

Indianapolis  Switch  &  Prog  Co.  35 

IngrersoU-Rand    Co 41 

International  Crcosotin^   &  Con- 
struction  Co 8 

International  Register  Co.,  The.  37 

International  Steel  Tie  Co 9 

Irvington    Varnish    &    Insulator 

Co 36 

Jackson.  Walter    20 

Jeandron,    W.   J 43 

Johnson  Fare  Box  Co 37 

Kuhlman  Car  Co 45 


Page 

Lapp,  Insulator  Co.,  Inc ,14 

Le  Carbone  Co 43 

Le  Grand.  Inc.,  Nic 37 

Lorain  Steel  Co 34 


McGraw-Hill    Book    Co 

Marsh  &  McLennan 

Midvale  Steel  &  Ordnance  Co, .  . 

Miller  Trolley  Shoe  Co 

More- Jones  Brass  &  Metal  Co.  . 

Morton    Mfg.    Co .  .■ 

Nacho<i  Signal  Co..  Inc 

Nashville  Tie  Co 

National  Brake  Co 

National  Pneumatic  Co..  Inc.  .  .  , 
National  Railway  Appliance  Co. 
National  Vulcanized  Fibre  Co.. 
New  York  Switch  &  Crossing  Co. 

Nichols-Lintem    Co 

Nuttall  Co..  R.  D 


Ohio   Brass  Co 7 

Ohmer  Fare  Register  Co 37 

Okonite  Co 34 

Ong,  Joe  R 20 

Page  &  Hill  Co 13 

Parsons,    Klapp,    Brinckerhoff   & 

Douglas   20 

Percy  Mfg.  Co..  Inc 39 

Positions  Wanted  and  Vacant ...  39 

Power  Specialty  Co 35 

Prudential  Ins.  Co 21 

Railway  Track-work  Co 16 

Railway   Utility   Co 39 

Ramapo  Ajax  Corp ,35 

Richey.  Albert  S 30 

Robinson  Co..  Dwight  P 20 


Page 

Roebling's  Sons  Co..  John  A .  .  .  .  33 

Rome    Wire   Co 33 

Rooke  Automatic  Register  Co,  .  37 

Safety   Car   Dev^ices   Co 14 

St.  Louis  Car  Co 31 

Samson  Cordage  Works 36 

Sanderson  &  Porter 20 

Searchlight   Section    39 

Shaw,  Henry   M 33 

Silver    Lake    Co 39 

Smith  Heater  Co..  Peter 39 

Southern  Cj'prcss  Mfrs.  Ass'n.  .  .  29 
Stafford       Roller      Bearing      Car 

Truck  Corp'n    41 

Standard  Underground  Cable  Co.  33 

Star  Brass  Works 41 

Stevens  &  Wood,  Inc 21 

Stone  &  Webster    20 

Stueki  &  Co..  A 44 

Thornton  Trolley  Wheel  Co.  .  .  .  41 

Tool  Steel  Gear  &  Pinion  Co.  .  .  .  43 

Transit    Equipment    Co 38 

U.   S.  Electric  Signal  Co .33 

U.  S.  Graphite  Co 43 

Universal  Lubricating  Co 36 

•Want"  Ads 39 

Wason  Mfg.   Co 4.> 

Western  Electric  Co 10 

Westinghouse   Elec.   &   Mfg.  Co.. 

3.  4.  5 
Westinghouse  Traction  Brake  Co.  16 

Wharton.   Jr.  &  Co..    Wm 34 

White     Engineering     Cirp..     The 

J.   G 20 

Wish  Service.  The  P.  Edw 21 

Wood  Co  .  Chas.  N 33 


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STUCKI   I  " 

SIDE     I 
BEARINGS  i 

A.  STUCKI  CO.    I 

OHvvrBldc.         i 

Phtsburvh,  Pa.     s 

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I     /'Boyerized''  Products  Reduce  Maintenance      I 


Bemii;  Truclia 

Case  Hardened  Brake  Pins 

Case  Hardened  Bushings 

Case  Hardened  Nuts  and  Bolts 


Manganese  Brake  Heads 
Manganese  Transom  Plates 
Manganese  Body  Bushings 
Bronze  Axle  Bearings 
Bemis   Pins    are   absolutely  smooth    and    true    in  diameter.     We 
carry  40  different  sizes  of  case  hardener  pinft  in  stock.    Samples 
furnished.    Write  for  full  data. 


I  Bemis  Car  Truck  Co.,  Springfield,  Mass.  | 

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I  Rolled  and  Forged 

I  GEAR  BLANKS 

I  Midvale  Steel  and  Ordnance  Company 

1°  Gambria  Steel  Company 

General  OfHcea: 
=  Widener  Building,  Philadelphia,   Pa. 

^jllliniiiHiiiiiiiiniiiniiiniiiiiiitiiiiiMiiiiiiiiiMHiiiiiiiniiiiMiiiiiiiiiiiiiiiiiiiMiniiiiiiiiirMiiiiiiiMiHtiiiiiiiiiiiiiillllilillimillllltUMiS 


I  Northern     CEDAR ?POLES    Western   I 

§  We  guarantee  I 

I    all  grades  of  pole*;  also  any  butt-treating  specifications     | 

BELL  LUMBER  COMPANY       | 

i  Minneapolis,   Minn.  | 

^iiHiniiiiiiiiiiiiiiiiiniiiiiiiiiimiraiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiniiiiiiiriiiiiiJiiiiiiiinimimiiiniiiiiiiiiiiitiimiiiiiiiiiiiiinE 
aiMiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiniiiriiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiniHiiiiiiiiiiiniiniiiiiiiiMiniiiiiiiitiiiiiii>iiiiiiiniiiiriiiriiiHiitiiii';. 

I   PROVIDENCE        H-B 

I  FENDERS  LIFE  GUARDS      | 

I        The  Consolidated  Car  Fender  Co.,   Providence,  R.  I.        | 

I        Wendell  &  MacDuffie  Co.,  61    Broadway,  New  York        | 

I  General  Sales  Agents  | 

^iiiiMiiiiiiiitiiiiiiiiiniiiniiniiiUMnniiiiiniiHiiniiniiiiiPiitiiiniiMtitiniMiiiiirniMiTiiiitiiifiMnMinMniiiiiimiiiiiiiiiiiuiMiiiuuti 
uMitMntMniiiiniiiiniiiiiiiiiiiiiiiiiiiiiiiHiiitiiiiiiniiiniiiMitMiiiiniiiiiiiniiiiiiHiiiiHiiMiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiii*^ 

CHILLINGWORTH  | 

One-Piece   Gear  Cases  | 

Seamless — Rivetless — I>ight  Weight  | 

Best  for  Service— Durability   and  § 

Economy.     Write  Us.  § 

Chillingworth  Mfg.  Co.       | 

Jersey  City.  N.  J.  | 

SiiimiinMiHiMiiiiiiiiitiiiiiiiitriiiniHnifiiitiiiitiiiniiiniiiiiiiiiinMiiiiiniiniiniiHinnMiitiiitiiiitMiriNriiiiriiitiiiniimHMMitiiiiiin 


April  14,  1923 


Electric    Railway    Journal 


Parana,  Argentine 


Universal 


Service 


The  low  operating  cost,  modern 
equipment,  and  the  increased  rev- 
enue resulting  from  their  more  fre- 
quent service   has   resulted  in   the 


universal  introduction  of  light- 
weight Birney  Safety  Cars,  In  the 
United  States,  Canada,  Mexico, 
Brazil,  Argentine,  Colombia,  Hol- 
land, Manchuria  and  Australia,  it 
is  being  demonstrated  that  with  the 
little  Birney  Safety  Cars  more  serv- 
ice can  be  furnished  to  the  public  at 
less  cost. 


Pelotas,  Brazi 


Metropolis,  Brazil 


The  J.  G.  Brill  Company 

Pmila-del-phia..  Pa.. 


American    Car    Co.    — 
ST.  I.OUIS    rvio. 


C.C.  KuHLr>iAN  Car  Co. 

Cl-CVEUA.rvlD.  OHIO. 


—     Wason    Manfc  Co. 

SPR  IISICFICI-O.MA.SS. 


Electric    Railway    Journal 


G-E  Modem  Railway  Motors 


105  h.p. 


GE-254 
140  h.p. 


General^Electric 


General  Office     B^  ^^^Tf^  T^  £fc  ^^'VT'    Sales  Offices  in       ts-m 


Schenectady,  N.Y 


all  large  cities 


McGraw-Hill  Company,  Inc. 


April  21,  1923 


Twenty    Cent*   per    Copy 


^^^ 


JW^Ptt 


iPWP 


^^PEFTti^^CTORS 


lNaconda  copper  mining  CO. 

Conway  Building,  Chicago,  111. 


THE  AMERICAN  BRASS  COMPANY 

General  Offices,  Waterbury,  Conn. 


Mills  and  Factories: — Ansonia,  Conn.     Torrington,  Conn.    Waterbury,  Conn.      Buffalo,  N.   Y.     Kenosha,   Wi».      Great  FalU,  Mont. 

In    Canada: — Anaconda   American    Brass  Limited,  New  Toronto,  Ontario 


Electric    Railway    Journal 


AprU  21,  1923 


What  it  Means  to  Build 
A  Westin6housG  Commutator 


Details  of  Commutator  Parts 
A.    Metal  Bushing;     B.    Insulating    Bushing  or  Sleeve;    C.  Rear  Mica 
"V"  Ring;  D.  Assembled  Mica  and    Copper  Segments;     E.  Mica  Strip 
or  Segment;     F.  Copper  Segment   or  Bar;    G.  Front  Mica  "V"  Ring; 
H.  Metal  "V"  Ring;  L  Ring  Nut.  * 

The  material  used  for  each  part  entering  into  the 
construction  of  a  Westinghouse  commutator  is 
carefully  selected  and  of  the  highest  grade. 
During  the  assembling  process  each  part  is 
rigidly  inspected  and  tested.  The  copper  seg- 
ments are  accurately  gauged,  chemically  cleaned 
and  all  burrs  removed.  The  mica  segments  are 
made  from  mica  that  is  free  from  impurities. 
The  mica  segments  are  built  up  under  heavy 
pressure  and  machined  to  a  uniform  gauged 
thickness. 

The  "V's"  of  both  the  copper  and  mica  segments 
after  assembling  are  carefully  and  accurately 
machined  and  gauged  to  secure  a  tight  fit  of  the 
metal  and  mica  "V  rings.  The  "V's"  are 
shellaced  for  protection  from  moisture. 
The  assembled  segments  are  then  assembled  and 
tested  for  short  circuits. 

The  assembled  commutator  is  heated  to  a 
temperature  of  1 25  to  I  50  deg.  C.  and,  while  hot, 
the  "V's"  are  subjected  to  a  pressure  of  from 
10  to  40  tons  (depending  upon  the  size  of  the 
commutator).  The  locking  device  is  then 
tightened. 

After  accurate  machining,  final  inspection  and 
tests  are  made.  These  include  a  check  of  the 
accuracy  of  the  over-all  dimensions  and  the 
tightness  of  the  segments,  also  of  the  alignment 
of  the  segments  with  the  keyway.  Finally,  a 
500-volt  test  between  bars  and  a  5000-volt 
ground  test  are  applied. 

Westinghouse  Electric  &  Mfg.  Co. 

East  Pittsburgh,  Pa. 


rWESTIN6MpySF\  . 


ELECTRIC 


Westinghouse 


Vol.  61,  No.  16 


New  York,  April  21, 1923 


Pages  669-708 


HENBY  H.  NOBKIS 
Enxlneerinc  Editor 

MORKIS  BUCK 

Associate  Editor 

c.  w.  squib:b 

AuocUta  Editor 

CABLW.  STOCKS 
AnocliU  Editor 

O.  J.  MloMDBBAT 
Nawf  Editor 

JOHN  A.  MILIiEB.  JB. 
BkUtorUl  Alsistant 


Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


N.  A.  BOWERS 
Paclflo  Coast  Kditxir 
Blalto  Bldg.,  San  FranetiM 
H.  S.  KNOttXTON 
New  Bniland  Editor 
Tromont  Temple,  Boeton 
MEBBILL  B.  KNOX 
Editorial  Assistant 
Old  Colon;  Bldg.,  Chleafo 
PAUL  WOOTON 
Washington  Uepreeentmtlre 
Colorado  Bldg. 

HABOIiD  V.  BOZBIX 
Consulting  Editor 


CONTENTS 

Editorials    669 

Reducing  Railway  Maintenance  Costs  with  an  Electric 

Furnace 671 

The  Lehigh  Valley  Transit  Company.  AUentown,  Pa.,  has  been 
making  the  steel  castings  necessary  for  its  maintenance  repairs 
for  two  and  one-half  years  and  has  relieved  several  of  the  depart- 
ments of  much  work. 

Waste  Saturation  Plant  Halves  Oil  Consumption 676 

The  United  Railways  of  St.  Louis  Is  obtaining  very  satisfactory 
results  from  its  oiling  of  equipment  through  close  attention  to 
waste  saturation. 

Extreme  Heaving  of  Pavement  Adjacent  to  Track 

Construction     677 

Checking  of  levels  on  a  stretch  of  track  In  AUentown,  Pa.,  shows 
that  what  appeared  to  be  a  settling  of  the  track  construction  was 
in  reality  a  heaving  of  the  adjacent  asphalt  paving. 

The  Salvage  of  Worn  Steel  Car  Wheels 679 

By  W.  J.  Merten. 

The  local  heating  to  fusion  of  a  small  portion  of  the  metal  In  car 
wheels  while  building  up  worn  flanges  or  treads  produces  complex 
internal  wheel  stresses  and  strains.  A  method  for  neutralizing 
these  Is  given. 

Roller  Bearing  Tests  in  England 682 

The  Readers'  Forum 683 

Equipment  Maintenance  Notes 684 

New  Equipment  Available 691 

Association  News  and  Discussions 693 

American  Association  News 694 

News  of  the  Industry 695 

Financial  and  Corporate 699 

Traffic  and  Transportation  702 

Personal  Mention   704 

Manufactures  and  the  Markets 707 


McGraw-Hill  Co.,  Inc.,  Tenth  Ave.  at  36th  St.,  New  York 


Jambs  H.  MoObaw.  Prealdeot 

ABTHCB  J.  BALDWIN.  Vlce-Prealdent 

Malcolm  Moie.  Vice-President 

E.  J.  Mbhhbn.  Vice-President 

Mabon  BniTTON,  Vice-President 

O.  D.  STBBKT.  Vice-President 

James  H.  MoQbaw,  Je.,  See.  and  Treai. 

Washington; 

Colorado  BulIdllX 
Chicago: 

Old  Colony  Building 
Philadblphia: 

Real  Eatate  Trust  Building 
Clbtbland: 

Leader-News  Building 
St.  1*odi8: 

Star  Building 
San  Fbanoisco: 
Blalto  Building 
London : 

6  Bourerle  Street,  London,  E.  C.  4 
Member  Aasoclated  Business  Papers,  Inc. 
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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  take*  plaoe. 
Copyright.   1923,  by  MoOraw-HlU  Company,   Inc. 

Published  weekly.  Entered  as  second-clasa  matter,  June  2S,  1908,  at  the  Post  OfBce, 
at  Now  York,  under  the  Act  of  March  3,    1879.     Printed  In  U.  S.   A. 


Cable  Address :    "Machinist.  N.  T."' 
Publishers  of 

Engineering  Nmet-Record 

American  Machinitt 

Power 

Chemical  and 

Metallvrgical  Engineering 

Voal  Age 

Engineerinff  and  Mining  Jovtnal-Preu 

Ingenierla  IntcrtiacionOl 

But  Trantiportation 

Electrical  Railwau  Journal 

Electrical  Merchandising 

Journal  of  Electricity  arid 

Weetern  Indueiry 

{PuVliehed  in  Ban  Franeiaeo) 

Industrial  Engineer 

iPuhliehed  in  Chicago) 

American  Machinist — European 

Bdillon 

(PuMiehed  in  London) 


Balance 

FEW  papers  have  such  a  diversified 
range  of  subjects  to  cover  in  prop- 
erly serving  their  field  as  has  the  JOUR- 
NAL. What  interests  the  auditor  may 
appeal  but  little  to  the  engineer  of  way, 
and  the  transportation  superintendent 
may  find  but  small  direct  advantage  in 
an  article  on  shop  practices. 

As  an  illustration  of  how  the  editors 
aim  to  interest  every  class  of  reader,  last 
week's  number  contained  some  134  sepa- 
rate articles,  of  which  about  100  were 
classified  as  news.  The  remainder  cov- 
ered the  wide  range  of  topics  including 
finance,  education,  standardization,  way 
matters,  cars,  equipment,  transporta- 
tion, buildings,  power,  public  reports. 

Next  week  the  distribution  may  be 
quite  different,  but  still  an  inspection 
will  show  that  much  in  the  issue  will 
appeal  to  every  reader.  It  must  natu- 
rally follow,  however,  that  more  space 
will  be  devoted  to  the  phases  of  work  in 
which  there  is  greatest  activity,  and  that 
the  space  allotment  among  subjects 
must  also  be  governed  in  part  by  the 
number  of  subscribers  interested.  Thus, 
balance  of  the  text  is  sacrificed  in  the 
Monthly  Maintenance  Issue,  because 
of  the  preponderant  need  for  mainte- 
nance information. 

The  letters  from  subscribers  show 
that  all  classes  are  receiving  matter  of 
benefit.  It  is  noteworthy  that  electric 
railway  men  read  much  on  topics  not 
directly  concerned  with  their  duties. 
They  thereby  become  better  informed 
on  the  general  practices  of  the  business 
and  gain  ability  to  co-ordinate  their  own 
work  with  that  of  the  whole  company. 


Circulation  of  this  issue,  7,050 


Advertising  Index — Alphabetical,  64;  Claasi6ed,  60,  62;  Searchlight  Section,  59 


Electric    Railway    Journal 


AprU  21,  1923 


Quality 

Air  Compressors 

That  Save  Power 


Stationary 

and 

Portable 

Types 


NOTE:  Westlnshouse-Nation- 
al  Compressors  are  built 
especially  lor  hierh-grade  in- 
dustrial service,  and  should 
not  be  confused  with  other 
Compressors  built  by  the 
Westinghouse  Traction  Brake 
Company  to  lumish  air  for 
brakes  on  electric  cars.  Each 
is  a  complete  line  in  itself. 


MANY  of  the  oldest  Air  Compressors  doing  duty 
today  in  fwwer  plants,  car  barns,  shops,  and 
other  departments  of  the  traction  industry,  bear  the 
Westinghouse-National  nameplate. 

These  machines  are  still  giving  satisfactory  service.  The 
quality  of  workmanship  they  represent  is  responsible  for 
an  exceptionally  low  maintenance  charge  over  the  entire 
period  of  operation. 

In  addition  to  low  cost  of  upkeep,  Westinghouse-National 
Compressors  are  equipped  with  a  distinctive  Automatic 
Control  which  means  a  positive  saving  of  power. 

Westinghouse-National  Compressors  are  built  in  all  sizes 
from  1 1  to  550  cu.  ft.  displacement. 

Do  You  Have  a  Compressor  Problem? 
We  Can  Solve  It. 


Westinghouse  Traction  BrsJce  Company 

General  Office  and  Works:  Wilmerding,  Pa. 


Boston.  Mass. 
Chicago,  111. 
Columbus,  O. 
Denver.  Colo. 
Houston.  Tex. 


OFFICES: 

Los  Angeles 
Mexico  City 
St.  Paul.  Minn. 
St.  Louis,  Mo. 


New  York 

Pittsburgh 

Washington 

Seattle 

San  Francisco 


WESTINGHOUSE  -  NATIONAL 


Air 
Compressors 


April  21,  1923 


Electric    Railway    Journal 


National  Trolley  Guard 


An  Investment  in  Safety 

— not  Dollars 

Trolley  guard  is  usually  installed  as  a  safety 
feature  only  —  not  as  a  matter  of  investment 
representing  so  much  return. 

It  is  just  as  essential  to  be  insured  for  uninter- 
rupted current  at  a  crossing  as  it  is  to  have  good 
track  and  wheels  for  the  car  to  run  on. 

National  Trolley  Guard  will  catch  the  trolley 
wheel,  should  it  leave  the  trolley  wire  at  or  on 
a  railroad  crossing  and  carry  the  car  past  the 
danger  zone. 

National  Trolley  Guard  is  an  element  of 
SAFETY  that  no  operating  man  can  afford  to 
overlook,  whether  for  the  city  crossing  or  for  a 
higher  speed  interurban  crossing,  on  straight 
trolley  or  on  a  curve. 

Hundreds  of  crossings  and  thousands  of  passen- 
gers are  being  protected  throughout  the  country 
with  National  Trolley  Guard. 

Why  Should  You  Take  Chances? 


Unique  Application  of  National 
Trolley  Guard  in  place  of 
Trough  under  Elevated  Track 


(Ve  will  be  glad  to  tell  you  how  simply 
National  Trolley  Guard  can  be  strung. 


The  Ohio  (^  Brass  co 


Mansfield 


Ohio.  U.S.  A. 


New  York     Philadelphia     Pittsburgh     Charleston.  W.Va.     Chicago     Los  Angeles      San  Francisco      Paris,  Tranc* 
Products;   Trolley  Materiol.    Rail  Bonds.    Electric  Railway  Car  Equipment.    High  Tension  Porcelain  Insulators.   Third  Rail  Inaulaton 


6  ElectricRailwayJOURNAL  April  21,  1923 

cp  4£  sCE  55  9U&  aut  a*  a^E  21  al  oCt  5UE  45  31  il  4-p  55  Cp  cp  qSp  CF  Cf  4-E  55  55  55  55  55  S5. 52.55  55  55  55  55  55  55  55  55  55  55  55  Cp  <lb 


Meet  these  Authorities 


A  FTER  ALL,  those  who  know  the  economy  of  steel  tie  construction 

i\  are  those  who  have  laid  it — and  on  their  calm  and  experienced 

judgment,  as  it  is  displayed  in  their  repeat  orders,  we  rest  our  case 

with  you.   The  figures  in  the  table  on  the  right  are  compiled  from  our 

records  and  our  bookings  from  a  few  representative  old  customers  who 

placed  orders  in  January  and  February,  1923. 

Our  sales  method  is  a  sincere  effort  to  co-operate  in  your  investigation 
of  Steel  Tie  Construction  as  to  its  performance  and  cost  on  other  proper- 
ties and  its  adaptability  to  your  local  conditions.  It  will  be  a  pleasure  to 
put  this  service  at  your  disposal.  Write  today  for  complete  information 
and  delivered  price. 


The  International 


C     L    E    V     E 


Steel  Twin 


April  21,   192S  ELECTRIC     RAILWAY      JOURNAL  7 

Rb  (tj&  cGp  ICp  flCp  <LP  cp  cp  <Lp  cp  cp  cp  cp  cp  i5  Cp  3LP  IP  IP  CP  5C&  55  ?P  5mE  3m&  5h5  3h£  55  sjp  yCp  gCp  45  15  55  55  55  55  55  55  55  55  55.  i5  55.  Jut 


on  Steel  Tie  Construction 


GENERAL  LOCATION  PROPERTY                                 ,     firet 

Installation 

Total  Mileage 

Steel  Twin  Tie  Track 

Up  to  Deo.  1922 

1923 
Spring  Order 

An  Indiana  Interurban  Comoanv 

1911 
1913 
1915 
1915 
1917 
1917 
1918 
1921 
1922 

10.00  Miles 
20.00  Miles 
14.50  Miles   . 
5.62  Miles 
4.50  Miles 
3.00  Miles 
2.00  Miles 
0.11  Mile 
2.38  Miles 

1.75  Miles 

A  Northern  Ohio  Company 

A  Southern  New  England  Company 

3.00  Miles 
2.80  Miles 

A  Massachusetts  Citv  Comoanv 

0.50  Mile 

A  Southern  Colorado  Company 

A  Michigan  Interurban       

0.82  Mile 
0.75  Mile 

An  Eastern  Pennsylvania  Company... 

3.00  Miles 

A  Tidewater  Virginia  Company 

0.30  Mile 

A  New  York  Urban  Company 

2.10  Miles 

Steel  Tie  Company 

LAND 


Tie  Track 


Electeic    Railway    Journal  April  21,  1923 


^  insurance  plus 


Additions  and  Betterments 

When  plans  are  taking  shape 
for  additions  and  betterments, 
you  can  profitably  employ  the 
services  of  Marsh  and 
McLennan  engineers. 

They  enable  you  to  safeguard 
profits,  eliminate  hazards  and 
reduce  insurance  cost. 

Business  executives  of  many  of 
our  large  corporations  have 
used  this  service  profitably. 


#^it< 


MARSH  &  MCLENNAN 

175  W.Jackson  Blvd. Chicago, III. 


Minneapolis 

Denver 

San  Francisco 

Winnipeg 

New  York 

Duluth 

Seattle 

Montreal 

Detroit 

Columbus 

Cleveland 

J.findon 

AprU  21,  1923 


Electric    Railway    Journal 


KEYSTONE 
Car  Specialties 

Illuminated  Destination  Signs 

Golden  Glow  Headlights 

Air  Sanders 

Air  Valves 

Steel  Gear  Cases 

Safety  Car  Lighting  Fixtures 

Motorxnen*s  Seats 

Faraday  Cau*  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 


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  ofifer  the  people  who  buy  their  service  have  found 
out  that  Keystone  Car  Specialties  go  a  long  way  toward 
gratifying  this  commendable  eflfort.  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. 


Lectric  Service^  Supplies  G^. 


PHILADELPHIA  PITTSBURGH  SCRANTON 

17th  and  Cambria  Sts.  337  Oliver  Building  316  N.  Washington  Ave. 

NEW  YORK  CHICAGO 

SO  Church  St.  Monadnocic  Bldg. 

Canadian  Distributors  : 

Lyman  Tube  &  Supply  Co.,   Ltd..  Montreal.  Toronto.   Winnipeg.  Vancouver 


10 


Electric    Railway    Journal 


AprU  21,  1923 


Tubular  Steel 


Extra  strong,  and  capable  of  sustaining 
heavy  strains  in  any  direction — especially 
valuable  at  corners.  No  angles  or  pockets 
to  retain  nioisture — no  corners  accessible 
to  corrosion — most  accessible  to  painting. 


Combination 
Railway  and  Lighting 

Elreco  Poles  in  combination  with  highly 
ornamented  G.  E.  N'ovalux  Lighting  Units, 
are  being  widely  used  to  replace  un- 
sightly wooden  poles,  to  eliminate  duplica- 
tion of  facilities  and  to  reduce  costs. 


Patented  Wire  Lock 
Swedge  Joint 


TNE    CMAMfCRED  JOINT 


The  edge  of  the  outer  tube  is  chamfered,  so  that 
water  can  not  rust  the  pole  at  this  joint.  It  is 
impossible  for  poles  made  up  !n  this  manner  to 
telescope  at  the  joints,  either  bv  overloading  or 
by  the  drop  test. 


The  Electric  Railway  Equipment  Co. 

Cincinnati,  Ohio 
New  York  Office:    30  Church  Street 


SPAN 
WIRE 


\ 


April  21,  1923 


BtKCTBic    Railway    Journal 


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Standard  Types  of 

NATIONAL  PNEUMATIC 

Door  Engines 

used  by  leading 

surface  and  rapid  transit 

electric  railways 

of  America 


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PNEUMATIC 

NATIONAL 

EQUIPMENT 

Door  and  Step  Control 
Motorman's  Signal  Lights 
Door  and  Step  Operating  Mechanism 
Safety  Interlocking  Door  Control 
Multiple  Unit  Door  Control 

National  Pneumatic  Co. 

Incorporated 

Originators    and  Manufacturer! 
Principal  Office: 
50  Church  St.,  New  York 

Philadelphia — Colonial  Trust  BIdg. 
Chicago — McCormick  Building 
Works — Rahway,   New  Jersey 

Maintfartvred  in  Canada  by 

Dominion  Wheel  &  Foundry  Co..  Ltd..  Toronto,  Ont. 


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12 


Electric    Railway    Journal 
'  suiiiiiiiiii.iiiiK     .  ~ 


April  21,  1923 

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CREOSOTED  bjtk 

MsmVacum  Process 

Legend  tells  us  that  wood  preservation  was  first  practiced 
in  the  Valley  of  the  Nile,  3000  B.  C.  More  modem  meth- 
ods of  treating  began  about  300  years  ago.  As  a  result  of 
much  experimenting,  the  pressure-vacuum  process  of  pre- 
serving wood  was  perfected.  Wood  preserved  by  this 
process  has  stood  the  test  of  timel 

Tone-ReLL 

Creosoted  Yelloinr  Pine  Poles 

are  made  resistant  to  decay,  fire  and  other  destructive 
elements  by  this  highly  efficient  pressure-vacuum  process, 
using  the  best  grade  English  Creosote  Oil  as  a  sterilizing 
preservative.  This  oil  is  forced  by  pressure  into  the  sap- 
wood,  thoroughly  sterilizing  it  A  vacuum  then  draws 
out  the  siirplus  oil. 

Long-Bell  Creosoted  Poles  serve  long  and  well.  They 
reduce  replacements  and  repairs  to  a  minimum.  Public 
utility  companies  which  have  adopted  them  find  they 
reduce  maintenance  costs. 

Get  further  intormationl  t>eam  how  L^ng-Bell  Creosoted  Yellow 
Pine  Poles  will  save  you  money.  Send  for  "Poles  That  Resist 
Decay",  our  booklet  which  fully  explains  these  better  po/es. 

Tne  TQiiG-ReLL  Tuinl>er  rompanu 

1236  R.  A.  LONG  BLDG.,  KANSAS  CITY,  MO. 

Creosoted  Yellow  Pine  Poles;  Highway  Guard  Rails  and  Fence  Posts;  Ties, 

Timbers,  Lumber,  Piling  and  Wood  Blocks. 


April  21,  1923 


Electric    Railway    Journal 


18 


i^«7 


Series     Type     Portable     Arc     Welding    and 
Brazed    Bonding    Equipment 


ERICO 

Portable 

Railbonding 

Equipment 

For 

BRAZED  or  ARC  WELD 
Railbonding 


A  rugged  bonding  equipment  easily 
handled  with  little  effort,  by  two 
men.  The  combined  weight  of 
the  Series  Type  Rheostat  and 
Larry  is  only  245  lbs.  The  Rheo- 
stat alone  weighs  only  145  lbs. 


For  Brazed  Bonding  the  600-650  volt  Series  Type  Rheostat,  mounted  on 
a  wheeled  larry,  governs  the  current  drawn  from  the  trolley  wire  thru  the 
sectional  Pole,  Fuse  and  Breaker.  The  Portable  Welding  Furnace  converts 
this  current  to  heat,  uniting  the  Brazed  Bonds  to  rail,  previously  cleaned  by 
the  Portable  Grinder. 

For  Arc  Weld  Bonding,  five  current  taps  on  the  Rheostat 
permit  flexible  current  control.  An  Arc  Weld  Pencil 
Holder  with  Lead  and  a  Shield  are  the  only  additional 
equipment  required  for  welding. 


The  Erico  Portable  Series  Type  Arc  Welding  and  Bonding 
Outfit  accomplishes  Brazed  Bonding  just  as  effectively  as  the 
Erico  Bonding  Cars,  the  satisfactory  and  reliable  bonding  per- 
formance of  which  is  well  known  thruout  the  electric  railway 
field.  The  portability,  simplicity  of  operation,  and  ability  to 
do  any  kind  of  arc  welding  arc  advantages  that  characterize  the 
Portable  Series  Type  Outfit. 


The  Electric  Railway  Improvement  Co. 


Cleveland,  Ohio 


rm. 


ERICO  makes 

The  only   Brazed  Bond 
Arc  Weld  Bonds 
Bonding  Equipment 


GOOD  BONDING  PAYS 


14 


Electric    Railway    Journal 


AprU  21,  1928 


^ 


t 


t 


THERMIT  RAIL  WELDS 


In  Milwaukee 

after  ten  years'  service 
they  say  this — 

"This  company  is  using  Thermit  Welds  for  track  joints, 
and  the  oldest  joints  placed  are  now  10  years  old  and  are 
showing  excellent  wearing  qualities  with  low  maintenance 
cost." 

Maintenance  Costs  Practically  Zero 


because  they  result  in  the  elimination  of  the  joint  at 
rail  ends,  thus  forming  a  continuous  piece  of  rail. 
They  do  not  cup  nor  work  loose,  neither  do  they  re- 
quire any  copper  bonds  to  conduct  the  return  circuit. 
Once  installed  you  do  not  have  the  unpleasant  duty  of 
periodically    cutting    away    and     replacing    expensive 


pavement  to  effect  repairs.  There's  nothing  about  a 
Thermit  Insert  Rail  Weld  to  repair.  It  changes  a 
joint  to  a  solid  piece  of  rail — see  illustrations  above. 

The  first  cost  is  the  last  cost  and  it  will  surprise  you 
to  find  out  how  low  the  first  cost  is. 


Metal  &  Thermit  Corporation 


120  Broadway,  New  York 


PITTSBURGH 


CHICAGO 


BOSTON 


SAN  FRANCISCO 


TORONTO 


April  21,  1923 


Electkic    Railway    Journal 


16 


16 


Electric    Railway    Journal 


April  21,  1923 


Una 
Rail 
Bonds 


^ 


ii 


ADIRECTWELD' 
OF  COPPER BOND^ 
TO  STEEL  RAIL"^ 


/ 


One  Minute 

In  just  one  minute,  the  above  all  copper  Una  Bond  was  welded 
direct  to  the  steel  rails.  This  is  also  the  average  welding  time 
for  all  4/0  Una  Bonds  including  the  cable  types.  With  this 
speed  of  welding,  it  is  not  at  all  uncommon  for  150  bonds  to  be 
installed  daily — in  fact,  many  Una  Bond  users  report  a  much 
higher  number  applied  per  day  on  continuous  bonding.  This  is 
a  big  factor  in  securing  low  bonding  installation  costs. 

To  weld  a  Una  Bond  direct  to  the  rails  is  just  as  simple  as  it  is  quick.  It  is  not 
necessary  to  grind  the  rails.  The  bond  is  simply  placed  in  a  mold  against  the 
rails.  Then  with  an  electric  arc,  from  either  an  RWB  Dynamotor  or  resistance 
welder  of  ample  capacity,  the  bond  strands  are  melted  together  in  the  mold  with 
Una  Metal.  Just  as  soon  as  the  mold  is  filled,  the  bond  is  installed — a  very 
simple  indication  to  the  operator.  By  the  action  of  Una  Metal,  the  oxides  and 
scale  are  removed  from  the  rail,  leaving  clean  steel  to  which  the  copper  welds. 
The  gases  formed  are  also  eliminated,  thus  giving  a  fine  grained,  solid  structure 
in  the  finished  bond  head.  Actual  tests  show  that  by  applying  a  steady  shearing 
force  to  the  bond  head,  it  requires  25,000  to  32,000  lbs.  to  completely  part  it 
from  the  rail.  Even  then,  the  shear  always  takes  place  thru  the  head,  leaving  the 
weld  of  copper  to  steel  intact.  These  tests  clearly  indicate  the  strength  and  per- 
manence of  Una  Bonds. 

By  the  welding  of  the  all  copper  Una  Bonds  direct  to  the  rails,  a  path  of  copper 
only  carries  the  current  from  rail  to  rail.  This  makes  power  savings  a  maximum 
at  every  joint  and  assures  full  bonding  value. 


Many  prominent  railways  use  Una  Bonds. 

requirements  now. 


Let  us  figure  on  your 


Rail  Welding  &  Bonding  Co. 


Cleveland,  Ohio 


April  21,  1923 


Electric    Railway    Journal 


17 


MllllllllllllliiliiiilliilllllillJ 


The  Logic  of  Lubrication 


In  the  operation  of  cars,  engines  and  power  transmission  units,  lubrication  is  first,  last  and 
always  a  necessity.  It  is  not  a  matter  of  choice;  without  lubrication,  your  equipment  is 
powerless — worthless. 

But  the  quality  and  efficiency  of  your  lubrication  is  a  matter  of  choice.  Not  only  the  service 
you  secure  from  equipment,  but  its  own  length  of  life,  depends  upon  your  selection. 

The  first  cost  of  high-grade  lubricants  naturally  must  be  more  than  that  of  the  ordinary 
kinds,  due  to  the  higher  priced  materials  and  more  complete  processes  that  enter  into  their 
manufacture.    The  question  to  you  must  be,  "Are  they  worth  the  difference?" 

What  is  the  opinion  of  the  best  engineering  authorities  on  this  subject?  What  is  the 
advice  given  in  the  instruction  book  when  you  bought  your  automobile?  "Use  the  very  best 
lubricant  obtainable — //  luill  pay  you  many  times  its  difference  in  cost."  The  more  expensive 
the  type  of  machine,  the  more  truly  this  counsel  applies. 

Galena  Oils  are  the  highest  grade  street  railway  lubricants  manufactured.  Their  matchless 
efficiency  and  ultimate  economy  are  shown  in  their  splendid  service  on  hundreds  of  electric 
railways  and  power  plants  in  all  parts  of  the  United  States. 

These  properties  do  not  consider  Galena  Oils  a  luxury,  but  Galena  lubrication  a  necessity 
to  efficient  operation.  The  small  difference  in  cost  is  not  looked  upon  as  an  expense,  but  as  an 
investment,  that  has  invariably  returned  large  dividends  in  better  service  and  decreased 
maintenance  costs. 

"More  miles  to  the  pint. 
Better  service  to  the  mile!" 


llllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllll^ 

ii]Mi]|]ilililililifii]|]ililllili[iii]i]iilililililililliMii]iililM 


|Galena-Si^nal  Oil  GbmpanyJ 

New  York       -^       Franklin.  Pa.  Chicago 

and  oflRces  in  principal  cities 


iiiiiiiiiiiiiiiiiiiiiyiiii 


1& 


El  EOT  ETC    Railway    Jouenal 


ipril  21,  1923 


Do  you  know  what  lightning  costs  you? 


Consider,  too,  your  service 

While  searching  for  every  means  to  cut  down  mainte- 
nance costs,  have  you  considered  eliminating  repair  bills 
for  damages  from  lightning? 

Service  records  show  that  our  D-C.  Aluminum  Arresters 
will  prevent  practically  all  lightning  damage  to  car 
equipments.  For  instance,  on  50  roads  with  5000  cars 
equipped  with  them,  there  were  only  43  cases  of  slight 
damage  from  lightning  during  a  whole  year — averaging 
less  than  one  per  railway  and  less  than  one  for  every 
hundred  cars.  Some  of  these  equipments  have  suffered 
no  damage  from  lightning  for  several  years  since  the 
arresters  were  installed.  .  — 

Such  facts  are  significant.  They  call  for  a  study  of  your 
maintenance  records.  And  probably  you  will  find  one 
item  of  expense  that  the  D-C.  Aluminum  Arrester  can 
save  you. 


General  Office 
Schenecta^  N.Y 


GeneralWElectric 


Company 


Sales  Offices  in 
all  large  cities  as-n 


Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-HlU  Company,  Inc. 

Henry  W.  Blake  and  Haery  L.  Brown,  Editors 

Volume  61  Ncw  York,  Saturday,  April  21,  1923 


Number  16 


Electric  Furnace  an  Economy 
for  Maintenance  Repairs 

PARTICULAR  interest  attaches  to  the  installation 
of  an  electric  furnace  in  the  shop  of  the  Lehigh 
Valley  Transit  Company,  Allentown,  Pa.,  described  in 
this  issue,  and  the  economies  effected  thereby. 

While  the  general  practice  of  manufacturing  parts  by 
an  electric  railway,  where  any  considerable  quantity  is 
needed,  is  a  very  questionable  economy,  the  very  high 
cost  of  an  order  for  a  few  castings  of  any  kind  is 
practically  forcing  electric  railways  to  undertake  the 
manufacture  of  these  miscellaneous  parts.  Very  few 
manufacturers  are  interested  in  taking  these  small 
orders,  and  the  prices  which  they  quote  are  rather 
clearly  designed  to  discourage  them.  As  a  direct  evi- 
dence of  this  the  Steel  Foundrymen's  Association  re- 
cently met  in  Pittsburgh  and  put  the  base  price  on  steel 
castings  up  to  50  cents  a  pound  on  small  quantities. 

It  will  frequently  cost  as  much  to  negotiate  purchases, 
to  inspect  the  work,  to  pay  freight  on  patterns  two 
ways  and  on  the  new  casting  one  way,  as  the  entire  cost 
of  the  molding  amounts  to  when  done  by  the  company 
itself.  The  railway  must  keep  its  equipment  in  operat- 
ing condition,  and  where  long  delays  are  involved,  as  is 
often  the  case  when  buying  these  miscellaneous  parts, 
emergency  repairs  have  to  be  made,  and  in  such  cases 
the  work  is  really  done  twice. 

The  Lehigh  Valley  Transit  Company  has  found  that 
the  use  of  an  electric  furnace  for  such  miscellaneous 
repairs  has  enabled  it  to  do  much  useful  work  with  a 
very  small  outlay  of  money.  Furthermore,  this  has 
been  accomplished  on  a  property  where  at  the  outset  the 
men  were  entirely  without  steel  or  iron  foundry 
experience. 

An  important  economy  in  this  home  casting  of  parts 
results  from  the  fact  that  electric  railways  have  large 
quantities  of  scrap,  which  as  a  rule  is  sold  for  small 
prices.  Axle  and  tire  turnings  bring  from  $5  to  $10 
a  ton.  This  scrap  is  excellent  material  for  melting 
into  high-grade  castings  which  run  from  50  per  cent  to 
100  per  cent  stronger  than  cupola  iron  castings.  A 
large  reduction  in  the  number  of  replacement  castings 
required  has  resulted  from  the  use  of  steel  in  place 
of  iron,  and  as  these  steel  castings  are  produced  at  less 
cost  than  that  for  which  iron  castings  can  be  bought, 
the  latter  product  has  ceased  to  be  of  interest. 

Extensive  manufacturing  of  parts  used  in  consider- 
able quantity  is  usually  done  by  the  electric  railway 
with  fictitious  economy.  Either  the  railway  does  not 
know  what  its  costs  are  or  it  is  producing  an  inferior 
product,  which  will  usually  result  in  earlier  and  mbre 
frequent  necessity  for  replacement,  involving  expense 
quite  offsetting  the  seeming  economy  in  a  lesser  first 
cost.  But  limited  manufacture  for  maintenance  repairs 
seems  to  have  a  real  justification  and  to  represent  a 
real  economy.    In  this  work,  the  experience  of  the  Allen- 


town  company  would  indicate  that  the  use  of  the  small 
electric  furnace,  with  which  castings  weighing  up  to 
1,000  lb.  can  be  produced,  will  be  found  to  be  a  great 
convenience  and  a  valuable  investment. 


There  Is  Economic  Necessity 

Behind  the  Wood  Preservation  Movement 

TIMBER  is  being  cut  in  this  country  much  faster 
than  it  is  being  replaced.  While  there  is  still  a 
large  reserve  it  is  going  fast,  and  it  is  up  to  the  wood- 
consuming  industries  to  be  familiar  with  all  of  the 
means  available  for  getting  the  greatest  possible  length 
of  life  from  the  timber  which  they  use.  It  is  difficult 
to  get  this  idea  over  unless  the  relation  between  the 
depletion  of  the  timber  reserve  and  the  accompanying 
increase  in  timber  cost  is  driven  home,  or  unless  the 
use  of  preservative  methods  brings  about  a  demon- 
strable lessening  in  annual  cost.  No  amount  of  abstract 
sentiment  in  favor  of  conservation  of  national  resources 
will  bring  about  a  change  in  practice  unless  this  comes 
through  legislative  enactment. 

However,  the  reaction  of  depletion  on  prices  is  rea- 
sonably prompt,  and  important  timber  users  ai-e  begin- 
ning to  see  that  preservative  treatment  must  be  adopted 
eventually,  if  not  now.  An  increasing  number  believe 
in  doing  it  now. 

Electric  railways  use  vast  quantities  of  wood  in  the 
form  of  ties,  poles,  bridge  and  trestle  timbers,  build- 
ings, etc.  Much  of  this  is  exposed  to  alternate  wetting 
and  drying  under  the  action  of  the  weather  and  thus 
needs  protective  treatment  of  some  kind.  This  may  be 
anything  from  a  simple  brush  treatment  with  creosote 
or  carbolineum  at  one  extreme  to  an  elaborate  pressure 
treatment  with  these  antiseptics  at  the  other.  What- 
ever the  treatment  is  it  will  do  some  good,  and  if  cir- 
cumstances permit,  the  use  of  the  more  expensive  treat- 
ment is  to  be  preferred  because  in  general  it  insures 
the  longer  life,  and  the  longer  a  piece  of  timber  lasts 
the  less  the  replacement  cost  in  terms  of  annual  ex- 
pense during  its  life.  Brush  treatment,  however,  is 
better  than  nothing  and  may  lead  to  better  practice. 

Another  item,  sometimes  lost  sight  of,  is  the  fact 
that  timber  now  installed  at  a  given  cost  will  probably 
cost  more  when  replaced  at  the  end  of  its  life,  or  must 
be  replaced  with  inferior  material,  or  both;  hence  the 
economy  of  long  life. 

The  American  Electric  Railway  Engineering  Associa- 
tion has  at  work  this  year  a  special  committee  on  wood 
preservation.  Heretofore  the  committee  on  way  mat- 
ters has  handled  the  subject,  but  it  has  grown  to  be 
important  enough  for  specialized  attention.  The  main 
purpose  of  this  committee  is  educational;  to  show  the 
industry  exactly  what  the  facts  are.  The  result  should 
be  increased  interest,  as  evidenced  by  larger  appropria- 
tions for  making  timber  last  longer. 


670 


Electric    Railway    Journal 


Vol.  61,  No.  16 


Paint  and  Publicity 

Help  to  Draw  Patronage 

FOR  years  the  Manhattan  Elevated  lines  have  been 
giving  service  to  New  York's  multitudes.  Year  after 
year  the  cars  and  structures  have  become  dingier  and 
dingier.  The  company  is  not  altogether  responsible  for 
this.  Mayor  Hylan's  influence  excuses  it  of  much  that 
might  seem  to  be  shortcoming.  But  it  is  not  surpris- 
ing that  the  public  began  to  desert  the  "L"  when  the 
subway  Wks  opened,  with  its  seeming  greater  speed  be- 
cause of  the  noise  and  the  fleeting  walls  close  to  the 
windows.  The  growth  of  the  elevated  traffic  has  not 
kept  pace  with  that  of  the  newer  system.  So  much 
attention  has  been  given  the  subway  that  the  "L"  has 
been  almost  forgotten,  relatively,  by  both  management 
and  public.  Furthermore,  service  has  been  curtailed  so 
that  crowding  is  as  severe  as  on  the  subway. 

Now  that  the  financial  relations  between  the  companies 
have  been  readjusted  the  management  has  found  that 
much  can  be  done  to  increase  the  capacity  of  the  ele- 
vated system.  So,  to  develop  the  "L,"  and  perhaps  to 
relieve  the  subway,  some  428  trains  have  just  been 
added  to  the  daily  elevated  schedule  and  express  service 
extended  from  rush  hours  only  to  the  entire  day. 

Also,  a  campaign  has  been  started  by  the  company 
to  induce  riding.  The  slogan  "Ride  on  the  Open  Air 
Elevated"  has  been  adopted.  More  aggressive  is  the 
adoption  of  a  bright  color  scheme  of  orange  and  black 
to  replace  the  combination  of  grime  and  brake-shoe  dust 
which  has  long  featured  the  car  exteriors.  Doubtless 
it  will  cost  more  ynth  these  colors  to  keep  the  cars 
looking  well,  but  it  is  worth  the  price.  Railways  that 
have  adopted  such  a  policy  have  usually  been  more 
than  repaid  by  more  riding,  improved  relations  with 
the  public  and  better  morale  among  employees. 

"Paint,  Publicity  and  Politeness"  might  well  be 
adopted  as  a  motto  on  more  than  one  property. 


Header  Wall  Construction 
for  Track  Paving 

\S  A  further  chapter  to  the  editorial  published 
/\  in  the  Nov.  18  issue  entitled  "The  Square  Deal 
in  Regard  to  Track  Paving,"  it  appears  from  the 
article  on  page  677  that  at  least  two  of  the  various  state 
highway  departments,  those  of  New  Jersey  and  Penn- 
sylvania, in  co-operation  with  a  local  electric  railway, 
have  adopted  improved  construction  for  reducing  their 
troubles.  The  respective  obligations  of  construction 
and  maintenance  in  track  and  roadway  areas  are  now 
well  defined,  however  inequitable  the  various  utilities 
may  consider  them.  The  continual  improvement  in  de- 
sign and  replacement  of  types  of  track  and  track  pave- 
ment shows  the  good  faith  and  fair  intent  of  the  utilities 
to  spare  neither  time  nor  money  in  the  development  of 
types  of  construction  which  will  be  effective  in  obviating 
trouble. 

Impact  is  incidental  to  operation  of  car  wheels  over 
rails,  and  the  track  in  paved  streets  will  transmit  vibra- 
tions from  the  rails  to  the  pavement  within  the  track 
area  and  thence  to  the  adjoining  street  pavement  as 
long  as  complete  isolation  is  not  effected  between  the 
track  and  roadway  area.  The  State  Highway  Depart- 
ments of  New  Jersey  and  Pennsylvania  have  come  to 
the  conclusion  that,  whatever  the  type  of  construction 
in. track  areas,  whether  these  be  rigid  or  semi-rigid 
some  form  of  effective  isolation  must  be  provided.  The 
relatively  slight  additional  cost  involved  in  the  changes 


from  standard  construction  is  more  than  offset  by  the 
factor  of  the  desirable  insurance  of  a  maximum  of  pro- 
tection and  a  minimum  of  maintenance.  It  is  obvious 
that  any  isolating  agency  or  barrier  to  be  effective 
must  be  independent  of  the  vibrating  track  and  its  con- 
stituent parts,  the  paved  strips  adjoining  the  rafl, 
which  are  in  more  or  less  immediate  contact  with  the 
underlying  ties.  By  the  use  of  a  barrier  incorporated 
with  the  roadway  slabs  an  opportunity  is  found  to  kill 
three  birds  with  one  stone;  These  are  to  protect  the 
slab  foundation  from  vibration,  substantially  to  rein- 
force the  edge  of  the  slab  and  to  add  a  very  desirable 
element  of  insurance  against  damage  by  frost. 


Competition  as  a  Regulator 
of  Fares  and  Service 

THE  advantages  to  all  concerned  when  ciiy  trans- 
portation is  a  regul.ated  monopoly  are  so  evident 
that  a  reversion  to  the  competitive  plan  seems  a  back- 
ward step.  When  the  only  public  transportation  was 
furnished  by  electric  cars  the  danger  of  a  departure 
from  the  monopoly  plan  was  remote,  because  it  was  not 
easy  to  start  a  competitive  line.  Usually  the  best 
streets  were  practically  pre-empted  by  the  existing 
transportation  system,  and  it  was  usually  in  such  a 
position  tb.at  it  could  offer  to  passengers  a  much  more 
extended  ride  by  a  transfer  system  than  was  possible 
for  a  new  company.  Moreover,  considerable  capital  is 
required  to  build  an  electric  railway  of  even  moderate 
length,  and  the  financial  institutions  to  which  applica- 
tion for  any  such  enterprise  would  have  to  be  made 
would  be  apt  to  be  conservative  in  regard  to  embarking 
in  a  competitive  electric  railway.  The  development  of 
the  autobus  has  changed  this  situation.  In  4bme  cities, 
notably  New  York,  there  has  been  much  talk  recently  of 
the  starting  of  bus  lines  on  routes  competitive  to  electric 
railways,  and  it  is  often  difficult  to  convince  merchants 
and  others,  who  have  been  used  to  competition  in  their 
own  lines  of  business,  that  monopoly  is  the  best  plan  for 
local  transportation. 

It  is  an  interesting  coincidence  that  the  question  of 
monopoly  versus  competition  as  regards  bus  seirvice  is 
an  active  one  in  London  as  well  as  in  New  York,  though 
in  somewhat  different  form.  In  its  bearing  on  this 
point  and  also  the  general  subject  of  regulation  versus 
competition  the  remarks  at  the  meeting  on  Feb.  22  of 
the  London  General  Omnibus  Company  of  Lord  Ash- 
field,  well  known  in  this  country,  are  of  interest.  He 
said,  in  part: 

Competition  is  a  dangerous  weapon.  It  may  seem  to 
offer  immediate  gains,  but  they  are  at  the  expense  of  future 
losses.  This  is  the  universal  experience.  Competition 
causes  congestion  on  the  more  remunerative  routes,  de- 
stroys reliable  services  on  the  less  remunerative  routes 
and  curtails  the  unremunerative  routes.  Competition 
weakens  the  undertaking,  so  that  the  fresh  capital  required 
for  progress  cannot  be  obtained  on  reasonable  terms,  and 
therefore  becomes  a  greater  burden  upon  the  passengers 
who  ultimately  have  to  meet  the  interest  charges  in  the 
fares  paid.  The  improvements  which  your  companies  are 
now  making  are  a  sure  consequence  of  the  measure  of 
prosperity  which  has  at  last  come  to  them.  Is  it  all  again 
to  be  cast  away?  Competition  ends  in  obsolete  vehicles 
being  retained  in  service,  when  they  should  have  reached 
the  scrap  heap,  and  this  means  a  poor,  slow  service  instead 
of  a  fast  one. 

Much  has  been  said  in  political  circles  in  New  York 
State  and  citv  recently  about  the  merits  of  bus  com- 
petition, but  here  is  direct  evidence. 


April  21,  1923 


Electric    Railway    Journal 


671 


Reducing  Railway  Maintenance  Costs  with 

an  Electric  Furnace 

The  Lehigh  Valley  Transit  Company,  Allentown,  Pa.,  Has  Been  Making  the  Steel 
Castings  Necessary  for  Its  Maintenance  Repairs  for  Two  and  One-Half  Years, 
and,  in   Addition   to  Obtaining   Economies,    Has    Reduced    Departmental   Work 


THE  need  for  an 
electric  steel 
furnace  by  the 
Lehigh  Valley  Transit 
Company,  Allentown, 
Pa.,  for  making  vari- 
ous castings  became 
apparent  during  the 
world  war.  At  that 
time  it  was  almost  im- 
possible to  obtain  steel 
or  iron  castings  in  the 
small  quantities  neces- 
sary for  maintaining 
electric  railway  equip- 
ment, and  even  where 
manufacturers  ac- 
cepted orders  the  best 
delivery  that  could  be 
obtained  was  from  six 
to  twelve  months,  us- 
ing United  States  pri- 
ority influence.  The 
prices  asked  for  cast- 
ings during  this  period 
were  exceptionally 
hiijh,  and  the  long 
time  required  for 
delivery  made  some 
emergency  measures 
necessary  in  order  to 
maintain  service  on 
the  various  railway 
lines.  The  installation 
of  an  electric  steel  furnace  was  thus  given  considera- 
tion by  the  officials  of  the  railway  for  producing 
emergency  castings  and  particularly  for  making  a 
quantity  of  wheel  bushings  which  were  necessary. 
The  practice  of  the  railway,  whenever  wheels  became 
worn  to  small  diameters  and  still  had  sufficient  metal 
for  additional  service,  was  to  remove  these  wheels 
and  re-turn  them  for  smaller  axles  for  use  under  cars 
using  smaller  diameter  wheels.  This  practice  required 
a  steel  bushing  between  the  axle  and  the  wheel  in  order 
to  provide  proper  fit.  At  that  time  old  steel  scrap  was 
selling  at  from  $16  to  $20  per  ton  and,  considering  the 
high  price  asked  for  steel  castings,  the  officials  thought 
they  would  be  able  to  produce  wheel  bushings  and  emer- 
gency castings  by  using  the  old  scrap  at  such  a  low 
cost  as  to  be  able  to  pay  for  the  furnace  in  a  very 
short  period.  An  order  was  accordingly  placed  with 
the  Pittsburgh  Electric  Furnace  Corporation  for  a  500- 
Ib.  "Lectromelt"  furnace.  This  furnace  was  received 
Oct.  1,  1920,  and  was  placed  in  operation  immediately 
so  that  the  first  casting  was  made  Oct.  21. 

When  the  question  as  to  the  size  of  furnace  to  be 


^^s^^hP^^ 

\ 

v^^K    ^^^HjH^^B^^^^^^^^^^^^^^HjL.                            * 

J  ij 

1^ 

Pouring  Steel  Into  a  Ladle  from  the  Electric  Fnrnace 


stalled.  Accordingly, 
board  was  purchased 
I'^urnace  Corporation. 


purchased  was  first 
considered,  it  was 
thought  that  the  250- 
Ib.  size  would  be  satis- 
factory, but  further 
consideration  of  the 
weight  of  other  cast- 
ings which  were  re- 
quired showed  the  ne- 
cessity of  the  500-lb. 
size.  In  order  that  the 
usefulness  of  the  fur- 
nace could  be  demon- 
strated before  an  ex- 
cessive amount  of 
money  was  used,  the 
first  installation  had 
hand  control,  but  pro- 
vision was  made  in 
the  installation  so 
that  automatic  con- 
trol could  be  added 
without  difficulty. 
From  the  start  the 
furnace  was  kept  busy 
making  small  steel 
castings  and  the  sizes 
produced  gradually  in- 
creased. After  about 
a  year's  operation  its 
great  value  was  seen 
and  the  economies 
showed  that  automatic 
•  .  control   should  be  in- 

a    Westinghouse    type    control 
from    the    Pittsburgh    Electric 


Automatic  Control  Installed 

In  addition  to  the  electric  furnace  itself,  other  equip- 
ment necessary  consists  of  a  200-kva.  Pittsburgh  Trans- 
former Company's  transformer.  The  power  supply  is 
three-phase,  2,200-volt,  and  the  transformer  used  is 
both  oil  and  water  cooled.  The  secondary  side  of  the 
transformer  has  low  and  high  voltage  taps.  When  begin- 
ning a  heat  the  low  tap  is  used  for  about  five  minutes, 
necessary  connections  being  obtained  from  the  switch- 
board by  throwing  a  handle.  After  contact  has  been 
established  the  high  tap  is  used  to  accelerate  melting  and 
after  the  melting  is  completed  the  low  tap  is  again  used. 

The  regulator  panel  carries  the  control  element,  the 
magnetically  operated  switches  which  control  the  elec- 
trode motors,  and  the  necessary  resistances,  condensers, 
switches  and  fuses,  etc.  A  small  rheostat  is  mounted 
on  the  back  of  the  panel  for  each  electrode  which  the 
regulator  is  to  control,  and  is  connected  in  the  voltage- 


672 


Electric    Railway    Journal 


Vol.  61,  No.  16 


Auxiliaries  to 

Steel  Foundry  Reduce  Cost 

of  Castings 


No.  1 — The  sand  mixer  is  an 
efficient  help  in  making  molds. 

No.  2 — ^The  core  room  and 
baking  oven  are  necessary  aux- 
iliaries. 

No.  3  —  The  control  board 
provides  for  automatic  regula- 
tion and  shows  what  is  taking 
place  in  the  furnace. 

No.  4 — Making  a  mold  for  a 
steel  wheel  by  aid  of  the  mold- 
ing machine. 

No.  5 — The  automatic  control 
equipment  is  housed  in  a  sep- 
arate brick  room. 

No.  6 — Turning  a  pair  of  cast 
steel  wheels  on  a  wheel  lathe 
adjacent  to  the  company's 
foundry. 


April  21,  1923 


Electric    Railway    Journal 


673 


coil  circuit.  Its  purpose  is  to  limit  the  maximum  cur- 
rent for  which  the  rheostat  on  the  control  panel  can  be 
set.  It  also  provides  a  means  of  balancing  the  current 
between  electrodes  for  any  setting  of  the  rheostat  on 
the  control  panel. 

The  regulator  is  particularly  rapid,  since  an  electrode 
speed  of  2h  to  3  ft.  per  minute  is  possible  under  auto- 
matic control.  The  current  can  be  held  to  within  5 
per  cent  of  its  normal  value.  The  furnace  with  a  cold 
charge  of  steel  can  be  placed  under  automatic  regulation 
with  the  rheostats  set  at  full  power,  and  at  the  end  of 
eight  to  ten  minutes  a  sufficient  pool  of  steel  will  have 
been  formed  to  give  stable  electrical  conditions.  The 
freedom  from  having  to  watch  regulation  of  the  furnace 
allows  the  melting  crew  to  give  its  entire  attention  to 
the  metallurgical  aSpect  of  melting. 

The  steel  is  melted  in  the  furnace  from  an  electric 
arc  between  three  graphite  electrodes  and  the  metal 
itself.  The  graphite  electrodes  are  3  in.  in  diameter  and 
are  supported  by  three  water-cooled  glands.  One  hun- 
dred and  thirty  volts  a.e.  is  used  for  melting. 

The  lining  of  the  furnace  used  by  the  Lehigh  Valley 
Transit  Company  is  of  the  acid  type.  Silica  brick  is 
used  for  both  sides  and  roof  with  a  ganister  bottom. 
The  furnace  tub  is  constructed  of  plate  steel  and  rests 
on  rocker  castings,  so  as  to  permit  the  necessary  tilting 
for  pouring.  The  furnace  has  a  front  spout  for  pouring 
and  a  charging  door  in  the  rear  for  loading  with  scrap. 
This  rear  door  is  also  used  for  removing  slag  and  for 
inspecting  the  metal  during  the  operation  of  the  heat. 

The  automatic  control  equipment,  together  with  the 
200-kva.  transformer  and  a  motor-generator  set,  is 
housed  in  a  brick  compartment  built  in  the  corner  of 
the  shop.  This  room  is  approximately  15  ft.  square. 
The  motor-generator  set  is  used  for  supplying  direct 
current  at  220  volts  to  operate  the  various  solenoids  on 
the  automatic  switchboard.  The  control  panel  with 
necessary  meters  and  switches  is  built  into  this  com- 
partment with  the  face  of  the  control  board  imme- 
diately back  of  and  to  the  right  of  the  furnace.  Accom- 
panying illustrations  show  the  interior  of  the  control 
room  and  also  the  control  panel,  which  is  on  the  outside. 
The  three  heavy  cables  which  reach  from  the  wall  to 
the  furnace  conduct  the  current  to  the  electrodes.  In 
addition  three  flexible  connections  conduct  the  water 
along  these  cables  and  through  the  glands  which  sur- 
round the  electrodes.  The  connections  are  made  so  that 
the  water  passes  in  series  through  the  various  glands, 
after  which  it  returns  to  a  drain  pipe  at  th€  wall  and 
runs  into  the  sewer.  The  tilting  of  the  furnace  is  ac- 
complished by  turning  a  hand  wheel  which  operates  the 
necessary  gearing  for  tilting  as  required.  This  tilting 
screw  is  operated  by  hand  and  pours  the  contents  of 
the  furnace  into  the  ladle.  From  the  ladle  the  metal 
is  poured  directly  into  the  sand  molds,  which  are  placed 
within  convenient  radius  so  that  they  can  be  reached 
readily  with  a  jib  crane  of  2-ton  capacity,  which  serves 
the  foundry  floor,  handling  the  ladles,  castings,  mold 
boxes,  etc. 

Use  Made  of  the  Furnace 

The  first  use  made  of  the  furnace  was  to  supply 
necessary  wheel  bushings  and  small  castings.  In  the  first 
two  weeks  of  operation  a  year's  supply  of  steel  bush- 
ings could  have  been  made  up,  and  figuring  the  cost  of 
the  bushings  at  that  time,  which,  as  already  stated,  was 
exceptionally  high  due  to  war  conditions,  a  saving  was 
found  sufficient  to  meet  the  entire  first  cost  of  the  fur- 


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<jiraplih-al   ("hurt  of  Powt'r  Input   of   Electrif  Furnace 

nace.  The  field  of  usefulness  for  this  furnace  in  sup- 
plying castings  for  emergency  repairs  was  soon  found 
to  exceed  all  expectations.  The  maintenance  of  electric 
railway  equipment  requires  a  large  number  of  castings, 
which  are  essentially  not  wearing  parts  and  so  are  re- 
quired in  small  quantities,  the  requirements  often  con- 
sisting of  from  one  to  less  than  ten  castings  at  a  time. 
Manufacturers  apparently  are  not  looking  for  this  type 
of  business  and  direct  their  attention  particularly  to 
obtaining  orders  where  large  quantities  of  the  same 
castings  are  required.  Consequently  the  prices  asked 
for  castings  of  this  natui-e,  singly  or  in  small  quanti- 
ties, are  exceptionally  high. 

In  many  cases  these  castings  are  required  for  old  or 
obsolete  equipment,  so  that  the  manufacturers  have 
to  make  up  new  patterns,  and  as  the  quantity  required 
is  small,  of  course  this  increases  the  price  considerably. 
There  is  also  a  very  long  time  required  for  the  making 
of  the  pattern  and  the  producing  of  the  casting,  so 
that  even   where  particular  attention  is  given  toward 


Report  Blank  C««d   In   the   Klectrle   Steel  Foundry 


674 


Electric    Railway    Journal 


Vol.  61,  No.  16 


delivering  these  as  soon  as  possible,  the  time  still  re- 
mains exceptionally  long.  In  many  cases  orders  for 
small  quantities  are  not  followed  up  to  obtain  short  de- 
liveries, so  that  frequently  railways  wait  from  six  to 
twelve  months  for  castings  that  are  quite  essential  to 
give  satisfactory  operation.  This  has  left  many  roads 
to  undertake  emergency  repairs  by  welding  or  patching 
up  parts  so  that  the  equipment  can  continue  in  service 
until  the  new  part  is  received.  This  method  of  main- 
tenance requires  double  the  labor  as  the  equipment  has 
to  be  brought  in  for  making  the  emergency  repairs  and 
then  has  to  be  again  shopped  for  the  installation  of  the 
new  equipment  when  it  is  received.  Sometimes  the 
material  after  it  is  received  is  not  found  satisfactory 
and  must  be  returned,  and  frequently  entirely  new  cast- 
ings must  be  made.  By  having  a  small  electric  furnace, 
the  railway  is  relieved  of  a  wonderful  amount  of  worry 
and  trouble,  and  in  addition  by  making  the  castings 
themselves  the  railway  obtains  fairly  correct  material  at 
a  very  low  figure. 

In  Allentown  castings  for  emergency  repairs  are  pro- 
duced and  placed  in  service  in  much  less  time  than  it 
would  take  to  put  through  an  order.  In  order  to  take 
care  of  the  emergency  repairs,  railways  are  carrying 
stocks  of  material,  some  of  which  are  not  called  for  over 
long  periods.  By  being  able  to  make  such  castings 
themselves,  the  stores  department  is  thus  relieved  of 
the  necessity  of  carrying  large  amounts  of  material, 
which  on  some  systems  run  into  many  thousands  of 
dollars.  Much  unnecessary  correspondence  is  also  pre- 
vented. Thus,  in  placing  an  order  it  is  usual  first  to 
ask  for  bids,  and  after  these  have  been  checked  by  the 
various  departments  there  is  considerable  routine  work 
necessary  to  place  the  requisition,  order,  invoice  and 
payment  in  operation.  Frequently  much  additional  cor- 
respondence is  necessary  before  the  castings  are  re- 
ceived, and  where  these  are  found  unsatisfactory  addi- 
tional work  is  entailed.  In  addition  to  relieving  the 
various  departments  of  this  work,  the  cost  of  trucking 
castings  from  the  freight  station  to  the  shop  is  done 
away  with,  and  also  the  payment  of  necessary  freight 
bills. 

The  big  field  then  for  the  use  of  a  small  electric 
furnace  appears  to  be  in  taking  care  of  such  require- 
ments as  are  essentially  a  maintenance  proposition 
rather  than  a  manufacturing  proposition.  Of  course, 
where  large  quantities  are  required,  manufacturers  are 
in  position  to  turn  out  the  work  much  more  speedily 
and  the  cost  should  be  less  and  the  product  superior. 

Amount  of  Work  Done  in  Allentown 

During  the  two  years  and  a  half  that  the  electric  steel 
furnace  has  been  in  operation  in  the  shops  at  Allentown 
2,600  heats  have  been  completed,  and  the  operators 
have  been  particularly  successful  in  producing  steel 
castings  of  a  very  fine  quality.  At  first  considerable 
attention  was  given  to  tests  and  to  the  analysis  which 
would  show  the  grade  of  material  poured,  but  experi- 
ence has  enabled  the  operators  to  tell  in  advance  the 
various  metals  required  in  the  charge  to  give  the  mate- 
rial desired.  The  foundry  force  at  present  consists  of 
twelve  men,  and  six  heats  are  poured  per  day.  While 
the  furnace  is  a  500-lb.  size,  it  is  being  continually 
overloaded,  and  heats  of  from  600  to  800  lb.  are  being 
poured  constantly.  In  emergency  cases  castings  weigh- 
ing 900  and  1,000  lb.  have  been  mai'.e.  The  number  of 
heats  that  could  be  made  per  day  could  be  increased 
from  these  figures  if  necessary,  as  it  is  found  that  the 


first  can  be  produced  in  approximately  one  hour's  time 
and  following  heats  can  be  run  off  at  from  forty-five  to 
fifty-minute  intervals. 

The  material  used  for  charging  the  furnace  in  Allen- 
town is  entirely  old  scrap,  such  as  scrap  wheels,  steel 
turnings,  machine  shop  turnings,  old  brake  shoes,  or 
whatever  scrap  may  be  on  hand.  Of  course,  the  vari- 
ous parts  and  quantities  which  constitute  a  charge  are 
carefully  selected  so  as  to  give  the  desired  grade  of 
material.  The  large  scrap  parts,  such  as  wheels,  have 
to  be  cut  up  into  pieces  approximately  12  in.  square. 
This  is  done  with  an  acetylene  cutting  outfit.  In  charg- 
ing the  furnace  at  Allentown  large  chunks  of  metal  are 
usually  placed  at  the  bottom  with  some  fine  turnings 
on  top.  The  melting  process  is  thus  started  more  easily 
and  the  arcs  which  melt  the  metal  play  between  the 
electrodes  and  the  metal  itself.  When  the  metal  is  hot 
necessary  additions  are  made  as  required.  The  various 
quantities  of  scrap  are  carefully  weighed  before  they 
are  placed  in  the  furnace. 

Large  Variety  of  Castings  Made 

A  list  of  the  castings  made  in  the  steel  foundry  of 
the  Lehigh  Valley  Transit  Company  would  occupy  sev- 
eral pages.  Some  of  the  principal  ones  include  such 
castings  as  brake  hangers,  brake  shoe  heads,  third  rail 
shoes,  gusset  plates,  center  plates,  side  bearings,  dev- 
ices, filler  blocks,  bushings  of  all  descriptions,  bearings, 
housings,  door  step  treads,  spring  seats,  several  l;ypes 
of  brake  jaws,  truck  guides  and  steel  wheels.  As  re- 
quired, of  course,  all  necessary  castings  can  be  turned 
out,  which  electric  railway  operators  will  appreciate  in- 
clude a  very  large  variety.  In  addition  to  the  equip- 
ment used  for  rolling  stock  repairs,  the  foundry  in  Al- 
lentown also  makes  filler  blocks,  sewer  grates  and  mis- 
cellaneous track  department  castings,  among  which  are 
several  complete  special  trackwork  parts.  A  description 
of  the  manufacture  of  these  will  be  described  in  another 
article.  A  large  variety  of  castings  is  also  made  for  the 
line  department,  and,  in  fact,  the  electric  steel  furnace 
provides  castings  for  all  the  departments  of  the  rail- 
way. The  Lehigh  Valley  Transit  Company  has  two 
amusement  parks,  and  there  is  a  large  variety  of  equip- 
ment in  these  which  require  maintenance,  and  the  steel 
foundry  has  been  found  of  particular  value  for  these. 

An  undertaking  of  this  kind  b.v  an  electric  railway, 
which  is  quite  out  of  the  ordinary,  of  course,  has  been 
followed  very  closely  by  the  management,  and  detailed 
costs  have  been  made  very  carefully  and  conservatively 
so  as  to  make  certain  that  no  one  was  misled  as  to  any 
economies  produced.  These  costs  show  that  during 
the  period  of  operation  steel  castings  have  been  pro- 
duced at  such  a  low  cost  that  cast-iron  as  a  material  for 
the  railway  has  really  ceased  to  be  of  interest,  since 
the  steel  castings  produced  are  much  stronger  and  more 
reliable  than  either  malleable  iron  or  the  cast  iron 
which  has  heretofore  been  used  in  the  electric  railway 
maintenance.  The  malleable  iron  market  has  been  very 
irregular  during  the  past  few  years.  Prices  were  high, 
and  deliveries  very  unsatisfactory  and  irregular. 

Some  of  the  beneficial  results  obtained  from  replacing 
cast  iron  with  steel  are  of  interest.  The  track  depart- 
ment uses  a  considerable  number  of  grates  for  sewer 
covers,  which  were  previously  made  of  cast  iron.  The 
practice  was  to  order  these  from  a  particular  manu- 
facturer who  had  patterns  for  the  type  and  size  re- 
quired, and  so  no  consideration  was  given  to  the  mate- 
rial used.     With  the  introduction  of  the  steel  furnace 


April  21,  1923 


Electric    Railway    Journal 


675 


some  grates  were  made  for 
replacement  in  the  steel 
foundry.  At  first  a  con- 
siderable number  were 
required  for  replacement, 
but  the  orders  for  new 
grates  decreased  quite 
rapidly.  An  investigation 
showed  that  maintenance 
replacement  consisted  en- 
tirely of  replacing  broken 
iron  gratings.  By  the  use 
of  steel  the  gratings  did 
not  break  and  so  the  de- 
mand for  new  castings  de- 
creased as  the  number  of 
steel  gratings  increased. 
While  these  gratings  were  no  doubt  of  sufficient 
strength  when  they  were  first  introduced,  the  increase 
in  traffic  and  in  the  capacity  of  trucks  which  operate 
through  the  streets  made  them  of  insufficient  strength 
to  withstand  the  increased  load. 

Another  example  of  the  beneficial  results  obtained 
from  replacing  cast  iron  with  steel  is  in  connection  with 
the  wedges  for  journal  boxes.  When  the  steel  foundry 
first  started  to  make  these  there  were  orders  for  a 
considerable  number,  and  so  the  wedges  were  made  up 
in  advance  and  a  few  were  kept  ahead  to  fill  orders  as 
they  came  in.  Eventually  it  was  discovered  that  the 
supply  kept  on  hand  was  not  decreasing,  and  an  investi- 
gation was  made  to  find  out  the  cause.  It  was  found 
that  the  original  replacements  of  these  wedges  were 
due  to  breakage  of  an  end  lug  which  was  of  small  sec- 
tion and  that  very  few  were  replaced  for  being  worn 
out.  The  use  of  steel  gave  additional  strength  to  the 
end  lugs,  so  that  these  did  not  break  off,  and  conse- 
quently the  number  of  replacements  decreased  consider- 
ably as  the  new  wedges  were  installed. 


steam  Road  Crosninff  Cast  in  Company's  Steel  Foundry 

Test  pieces  shown  at  back.     The  bent  projections  of  that  at  left 
resulted  from  blows  with  a  sledge  and  show  ductility  of  castings. 


When  the  steel  furnace 
was  first  installed,  wooden 
molds  were  used  and  the 
tamping  was  done  by  hand. 
Gradually  wood  has  been 
replaced  by  steel  and  a 
molding  machine  has  been 
added  to  the  equipment  so 
that  the  tamping  is  now 
done  by  compressed  air. 
This,  of  course,  results  in 
increased  economy  and 
also  permits  the  use  of  un- 
skilled labor,  while  a  cer- 
tain amount  of  experience 
was  required  for  the  hand 
tamping.  Experience  has 
shown  that  no  particular  skill  is  required  in  the  opera- 
tion of  the  electric  furnace  and  that  aside  from  having 
a  man  in  charge  with  a  knowledge  of  the  composition 
of  the  various  steel  castings  used  by  electric  railways, 
and  one  experienced  molder,  who  takes  care  of  the 
diflScult  work  and  serves  as  a  leader  for  the  others, 
unskilled  labor  can  be  used. 

Other  economies  are  gradually  resulting  from  ex- 
perience in  connection  with  the  work.  Thus,  in  con- 
nection with  risers  and  gates,  at  first  some  of  these 
were  of  considerable  cross-section,  so  that  it  was  neces- 
sary to  cut  them  off  with  the  acetylene  torch.  A  study 
of  the  construction  of  the  risers  has  shown  that  the 
section  at  the  castings  can  be  reduced  in  most  cases 
so  that  while  a  large  body  of  metal  is  still  retained  in 
the  riser,  the  reduced  section  at  the  castings  permits 
of  their  being  knocked  off  with  a  sledge. 

The  most  complicated  and  difficult  castings  which  are 
being  made  in  the  AUentown  foundry  are  shoe  heads, 
third  rail  shoes  and  journal  boxes.  A  considerable  num- 
ber of  cores   are   required   for   these   ca.stings,   but   in 


General  View  of  the  Foundry.  Showing  How  Larffe  Jib  Crane  Serves  Furnace  and  All  Molds 


676 


Electric    Railway    Journal 


Vol.  61,  No.  16 


spite  of  the  additional  labor  involved,  castings  like 
these  are  being  produced  at  about  one-fourth  the  in- 
voiced price  at  which  they  can  be  purchased  outside. 
This  75  per  cent  saving  does  not  include  such  savings 
as  result  from  decreased  stores  and  decreased  work  in 
connection  with  correspondence  and  auditing.  A  core 
room  has  been  installed  in  a  room  adjacent  to  the  foun- 
dry.    Baking  ovens   equipped   for   gas  heat   are  used. 

Maintenance  Repairs  to  the  Furnace  and 
Equipment 

During  the  two  and  a  half  years  that  the  fur- 
nace has  been  in  service  the  only  repairs  necessary 
have  been  relining  the  top  side  walls  and  the  roof  rings. 
At  first  the  furnace  was  operated  for  134  heats  with 
the  original  roof  rings.  Later  it  was  decided  that  the 
life  of  one  set  of  silica  brick  was  about  100  heats.  The 
furnace  consumes  from  1  in.  to  14  in.  of  carbon  from 
each  electrode  per  heat.  These  two  items  are  prac- 
tically the  only  things  against  which  maintenance 
charges  have  been  necessary  for  the  furnace  since  its 
installation.  Other  parts  will  probably  last  for  many 
years,  provided  lightning  or  fire  does  not  damage  the 
transformer.  In  addition  to  the  maintenance  of  the 
furnace  itself,  the  ladles  require  relining.     At  present 


Waste  Saturation  Plant  Halves 
Oil  Consumption 

The  United  Railways  of  St.  Louis  Is  Obtaining  Very- 
Satisfactory   Results    from   Its   Oiling   of 
Equipment  Through  Close  Attention 
to  Waste  Saturation 

AN  EXTRAORDINARY,  if  not  unique,  lubrication 
l\  practice  is  followed  on  the  United  Railways  of  St. 
Louis.  Journal  bearings,  after  they  are  once  packed 
at  the  time  a  car  is  overhauled,  are  never  lubricated 
by  the  addition  of  any  raw  oil,  but  arc  run  until  the 
next  overhauling,  a  year  or  fourteen  months  later, 
when  the  journals  are  again  repacked.  During  this 
period  the  bearings  are  of  course  inspected  and  the 
waste  loosened  and  shaken  up.  It  is  necessary,  how- 
ever, to  add  oil  to  axles  and  motor  bearings  at  each 
inspection. 

Being  able  to  follow  such  an  unusual  practice  with 
respect  to  journal  bearings  is  the  result  of  thorough 
saturation  of  the  waste  with  oil  by  means  of  a  specially 
devised  waste-saturating  apparatus.  Accompanying 
photographs    and    a    drawing    show    how    this    waste- 


At  i^ett.  Sorting:  Out  and  Cleaning:  lTf«ed  Wante  for  Resataration.      At  Riglit-,  Covered  Metal  CanN  for 
DIspatritinff  Saturated  Waste  to  the  Various  CariiouHes 


native  clay  is  used  for  relining  these,  and  it  is  found 
necessary  to  reline  them  about  once  in  every  two  or 
three  weeks.  Mold  boxes  of  course  require  repairs,  but 
from  the  general  observation,  these  are  comparatively 
light,  and  aside  from  the  items  mentioned,  the  furnace 
continues  in  operation  day  after  day  with  practically 
no  other  attention. 

The  performance  and  results  obtained  through  the 
use  of  the  electric  steel  furnace  of  the  Lehigh  Valley 
Transit  Company  have  proved  to  all  the  officials  that  it 
is  a  very  essential  item  for  any  electric  railway. 
Through  its  use  correct  castings  at  a  low  cost  are  not 
only  produced,  but  in  a  very  short  time  and  with  little 
inconvenience,  so  that  it  is  unnecessary  to  withhold 
the  equipment  from  service  to  any  considerable  extent 
while  making  repairs. 

The  use  of  the  steel  furnace  also  enables  the  heads  of 
various  departments  to  make  up  special  devices  which 
result  in  labor  saving  and  additional  economies.  As  an 
example  of  this,  the  maintenance  of  way  department 
has  just  constructed  a  new  type  of  rail  bender.  This 
has  proved  a  very  efficient  machine,  and  as  a  number 
of  steel  castings  are  used  in  this  construction,  the  cost 
of  these  would  have  been  prohibitive  if  it  had  been 
necessary  to  make  up  designs  and  have  the  patterns 
and  castings  made  outside. 


saturating  plant  is  constructed  and  how  it  operates. 
The  idea  is  to  have  the  waste  soak  in  the  oil  until  it 
absorbs  all  the  oil  that  it  can  hold.  The  saturating 
outfit  is  composed  of  two  double  bottom  tanks  filled 
with  oil.  The  space  between  the  two  bottoms  is  filled 
with  water,  which  is  heated  by  means  of  hot  water  pipes 
to  a  temperature  of  about  125  deg.  F.  The  waste  is 
thrown  into  these  tanks  and  allowed  to  soak  from  eight 
to  twelve  hours.  At  each  end  of  the  apparatus  is  a 
tilted  draining  pan  that  supports  screens  onto  which  the 
waste  is  thrown  when  it  is  removed  from  the  oil.  These 
pans  are  also  heated  with  hot  water  pipes  so  that  the 
same  temperature  is  maintained  during  draining.  The 
normal  consumption  of  saturated  waste  is  such  that 
about  two  batches  a  day  are  turned  out.  The  plant  is 
heated  with  a  small  coal-fired  hot  water  heater  which 
is  piped  like  a  hot  water  heater  on  a  car. 

This  apparatus,  which  is  installed  in  the  Newstead  and 
Fairfax  carhouse,  has  been  in  use  for  about  six  years. 
Previous  to  that  time  the  waste  used  in  packing  all 
bearings  was  saturated  with  cold  oil  when  used  in  each 
of  the  thirteen  separate  carhouses  of  the  United  Rail- 
ways of  St.  Louis.  This  work  is  now  centralized  so 
that  all  waste  used  on  the  system  is  saturated  with 
warm  oil  and  sent  out  to  the  various  carhouses  as 
needed   in   covered   cans  holding   100  lb.  each.     Since 


April  21,  1923 


Electric    Railway    Journal 


677 


mersed  bodily  in  the  oil.  In  this  way  it  is  not  possible 
for  the  shorter  pieces  to  separate  from  the  rest  and 
settle  in  the  bottom  of  the  tank. 

At  one  end  of  the  saturating  tank  stand  is  an  oil 
filter  through  which  the  lubricating  oil  in  the  tank  i& 
passed  every  fifteen  days.  In  this  way  the  oil  is  kept 
as  pure  as  possible  by  removing  any  collection  of  small 
fibers  and  dirt  that  may  be  separated  from  the  re- 
claimed  waste. 


All  Saturating  of  WnNte  Is   Centralfeed  in  One   rnrhoaNe 

the  institution  of  this  new  system  for  handling  and 
saturating  waste  the  oil  consumption  has  been  reduced 
from  about  4,000  gal.  per  year  to  about  2,000  gal.  per 
year.  This  amount  of  lubricant  is  all  that  was  re- 
quired for  all  equipment,  which  was  operated  over 
43,000,000  car-miles  last  year. 

In  the  saturating  process  the  new  waste  is  not  mixed 
with  that  which  has  been  reclaimed.  As  mentioned  be- 
fore, the  saturating  apparatus  is  composed  of  two  sep- 
arate tanks.  One  of  these  is  used  for  the  new  waste 
and  the  other  for  that  which  is  to  be  resaturated.  Only 
new  waste  is  used  in  motor  and  axle  bearings.  This 
is  packed  in  cans,  which  are  plainly  marked,  for  dis- 
tribution to  the  various  carhouses.  Thus  two  grades 
of  waste  that  must  be  kept  separate  are  issued  to  each 
carhouse.  The  old  waste  from  each  carhouse  is  re- 
turned to  the  central  satu- 
rating plant,  where  it  is 
hand  picked  to  loosen  up 
the  fibers  and  to  remove 
the  dirt.  In  sorting  over 
the  waste  the  longest  fibers 
are  thrown  into  a  pile  at 
one  side,  while  the  shorter 
ones  are  tossed  into  a  per- 
forated box  which  is  im- 


Extreme  Heaving  of  Pavement 
Adjacent  to  Track  Construction 

Checking  of  Levels  on  a  Stretch  of  Track  in  Allentown, 

Pa,,  Shows  that  What  Appeared  to  Be  a  Settling 

of  the  Track  Construction  Was  in  Reality  a 

Heaving  of  the  Adjacent  Asphalt  Paving 

THE  accompanying  halftone  illustrates  in  a  very 
striking  manner  the  condition  of  some  track  con- 
struction and  the  paving  adjacent  to  it  on  Seventeenth 
Street,  between  Hamilton  and  Turner  Streets,  in  Allen- 
town,  Pa.  The  photograph  was  taken  on  March  1. 
Check  levels  taken  by  the  city  engineers  to  determine 
whether  the  track  had  settled  from  the  original  con- 
struction grade  showed  that  there  was  no  appreciable 
settlement  in  the  top  of  the  rail  or  the  paving  in  the- 
track  area.  The  paving  and  track  construction  was  put 
in  last  fall  and  at  the  time  of  the  investigation  was  five 
months  old.  The  asphalt  paving  was  on  a  concrete- 
foundation,  and  measurements  showed  that  in  some 
cases  the  paving  in  the  outside  area  was  from  4  in^ 
to  5  in.  higher  than  when  laid  last  fall.  Since  the 
original  levels  were  taken,  the  engineers  of  the  railway 
have  been  following  up  conditions  carefully,  and  a  month 
after  the  first  levels  were  taken  it  was  found  that  the- 
pavement  had  dropped  back  from  li  in.  to  1?  in. 

The  depth  of  the  city  paving  construction  is  8  in., 
and  that  in  the  track  area  18  in.  The  primary  cause 
of  the  heaving  of  the  asphalt  adjacent  to  the  track 
construction  evidently  was  due  to  the  flooding  of  the 
center  portions  of  the  street  and  the  attendant  satura- 
tion of  the  subgrade  caused  by  property  owners  failing 
to  clean  out  the  gutters.  Subsequent  frosts  penetrated 
the  8-in.  depth  of  the  city  pavement  construction  more 
readily  than  the  18-in.  construction  of  the  railway  com- 
pany's track  area,  and  evidently  brought  about  the- 
heaving  of  the  adjoining  roadway  without  affecting  the 
track  area. 

In  considering  types  of  construction  designed  to  over- 


S<-9" 


S'-i' 


Constrnctioii  Details  of  the  St.  Louis  WaBte-Satnratinar  Apparatus 


678 


Electric    Railway    Journal 


Vol.  61,  No.  16 


r--^'-^f^- 


'3 


■>H '  R"  -  -  -18  "" '  ->^4  f^moMed  expcmsionjoirrh 


;.;■>■  K^       S/cT/e  Hiqfyvt^y  Depcrrf-menf 

';'v  ?  ffe/nwrceef  cx>/7c/ie^  cansfrucffon 


'■"Drain  file  insfa//ec^ in 

'r  bearing  soil  foccHons 


SUff^  mortar  backing       Vifrlfiecf  brick 
Pace  of  heac^er  or  (7uH?  wall  1^        ,«^   \  •^-xiL:       ^  \  ^~A-^ - - ■>4'7m?----M'' >-l 


ad/orn/nq  payemenf '"  v',-:"*: 


A  Drain  file  insivtUec/  in 

wcrfer  be^rin^  soil  locations 


conslrucfion 


At  Top,   Concrete   Paving  Construction  with   80-L.b.  A.  S.   C.  E.  T-Bail.     At  Botton,  Constmction  witii 
Vitrified  Briclc  FaTing  and  105-I.b.  Dudley  T-Bail 


come  such  difficulties,  a  new  type  of  construction  ad- 
vanced by  W.  R.  Harris  in  the  Highwmj  Engineer  & 
Contractor,  July,  1919,  was  adopted  by  the  Lehigh 
Valley  Transit  Company  as  the  most  promising  and 
recommended  by  it  to  the  various  city  and  borough 
engineers  in  the  territory  served.  This  type  was  inde- 
pendently picked  up  and  adopted  by  the  New  Jersey 
State  Highway  Department  while  the  Lehigh  Valley 
Transit  Company  was  working  with  the  Pennsylvania 
engineers,  with  the  result  that  it  now  has  been  adopted 
by  the  Pennsylvania  State  Highway  Department  and 
assurance  given  of  such  a  course  by  the  city  engineers 
of  Allentown  and  Bethlehem,  Pa.,  as  well  as  in  other 
localities. 

Accompanying  illustrations  show  this  construction 
for  standard  vitrified  brick  paving  with  105-lb.  Dudley 
T-rail  and  for  concrete  paving  with  80-lb.  A.S.C.E. 
T-rail.  It  is  evident  that  if  such  designs  of  track  con- 
struction as  illustrated,  and  others  which  have  been 
worked  out  to  overcome  such  conditions  by  other  rail- 
ways, are  adopted,  the  damage  to  adjoining  pave- 
ment in  track  areas  can  be  decreased  materially  if  not 
entirely  eliminated,  and  that  certain  improvements  in 
design  of  the  roadway  construction  is  necessary.  In 
adopting  this  type  of  construction,  it  is  evident  that  the 
state  highway  departments  of  New  Jersey  and  Pennsyl- 


vania have  come  to  the  conclusion  that  whatever  the 
type  of  construction  in  the  track  areas,  complete  and 
effective  isolation  therefrom  is  the  first  prerequisite  for 
obtaining  adequate  life  of  the  adjoining  roadway  pave- 
ment, and  that  such  additions  or  changes  to  the  stand- 
ard construction  as  are  necessary  to  accomplish  this  end 
are  a  part  of  their  obligations. 

The  construction  recommended  by  the  Lehigh  Valley 
Transit  Company  provides  a  header  18  in.  deep  along 
the  edge  of  the  track  area.  A  premolded  expansion 
joint  is  also  installed  between  this  inner  wall  and  the 
track  area.  With  this  construction,  frost  must  first 
penetrate  to  a  depth  of  18  in.,  whereas  with  no  header 
wall,  only  an  8-in.  penetration  of  frost  is  required  to 
start  trouble.  The  premolded  type  of  expansion  joint 
was  adopted  by  the  Lehigh  Valley  Transit  Company 
due  to  its  ease  of  installation.  The  use  of  such  an 
expansion  joint  not  only  closes  the  joint  more  effectively 
against  leakage  of  water,  but  also  acts  as  a  desirable 
shock  absorber.  A  material  reduction,  if  not  the  entire 
elimination,  of  vibration  from  the  adjacent  track  is 
thus  brought  about.  The  filler  used,  of  course,  varies  in 
depth  with  the  type  of  construction  and  extends  down 
only  as  far  as  the  solid  portion  of  the  track  construc- 
tion, that  is,  the  paving  and  its  foundation. 


BeaTing  of  ABplinlt  Paving  Adjacent  to  Track  Areas  Caused  This 
C'ondition  in  Allentown.  Pa. 


The  Boston  "L"  and  the  "Tech." 

The  special  course  in  electric  railway  training,  which 
is  being  conducted  by  the  Massachusetts  Institute  of 
Technology  in  co-operation  with  the  Boston  Elevated 
Railway,  is  the  subject  of  an  article  in  the  April,  1923, 
issue  of  the  Technology  Review.  This  is  the  alumni 
publication  of  the  Institute.  This  course  was  outlined 
in  the  report  of  the  committee  on  education  of  the  Amer- 
ican Electric  Railway  Association,  presented  at  the 
Chicago  convention  in  1922.  Edward  Dana,  general 
manager  of  the  Boston  Elevated,  is  chairman  of  this 
committee.  The  co-operative  course  is  modeled  on  those 
which  have  been  successfully  conducted  for  years  by 
educational  institutions  and  manufacturing  concerns  in 
collaboration.  In  this  case  the  student,  after  two  years 
at  the  Institute,  spends  alternate  periods  of  three  months 
in  the  employ  of  the  co-operative  company  and  at  his 
studies. 


April  21,  1923 


Electric    Railway    Journal 


679 


The  Salvage  of  Worn  Steel  Car  Wheels 

The  Local  Heating  to  Fusion  of  a  Small  Portion  of  the  Metal  in  Car  Wheels  While 

Building  Up  Worn  Flanges  or  Treads  Produces  Complex  Internal  Wheel  Stresses 

and  Strains,  a  Method  for  Neutralizing  Which  Is  Given 

By  W.  J.  Merten 

Metallurgical  Engineer,  Material  and  Process  Engineering  Department, 
Westinghouse  Electric  &  Manufacturing  Company 


THE  reclaiming  of  worn  steel  car  wheels  by  arc 
deposition  of  metal  on  treads  and  flanges  presents 
a  problem  of  considerable  economical  importance 
and  is  a  fascinating  one  for  electric  railway  master 
mechanics,  the  welding  engineer  and  the  metallurgist. 
Automatic  arc-welding  machines  employed  for  this 
work  contribute  considerably  to  the  need  for  exact  and 
correct  processes  to  obtain  a  wheel  that  will  perform 
satisfactorily  and  to  permit  prediction  of  successful 
service  with  a  fair  degree  of  assurance. 

To  salvage  worn  wheels  economically  they  must  not 
be  removed  from  the  axle  for  the  building  up  of  the 


processes,  has  always  been  recognized  and  conceded. 
However,  little  is  known  of  their  amplitude  and  dis- 
tribution. The  state  or  form  of  these  internal  strains 
demands  consideration  when  subjecting  the  wheel  to 
stresses  induced  by  means  other  than  by  loading  and 
service  applications.  It  is  evident  that  any  work  done 
upon  the  wheel  producing  stresses  that  are  cumulative 
with  the  residual  stresses  must  be  considered  dangerous 
and  compel  the  application  of  processes  for  neutraliza- 
tion of  these  stresses  or  for  entire  elimination  of  them. 
An  example  of  such  work  is  autogenous  welding  by 
the  electric  arc,  or  by  the  oxyacetylene  gas  flame.    The 


Fracture  in  Car  Wheels  Due  to  Stresses  Caused  by  Differential  Cooling  of  the  Kim,  Plate  and  Hub  and  from  Rolling  Heat 

During  Arc  Welding  of  the  Tread 

Fig.  1 — Fracture  at  rim.    Fig.  2 — View  of  fracture  at  gear  side.  Fig.   4 — Method  of  preheating  employed  to  prevent  fracture  o( 


Fig.  3 — The  fracture  extends  around  the  web  of  the  wheel. 


wheels  during  arc  welding  by  neutralizing  the  stresses. 


tread  and  flange.  A  high  temperature  anneal  or  pre- 
heat is,  therefore,  not  feasible.  Obviously,  continuous 
welding  upon  a  cold  wheel  subjects  the  metal  to  a 
repetition  of  expansions  and  contractions,  causing  an 
additional  disturbance  of  the  already  meta-stable  equi- 
librium of  the  metal,  resulting  ultimately  in  a  fracture. 
It  is  a  well-known  fact  that  the  failure  of  wheels  or 
their  spontaneous  cracking  during  welding  is  frequently 
caused  by  residual  strains  due  to  manufacturing 
processes  accentuated  by  disturbances  resulting  from 
local   heating. 

The  analysis  of  such  a  failure  occurring  during  weld- 
ing while  immersed  in  cold  water,  or  immediately  after 
finishing  the  first  layer  on  the  tread,  indicated  a  high 
degree  of  internal  straining  and  enormous  additional 
external  stressing  due  to  shrinkage  of  the  band  of  arc- 
deposited  metal.  The  recognition  and  consideration  of 
the  magnitude  and  distribution  of  these  stresses  and 
strains  and  their  influence  upon  the  successful  repairing 
of  wheels  is  all  important. 

The  existence  of  residual  internal  stresses  in  car 
wheels,    resulting   from   the    respective    manufacturing 


local  heating  to  fusion  of  only  a  small  portion  of  metal 
produces  a  tremendous  straining  in  the  adjacent  por- 
tions or  parts,  which,  in  turn,  infiuences  the  freezing 
of  the  arc-deposited  metal  by  causing  heavy  straining 
in  it,  by  a  rapid  abstraction  of  the  heat  or  rapid  cool- 
ing from  the  liquid  condition.  This  welding  is  espe- 
cially dangerous  since  the  operation  is  conducted  while 
the  wheels  are  mounted  on  the  axle,  therefore  abound- 
ing in  stresses  and  strains  in  the  hub  and  plate 
caused  by.  the  mounting  or  pressing  of  the  wheel  on 
the  axle.  These  stresses  are  additive  in  character  with 
the  residual  manufacturing  stresses. 

In  building  up  worn  treads  and  sharp  fianges  on 
rolled  steel  car  wheels  by  arc-deposited  metal,  this 
localizing  of  heat  is  even  more  pronounced  than  in  oxy- 
acetylene flame  heating  where  a  spreading  of  the  heat 
is  greater  because  of  the  required  amount  of  preheating 
before  fusion  occurs,  and  for  this  reason  it  is  of 
greater  importance  to  guard  against  the  amplification 
of  the  internal  stresses  and  strains  when  arc  depost- 
tion  of  metal  is  employed  for  this  work  than  with 
oxyacetylene  flame  welding. 


680 


Electric    Railway    Journal 


Vol.  61,  No.  16 


•■nan^ 


iV/»A/vAyvAVv 


Fig.  s 
Location  on  wheel 
where      microscopic 
observations  were 
made. 


It  is  generally  held  that  mounting  of  the  wheel  on  its 
axle  produces  compression  in  the  wheel  radially.  The 
intensity  or  magnitude  of  these  compressive  stresses 
is  greatest  in  the  hub  and  decreases  in  the  plate  toward 
the  rim  and  becomes  very  small  at  the  tread.  Tangen- 
tially,  tensional  stresses  are  produced  by  mounting  and 
while  they  probably  decrease  appreciably  toward  the 
rim,  their  magnitude  must  be  appre- 
ciable, and  in  conjunction  with  the 
tensional  stresses  and  strains  caused 
by  differential  cooling  of  rim,  plate 
and  hub  from  the  rolling  heat  they 
are  of  sufficient  intensity  to  cause 
rupture  at  comparatively  small  addi- 
tional straining  as  is  illustrated  by 
the  fracture  of  two  38-in.  rolled-steel 
car  wheels  during  arc  welding  of 
tread  in  Figs.  1,  2  and  3.  While 
structural  coarseness  of  grains  may 
have  contributed  considerably  to  this 
failure,  it  is  probably  not  far  from 
correct  to  attribute  the  cause  to  in- 
ternal straining  of  the  steel.  The 
microstructural  examination  made  at 
the  positions  as  shown  in  the  sketch. 
Fig.  5,  did  not  show  abnormal  condi- 
tions. Figs.  6,  7  and  8  are  photo- 
graphic reproductions  of  microstructural  characteristics 
of  the  parts  near  the  weld  and  from  the  fractured  portion. 

Stresses  and  Strains  Due  to  Cooling 
FROM  THE  Rolling  Heat 

The  cooling  of  steel  wheels  from  the  rolling,  pressing, 
or  forging  heat  involves  changes  of  volumes  not  occur- 
ring at  the  same  time,  resulting  in  elastic  strains  set 
up  to  equalize  the  disturbed  equilibrium.  A  consider- 
able amount  of  inelastic  straining,  however,  takes  place 
at  the  junction  of  the  rim  and  plate  and  at  the  junction 
of  the  hub  and  plate,  due  to  this  differential  cooling 
resulting  from  non-uniformity  of  cross-sectional  dimen- 
sions or  non-uniformity  of  mass.  It  is  this  inelastic 
straining,  coupled  with  the  strains  produced  by  local 
heating  from  a  partial  fusion  of  spots  or  areas  that  are 
arc  welded,  and  the  differential  expansion  and  subse- 
quent contraction  inevitably  resulting  in  heavy  stresses, 
that  can  be  held  responsible  for  most  failures  such  as 
are  shown  on  the  photographs  which  have  been  referred 
to  previously. 

The  success  of  a  welding  operation  for  the  salvage 
of  worn  wheels  obviously  depends  upon  the  successful 
reduction  of  the  internal  stresses  to  a  magnitude  or 
value  permitting  the  additional  straining  without  ex- 
ceeding the  elastic  or  endurance  limit  of  the  metal. 
A  favored  method  to  keep  stresses  down  in  a  wheel 
that  is  subjected  to  welding  is  to  interrupt  the  con- 
tinuity of  the  deposit  and  let  the  welded  section  cool 
while  welding  is  practiced  on  a  portion  diametrically 
opposite  or  some  distance  removed  from  the  preceding 
one.  In  this  manner  a  fracture  due  to  an  accumulation 
of  stresses  is  less  likely  to  occur.  However,  its  degree 
of  suppression  is  uncertain  and  may  not  be  sufficient 
to  permit  the  addition  of  stresses  due  to  loading,  track 
irregularities,  curves  and  brake  pressures. 

Another  still  more  questionable  practice  to  keep  down 
cumulative  straining  is  the  cooling  of  the  wheel  during 
welding  by  water  sprays  or  by  immersion  in  water 
except  for  a  small  part  left  exposed  for  welding.  This 
particular  method  was  employed  on  wheels  shown  in 


Figs.  1,  2  and  3  and  clearly  illustrates  the  fallacy  of 
such  a  procedure. 

Fig.  4  illustrates  the  method  employed  by  the  writer 
to  overcome  the  difficulty.  A  patent  application  for 
this  process  assigned  to  the  Westinghouse  Electric  & 
Manufacturing  Company  is  pending.  The  principal  fea- 
ture of  this  process  is  the  selective  heating  of  parts  of 
the  wheel  prior  to,  during,  and  after  the  deposition  of 
metal  by  automatic,  continuous  arc-welding  machinery, 
so  as  to  change  the  magnitude  or  physical  dimensions 
of  the  wheel  a  desired  amount,  thereby  producing  a 
band  or  series  of  bands  of  arc-deposited  metal  of 
linear  dimensions  or  lengths  to  fit  snugly  around  the 
periphery  of  the  tread  and  flange  without  increasing 
unduly  the  stresses  in  the  wheel  caused  by  contraction 
when  cooling.     The  operation  of  the  process  follows: 

The  wheels  mounted  on  the  axle  and  suspended  on 
the  centers  of  a  lathe  should  have  a  pair  of  semicircular 
burners  attached  and  set  at  approximately  one-fourth 
the  radial  distance  of  the  plate  or  between  the  hub  and 
rim  and  close  to  the  concaved  side  of  the  plate  as  shown 
in  the  photograph.  If  heating  is  done  by  gas  as  illus- 
trated, a  J-in.  gas  pipe  drilled  with  three  -h-m.  holes 
in  a  45-deg.  angle  around  the  inner  quadrant  of  the 
circumference  should  be  used,  directing  flames  against 
the  hub  plate  and  rim  of  the  wheel. 

The  wheel  should  be  preheated  to  approximately  250 
deg.  C.  before  starting  the  welding  heat.  As  the  first 
layer  of  strands  is  deposited  on  the  tread,  the  tem- 
perature of  the  wheel  toward  the  end  of  the  deposition 
of  the  first  layer  should  be  increased  to  above  350  deg. 
C.  but  not  exceeding  450  deg.  C.  The  second  and  third 
layers  should  be  deposited  while  keeping  the  wheel  at  this 
heat.  The  flange  can  then  be  built  up  while  gradually 
reducing  the  temperature  during  this  period  to  approxi- 
mately 200  deg.  C.  When  the  deposition  of  metal  is 
completed,  the  heat  should  be  turned  down  to  reduce 
the  temperature  in  the  plate  to  about  150  deg.  C.  and 
to  dissipate  the  heat  in  the  rim  and  the  hub  to  a  point 
where  the  temperature  is  approximately  60  deg.  C.  or 
where  the  hand  can  touch  the  wheel  without  danger 
of  being  burned.  The  heat  can  then  be  turned  off 
entirely,  allowing  the  plate  and  wheel  to  cool  to  room 
temperature.  The  heat  application  is  fairly  uniform, 
of  sufficient  intensity  and  is  applied  for  an  adequate 
period  of  time  to  reduce  internal  straining  to  values 
that  will  permit  the  additional  external  stressing  due  to 
the  contraction  of  the  arc-deposited  metal  on  cooling 
and  not  exceed  the  ultimate  strength  of  the  material. 

The  low  starting  temperature  (250  deg.  C.)  was  em- 
ployed to  bring  about  a  gradual  release  of  the  internal 
straining  and  disturbances  which  may  happen  in  the 
throat  of  the  wheel  and  fillets  of  the  plate  and  rim  and 
those  in  the  hub  due  to  mounting  of  the  wheel  on  the 
axle.  The  higher  heat  of  350  deg.  C.  to  450  deg.  C.  is 
sufficiently  high  to  remove  completely  internal  straining 
and  to  remove  all  or  any  accidental  local  chilling  effect 
to  which  the  wheel  may  have  been  subjected  after 
rolling  on  cooling  from  the  high  rolling  heat. 

However,  the  maximum  temperature  of  450  deg.  C.  is 
not  sufl[icient  to  cause  any  structural  or  grain  refine- 
ment, nor  is  it  high  enough  to  result  in  coarsening  the 
structure  or  grain  growth.  The  enhanced  physical 
strength  of  the  steel  at  these  elevated  temperatures 
also  contributes  to  the  success  of  this  method  of  pro- 
cedure. Obviously  the  second  and  third  layers  of  arc- 
deposited  metal  are  approximately  \  in.  longer  on  this 
hot   37-in.   diameter  wheel  than  when   put  on  a  cold 


April  21,  1923 


Electric    Railway    Journal 


681 


metal,  and  on  cooling  they  contract  to  the  natural 
dimensions  of  the  wheel  with  the  rest  of  the  metal, 
without  subjecting  the  wheel  to  abnormal  and  compound 
stresses. 

By  lowering  the  heat  in  a  wheel  during  the  deposi- 
tion of  the  first  layer  and  then  raising  the  temperature 
for  the  additional  metal  deposition,  the  first  layer  is 
put  under  tensional  stresses.  The  effect  of  these 
stresses  is  similar  to  hot  working  of  this  layer,  when 
on  deposition  of  the  succeeding  layer  it  is  heated  to 
almost  a  fusion  temperature,  so  that  by  judicious  selec- 
tion of  conditions  an  appreciable  increase  in  physical 
strength  will  result. 

A  drastic  cooling  from  a  very  high  or  superheated 
liquid  heat,  such  as  is  encountered  in  arc-deposition, 
puts  the  metal  in  a  turbulent  condition 
and  produces  a  grain  structure  such  as 
is  illustrated  in  Fig.  10. 

The  characteristic  markings  of  this 
microstructure  present  a  twining  of  me- 
tallic crystals,  primarily  of  exceedingly 
small  size  and  produced  by  drastic  cooling 
of  the  liquid  metal  while  in  a  state  of 
violent  motion.     The  sudden  growth  of 


is  a  sorbitic  structure  of  fairly  good  grain  size  and 
fairly  high  physical  strength. 

Fig.  12  is  a  section  from  a  built-up  journal  of  a  car 
axle  and  exhibits  the  same  structural  characteristics  of 
arc  deposited  metal  as  described  above. 

Fig.  13,  however,  shows  very  markedly  the  effect  of 
the  welding  heat  on  the  modification  of  the  banded  con- 
dition of  the  original  axle  steel.  A  decided  twining  has 
taken  place,  and  a  pronounced  weakness  to  resist 
fatigue-inducing  stresses  is  characteristic  of  this. 

Fig.  14  presents  the  grain  structure  of  the  original 
shaft  and  shows  the  banded  condition  resulting  from 
rolling  the  bar,  no  heat  treatment  of  any  kind  having 
been  employed  to  bring  about  structural  refinement  and 
higher  strength.  Obviously  the  presence  of  these  three 
zones  of  entirely  different  steels  within 
the  cross-section  of  the  axle  is  very  ob- 
jectionable and  unfavorable  to  the  exact- 
ing requirement  of  a  car  wheel  axle, 
and  endurance  under  continued  alternate 
stresses  is  very  doubtful. 

A  process  to  diffuse  or  broaden  the 
band  of  this  fusion  zone  in  arc-welded 
axles,  to  neutralize  its  weakening  effect, 


Microscopic  Views  Showing  Structural  Characteristics  of  Sections  of  Wheels  Near  the  Welded  and  Fractured  Portions 


Fig.  6 — Plate. 

Fig.  7 — Flange. 

Fig.  8 — Fusion. 

Fig.  9 — Microscopic  .structure 
of  wheel  metal  before  heat  was 
applied. 


Fig.  10 — Microscopic  struc- 
ture of  arc-deposited  metal. 

Fig.  11 — Microscopic  struc- 
ture of  fusion  zone  metal  after 
arc  deposition  of  metal  on 
tread  of  wheel. 


Fig.  12 — Microscopic  grain 
structure  of  a  section  taken 
from  a  built-up  shaft  before 
application  of  heat.  This  shows 
a  fairly  good  grain  size  and 
iiigli  physical  strength. 


Fig.  13 — Microscopic  struc- 
ture of  metal  deposited  on  axle 
Journal  by  arc  welding. 

Fig.  14 — Microscopic  appear- 
ance of  metal  In  fusion  zone 
after  arc  deposition. 


these  crystals  while  subjected  to  external  stresses 
■causes  a  deformation  of  the  crystals,  which  produces 
a,  fold  or  gliding  and  slipping  action  upon  the  crystal- 
lographic  planes. 

Such  a  structure  offers  a  region  of  metal  of  low 
resistance  to  compressive  stresses,  to  which  the  tread 
of  the  wheel  is  subjected  at  the  time  of  its  contact  with 
the  rail  head,  causing  a  formation  of  a  series  of  small 
cracks  and  fissures  similar  in  appearance  to  shattered 
2ones  in  railheads.  Reheating  to  an  annealing  tem- 
perature modifies  this  structure  to  a  more  desirable 
form  and  will  result  in  more  successful  and  longer 
service. 

Fig.  11  shows  a  microstructure  of  the  fusion  zone 
.and  illustrates  clearly  the  diffusion  of  the  low-carbon 
electrode  metal  into  the  higher  carbon  wheel  metal,  the 
Avhite  markings  being  free  ferrite  crystals.  Fig.  9  is 
.a  microphotograph  of  the  original  car-wheel  metal  and 


and  to  improve  the  arc  deposited  material,  has  been  de- 
veloped by  the  Westinghouse  Electric  &  Manufacturing 
Company.  This  process  consists  of  heating  the  welded 
shaft  portion  to  an  annealing  heat  and  quenching  it  from 
this  temperature.  The  heat  is  applied  by  an  electrically 
heated  muffle  furnace  and  is  concentrated  upon  the 
welded  portion.  Water  cooling  keeps  the  rest  of  the 
shaft  from  materially  changing  its  sorbitic  structure. 
Then,  after  thoroughly  diffusing  the  band,  the  heated 
part  of  shaft  is  cooled  rapidly  by  a  water  spraying  sys- 
tem to  ordinary  room  temperature. 

Important  Factors  iNPLxraiNciNG  Successful 
Salvage  of  Wheels 

A  careful  examination  of  the  information  presented 
points  out  a  number  of  interesting  and  important  fac- 
tors which  influence  the  successful  salvage  of  car  wheels 
by  arc  deposition  of  metal  upon  the  worn  parts:    (1) 


682 


Electric    Railway    Journal 


Vol.  61,  No.  16 


The  internal  straining  of  a  wheel  due  to  air  cooling  from 
a  high  rolling  heat  is  of  a  magnitude  not  infrequently 
reaching  the  elastic  limit  of  the  material  in  sections  or 
parts  cooling  more  rapidly  due  to  drastic  or  abrupt 
changes  in  cross-sectional  dimensions.  (2)  Unequal 
heating  as  well  as  unequal  cooling  of  such  wheels  intro- 
duces additional  straining,  resulting  in  overstraining 
and  failure  of  the  material.  (3)  Even  a  comparatively 
low  temperature  preheating  operation,  followed  by  a 
slight  raising  of  this  heat  during  the  process  of  arc 
deposition  of  the  metal,  will  neutralize  and  modify  these 
strains  to  a  degree  that  assures  the  success  of  an  eco- 
nomically very  important  process. 


Roller- Bearing  Tests  in  England 

The  National  Physical  Laboratory,  Teddington,  has 

Carried  Out  Tests  in  London  and  Wigan  on 

Hoffmann  Bearings 

DURING  1921  and  1922,  the  Hoffmann  Manufacturing 
Company,  Ltd.,  arranged  with  the  National  Physi- 
cal Laboratory,  Teddington,  England,  for  tests  on  two 
single-truck  cars  of  the  Wigan  Corporation  Tramways, 
and  one  double-truck  car  of  the  London  County  Council. 
The  tests  carried  out  consisted  of  ( 1 )  electric  power  con- 
sumption measurements  on  service  runs,  including  de- 
termination of  time  and  distance;  (2)  tractive  resist- 
ance tests  along  straight  tracks;  (3)  determination  of 
starting  effort,  and  (4)  retardation  tests.  The  essential 
data  which  were  secured  are  shown  in  the  curves  which 
are  reproduced,  where,  for  convenience,  the  data  for  the 
two  sets  of  tests  are  combined.  The  results  speak  for 
themselves  and  no  comment  is  necessary.  In  interpret- 
ing these  results,  however,  it  will  be  necessary  to  know 
something  about  the  cars,  the  characteristics   of  the 


routes  on  which  the  tests  were  made  and  the  methods 
employed  in  the  tests. 

The  Wigan  Tests 

The  cars  selected  for  the  tests  at  Wigan  were  built 
by  the  English  Electric  Company,  Ltd.,  Portsmouth, 
and  were  double-deck  cars  fitted  with  Brill  type  21-E 
trucks,  with  wide-wing  axle  boxes.  Each  car  weighed 
23,500  lb.  empty. 

The  apparatus  used  in  the  tests  comprised  an  Elliott 
recording  voltmeter,  a  recording  ammeter,  a  recording 
drawbar  dynamometer,  and  a  recording  distance-meas- 
uring device  operated  by  a  wheel  rolling  on  the  track 
and  supported  from  the  rear  buffer  beam  of  the  car. 

The  service  tests  were  made  on  a  2i-mile  route  under 
different  conditions  of  weather  and  of  traffic.  The 
energy  consumption  varied  from  1.16  to  1.82  kw.-hr. 
per  car-mile  for  the  car  equipped  with  roller  bearings, 
and  from  1.49  to  2.43  kw.-hr.  for  that  with  the  plain 
bearings.  The  corresponding  averages  are  1.56  and 
2.09  kw.-hr.,  a  saving  of  0.53  kw.-hr.  or  25.4  per  cent 
in  favor  of  the  roller  bearings.  Comparative  pairs 
of  individual  tests,  made  under  similar  conditions, 
showed  percentages  of  saving  from  22.1  to  30.5. 

In  the  tractive  resistance  tests  the  car  under  test 
was  hauled  by  the  other  car  through  the  dynamometer 
device,  and  records  of  pull,  time  and  distance  traversed 
were  made.  Results  were  obtained  for  the  car  unloaded, 
and  also  loaded  with  9,000  lb.  of  sand  bags.  The  per- 
centage in  favor  of  the  roller-bearing  car  is  remarkably 
uniform,  averaging  about  30  per  cent  reduction  as  com- 
pared with  the  other.  From  calculations  of  the  amounts 
of  energy  applied  to  the  trail  car  through  the  dynamom- 
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loUer-bearing  car  is  31  per  cent  with  load  and  23  per 
cent  without  load,  on  the  average. 


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Results   of    Tests    on    Cars    Equipped    with    Plain    Bearings    and    Roller    Bearings    Respectively 

Fie.  1 


110 


■Tractive  resistance  at  various  speeds.     Fig.   2 — Coasting-distance  curves.     Fig.   3 — Starting  effort  at 
different  percentages  of  fuli   load.      Fig.   4 — Results   of   coasting- time  tests. 


April  21,  1923 


Electric    Railway    Journal 


683 


In  the  starting-effort  tests  the  car  under  test  was 
connected  through  the  dynamometer  and  a  pulley  block 
to  another  car,  which  was  securely  held  by  its  brakes. 
The  tension  of  the  free  tackle  rope  was  gradually  in- 
creased until  the  car  just  began  to  move.  Tests  were 
made  in  each  direction  with  the  car  empty  and  loaded 
with  1,  2,  3  and  4  tons  (2,240  lb.)  respectively.  The 
roller-bearing  car  was  also  permitted  to  start  down  a 
slight  gradient  and  the  pull  exerted  by  it  was  meas- 
ured. The  mean  values  of  the  starting  friction  showed  ^ 
reduction  in  favor  of  the  roller-bearing  car  of  more 
than  94  per  cent. 

The  retardation  tests  were  made  on  a  reasonably 
straight  section  of  track,  and  measurements  were  made 
of  time  and  distance  as  the  cars  slowed  down  from 
various  speeds.  It  was  found  that  the  retardation  in- 
creased with  the  initial  speed,  which  was  attributed  to 
the  oscillation  of  the  car.  While  both  cars  oscillated 
at  high  speed,  the  increase  in  retardation  at  the  higher 
speed  was  less  for  the  roller-bearing  car,  indicating  that 
the  axle  bearings  employed  enabled  it  to  take  the  end 
thrust  of  the  axle  with  less  braking  effect  than  occurred 
in  the  car  fitted  with  plain  bearings. 

The  average  distance  run  by  the  roller-bearing  car 
was  found  to  be  57.2  per  cent  greater  than  that  covered 
by  the  other  car. 

The  London  County  Council  Tests 

The  London  Countj'  Council  car  was  one  of  its  stand- 
ard double-deck,  roof-covered  type,  mounted  on  two 
swing-bolster  trucks.  The  car  was  a  new  one,  with  a 
seating  capacity  for  thirty-two  persons  inside  and 
forty-six  outside.  The  car  was  constructed  to  drawings 
and  specifications  supplied  by  the  London  County  Coun- 
cil, the  builders  being  the  Brush  Electrical  Engineering 
Company,  Ltd.,  and  Messrs  Hurst,  Nelson  &  Company, 
Ltd.  The  electrical  equipment  and  magnetic  brakes 
were  supplied  by  the  English  Electric  Company,  Ltd., 
and  the  Metropolitan-Vickers  Company,  Ltd.  The 
weight  of  the  car  was  35,500  lb. 

Energy  measurements  were  made  by  means  of  a 
Thomson  watt-hour  meter,  and  a  dynamometer  similar 
to  that  used  in  the  Wigan  tests  was  employed.  The 
energy-consumption  tests  were  made  on  a  route  15.7 
miles  long  and  the  same  motorman  was  employed 
throughout.  To  load  the  car  fully,  sand  bags  of  a  total 
weight  of  10,920  lb.,  corresponding  to  seventy-eight 
140-lb.  passengers,  were  used.  In  spite  of  variations 
in  conditions  which  favored  the  car  fitted  with  plain 
bearings,  a  saving  of  about  30  per  cent  with  the  roller 
bearings  was  found  from  the  half-load  test,  and  more 
than  26  per  cent  for  all  of  the  tests. 

As  in  the  other  case,  tractive  effort  tests  were  made 
at  various  speeds  with  the  result  that  the  empty  car 
showed  a  reduction  in  favor  of  the  roller  bearings  of 
from  50  per  cent  at  8  m.p.h.  to  18.8  per  cent  at  20 
m.p.h.,  while  the  loaded  car  showed  a  reduction  of  from 
58  per  cent  at  10  m.p.h.  to  19  per  cent  at  22  m.p.h. 

Starting-effort  tests,  made  by  the  same  method  as 
that  previously  described,  showed  a  reduction  in  start- 
ing effort  in  favor  of  rolling  bearings  varying  from 
77  per  cent  with  the  empty  car  to  85  per  cent  with  the 
fully-loaded  car. 

The  retardation  tests  showed  a  rate  of  0.412  ft.  per 
sec.  per  sec.  for  the  plain  bearing  car  and  0.238  ft. 
for  the  roller-bearing  car.  Coasting-distance  tests 
were  also  made,  the  current  being  cut  off  at  any  particu- 
lar speed  up  to  26  m.p.h.  and  the  distance  being  meas- 


ured up  to  the  point  where  the  speed  was  reduced  to 
zero.  The  percentage  greater  distance  run  by  the  roller 
bearing  car  was  73. 

1^      The  Readers'  Forum      J 

College  Men  in  the  Transportation 
Department 

California  Institute  of  Technology 

Pasadena,  Calif.,  April  7,  1923. 
To  the  Editors : 

Your  editorials  in  the  issues  of  March  10  and  31 
and  remarks  upon  Mr.  Trumbull's  letter  in  the  March 
31  issue,  concerning  college  men  in  the  transportation 
department  of  electric  railways,  were  very  much 
appreciated. 

I  am  at  present  a  junior  in  electrical  engineering  at 
the  California  Institute  of  Technology  and  am  very 
much  interested  in  electric  railway  work  of  all  kinds, 
especially  the  transportation  division.  Up  until  now  I 
did  not  think  that  there  was  much  thought  given  to 
placing  college  men  in  this  department.  The  experience 
of  myself  and  others  with  two  large  electric  railway 
properties  in  southern  California  is  that  college  men 
are  inferior  (in  any  department)  to  the  men  who  have 
been  with  the  company  a  long  time,  regardless  of  train- 
ing or  ability.  It  is  indeed  gratifying  to  know  that  the 
question  is  receiving  consideration. 

As  you  imply,  the  engineering  graduate  is  not  look- 
ing for  "a  bed  of  roses"  but  for  a  place  where  hard 
work  and  application  of  his  training  will  insure  him  a 
good  future.  Our  greatest  fear  is  of  being  pushed  into 
a  rut  and  staying  there. 

I  have  been  a  subscriber  to  the  Electmc  Railway 
Journal  since  my  freshman  year  and  find  it  a  valuable 
asset.  To  my  mind,  the  regular  reading  of  a  technical 
journal  places  the  engineering  graduate  a  year  ahead 
in  his  profession  by  keeping  him  in  touch  with  the 
latest  developments  and  with  the  men  who  are  doing 
the  big  jobs.  F.  Douglas  Telluright. 


Preventing  Theft  of  Lamps 

Bamberger  Electric  Railroad 

Salt  Lake  City,  Utah,  April  11,  1923. 
To  the  Editors : 

Referring  to  communication  from  Blankburgh,  signed 
"Executive,"  appearing  in  Electric  Railway  Journal, 
page  512,  March  24. 

We  experienced  some  difficulty  until  we  had  the  fol- 
lowing words,  "Stolen  from  B.  E.  R.  R.,"  etched  in  a  con- 
spicuous place  on  the  bottom  of  the  globe,  which  has 
resulted  in  practically  eliminating  the  loss  of  lamps  by 
theft.  Julian  M.  Bamberger, 

President  and  General  Manager. 


Weight  Wrongly  Stated 

In  the  article  which  appeared  in  the  March  31  issue 
of  the  Electric  Railway  Journal,  describing  the  new 
cars  of  the  Pacific  Electric  Railway,  a  statement  was 
made  that  these  cars  weigh,  completely  equipped,  but 
27,000  lb.  This  should  have  read  "the  body  completely 
equipped  weighs  but  27,000  lb." 


€84 


Electric    Railway    Journal 


Vol.  61,  No.  16 


r     Equipment  Maintenance  Notes     J 


Ovens  for  Baking  Railway  Motor  Armatures 

A  Comparison  of  Heating  by  Steam  and  Electricity  Is  Given,  Together 

with  Construction  Found  Most  Desirable  for  Satisfactory  Results — 

Some  of  the  Practices  Necessary  to  Secure  Best  Results 

By  John  S.  Dean 

Westinghouse  Electric  &  Manufacturing  Company 


THE  practice  of  dipping  railway 
motor  armatures  in  a  good  grade 
of  baking  varnish  and  then  baking 
them  in  an  oven  has  been  adopted 
by  a  large  number  of  railway  oper- 
ators during  the  past  few  years. 
Their  experience  has  been  that  this 
treatment  fills  up  all  the  cracks  and 
the  pores  in  the  insulation  and 
greatly  reduces  the  possibility  of  in- 
sulation breakdowns,  which  might 
be  caused  by  moisture  or  other  con- 
ducting substances  getting  into  these 
openings. 

Dipping  armatures  also  acts  as  an 
effective  bond  to  prevent  vibration  of 
any  loose  coils  or  laminations  on  the 
armature,  thus  materially  increasing 
its  life.  Results  in  service  show  that 
armatures  thus  treated  are  better 
able  to  withstand  the  severe  mechani- 
cal and  electrical  stresses  to  which 
they  are  subjected  by  present-day 
severe  operating  conditions. 

Much  of  the  success  of  this  treat- 
ment depends  upon  the  proper  bak- 
ing of  the  armatures  after  they  have 
been  dipped.  To  facilitate  the  bak- 
ing process  the  following  essential 
points  should  be  considered  in  con- 
nection with  the  construction  and 
operation  of  ovens  used  on  railway 
properties,  thus  insuring  a  reliable 
finished  product. 

In  the  design  of  the  ovens  there 
is  an  advantage  in  the  use  of  a  num- 
ber of  smaller-sized  ovens  rather  than 
one  large  oven.  By  this  arrangement 
one  oven  can  be  filled  with  armatures 
to  be  baked  without  the  necessity  of 
being  frequently  disturbed.  This  lay- 
out is  not  only  more  economical  but 
is  more  flexible,  as  increased  capac- 
ity can  be  obtained  by  the  construc- 
tion of  additional  small  units. 

The  four  walls  and  the  top  and 
bottom  of  the  oven  should  be  so  con- 
structed as  to  guard  against  a  waste 
of  heat  by  radiation.  Ovens  built  of 
sheet  steel  should  be  provided  with 
at  least  2  in.  of  high-grade  heat- 
insulating  material  to  reduce  the 
radiation  losses  to  a  minimum. 


Using  a  homely  illustration,  it  is 
a  well-known  fact  that  clothes  after 
being  washed  and  hung  upon  a  line 
will  dry  more  readily  on  a  windy  day. 
This  also  applies  to  the  baking  of  the 
armatures  since  the  vapors  from  the 
varnish  must  be  carried  away  as 
rapidly  as  they  are  formed  and  fresh 
air  supplied  for  the  proper  oxidiza- 
tion of  the  varnish,  so  that  it  will 
properly  set  or  dry. 

This  is  accomplished  by  either  a 


or  by  an  overhead  trolley  system.  The 
method  best  adapted  for  this  work 
will  depend  largely  upon  the  arrange- 
ment of  the  inside  of  the  oven  for  the 
receiving  and  storing  of  the  arma- 
tures while  they  are  being  baked. 
Convenient  doors  that  can  be  opened 
and  closed  readily  should  be  provided. 
These  doors  should  be  fitted  with  a 
quickly  operated  locking  device  and 
should  be  carefully  insulated  to  mini- 
mize the  radiation  of  heat  from  the 
oven. 

Steam  vs.  Electricity  for  Heating 

The  heating  elements,  whether  for 
the  use  of  steam  or  electricity,  should 
be  located  in  the  lower  section  of  the 
oven  near  where  the  fresh  air  is  ad- 
mitted.    Baking  ovens  used  in  con- 


GenerRl  View  of  One-Half  of  a  Rallwny  Repair  Shop,  Showlns  the  Electric  Oven  for 
Baking  Armatures  and  the  Method  of  Dippingr  and  Handling  Armatures 


system  of  natural  ventilation  or  by 
a  blower  outfit.  Either  of  these 
systems  requires  suitable  ventilating 
and  recirculating  air  ducts,  both  in- 
side and  outside  of  the  oven,  to  give 
the  desired  circulation  of  the  air.  It 
is  essential  to  provide  some  means 
of  measuring  and  controlling  the 
temperature  of  the  oven  in  order 
to  secure  the  best  results  while  the 
armatures  are  being  baked. 

Provision  should  be  made  for 
handling  the  armatures  in  charging 
and  discharging  the  oven.  This  can 
be  done  by  means  of  a  large  truck 
moving  on  a  track,  or  by  a  number 
of  suitable  small  trucks  on  wheels. 


nection  with  this  treatment  are  usu- 
ally heated  by  either  steam  or  elec- 
tricity, the  method  being  determined 
principally  by  conditions  existing  on 
the  various  railway  properties. 

Where  a  constant  supply  of  steam 
is  available  and  convenient,  the  ovens 
are  usually  steam-heated,  but  on  the 
other  hand,  if  there  is  no  steam  plant 
on  the  property,  the  baking  ovens  are 
usually  electrically  heated  by  using 
old  car  heaters,  grid  resistors,  or 
specially  designed  electric  heating 
elements.  Both  methods  of  heating 
are  being  used  with  more  or  less 
success,  depending  to  a  great  extent 
upon  the  care  and  attention  given  to 


April  21,  1923 


Electric    Railway    Journal 


686 


this  work  by  the  men  in  charge. 
Some  of  the  more  essential  points 
that  should  be  considered  and  used  as 
a  guide  in  the  selection  of  the  most 
suitable  method  of  heating  are  as 
follows : 

To  minimize  the  handling  of  the 
armatures,  the  oven  should  be  con- 
venient to  the  armature  winding 
room.  If  steam  is  used,  the  avail- 
able steam  supply  may  not  permit 
this  without  extensive  piping  from 
the  boilers  to  the  oven,  but  there  is 
no  such  difficulty  with  electrically 
heated  ovens  since  all  railway  shops 
have  convenient  electric  circuits 
that  can  readily  be  tapped  for  a  sup- 
ply of  current. 

In  the  construction  of  the  oven, 
the  application  of  steam  pipes  is 
more  expensive  than  placing  the  re- 
quired number  of  electric  heating 
elements  in  the  oven.  Moreover,  the 
piping  from  the  boiler  to  the  oven 
should  be  protected  to  reduce  heat 
losses,  and  that  is  quite  expensive. 
Another  point  to  be  considered  is 
that  some  shops  do  not  have  a  steam 
supply  available,  while  a  500-volt 
trolley  line  is  to  be  found  in  all 
shops  as  a  convenient  source  of  elec- 
tric current. 

Best  results  in  baking  armatures 
are  obtained  by  maintaining  the  tem- 
perature of  the  oven  from  95  to  105 
deg.  C.  If  the  temperature  is  too 
low,  the  baking  will  be  incomplete 
and  wet   armatures  will  result.     If 


I^Iectric  Armature   Baking:  Oven,  Showing: 
Handling:  Trucks  and  Control  Panel 

the  oven  is  kept  too  hot,  the  varnish 
will  set  non-uniformly  throughout 
the  armature,  and  only  surface  bak- 
ing will  result,  which  is  undesirable. 

Excessive  temperatures  are  also 
likely  to  damage  the  fibrous  insu- 
lating material  and  cause  it  to  dis- 
integrate rapidly.  Thus  a  uniform 
predetermined  temperature  is  essen- 
tial and  this  is  difficult  to  obtain 
when  steam  heated  elements  are  used 
since  the  temperature  is  controlled 
manually  by  the  workmen  in  charge. 
With  the  electrically  heated  oven, 
automatic  regulation  can  be  applied 
readily  and  uniform  and  dependable 
control  of  the  temperature  assured. 

In  extreme  cold  weather  steam- 
heated  ovens  are  subjected  to  low 
steam  pressure  with  reduced  temper- 
ature, which  is  objectionable.  They 
are  also  affected  by  a  shortage  of 


coal.  Electrically  heated  ovens,  how- 
ever, have  a  constant  source  of  power 
from  the  trolley  circuit  always  avail- 
able when  the  cars  are  running.  With 
steam  heating  the  baking  must  be 
done  at  night  only  on  some  proper- 
ties, as  the  required  temperature  of 
the  steam-heated  ovens  cannot  be 
maintained  during  the  entire  twenty- 
four  hours. 

It  has  always  been  found  neces- 
sary to  equip  some  steam-heated 
ovens  with  auxiliary  electrically 
heated  elements  to  secure  the  de- 
sired oven  temperature.  With  a 
steam-heated  oven,  there  is  a  pos- 
sible danger  from  defective  steam 
pipes  allowing  moisture  to  leak  into 
the  oven  and  do  considerable  damage 
to  the  insulation  of  the  armatures 
before  the  trouble  is  discovered  and 
repaired.  In  this  respect  electri- 
cally-heated ovens  are  more  reliable 
and  results  are  more  satisfactory. 

Since  the  temperature  of  a  steam- 
heated  oven  is  controlled  by  manual 
operation,  an  attendant  is  necessary 
to  make  adjustments  frequently  to 
insure  the  desired  uniform  tempera- 
ture. Results  of  operation  under 
these  conditions  are  more  or  less  un- 
certain, as  they  depend  upon  the  re- 
liability of  the  workmen.  Ovens  that 
are  electrically  heated  and  equipped 
with  automatic  control,  however,  re- 
quire no  attendant  and  very  little 
supervision. 

The  actual  cost  of  the  steam  re- 


Now  Is  the  Time  to  Plant  Shop  Gardens 


MORNING,  Bill,  my  daffodils 
are  out."  This  was  the  way 
Jones,  the  shop  foreman,  was 
greeted  by  "Whistlin'  Dick"  Singer,  the 
old  reliable  lathe  hand  in  the  Jinxville 
Electric  Railway  machine  shop,  as  he 
punched  the  time  clock  at  6:55  one  bright 
April  morning.  "Looking  at  the  posies 
around  my  place  this  morning  suggested 
to  me  that  we  might  do  something  to 
brighten  up  the  yard  around  this  shop. 
Let's  clean  up  a  lot  of  that  old  junk 
that's  piled  up  everywhere  and  spade 
up  a  few  beds.  If  you'll  get  the  junk 
away  I'll  stay  any  night  for  an  hour  or 
so  to  help  get  the  thing  a-goin'.  I'll 
speak  for  the  other  fellows  being  willing 
to  do  the  same  thing.  My  son-in-law, 
Sam  Coogan,  lives  in  Brooklyn,  and  he 
says  the  railway  there  has  grass  and 
flower  beds  around  its  shop  buildings 
and  his  friends  that  work  there  think 
it's  a  good  thing.  The  company  fixed 
up  the  beds  the  first  time,  but  the  men 
keep  them  up." 

"Seems  a  bit  fussy  to  me,  Dick,"  re- 
plied the  foreman,  "it's  all  right  to  be 
dolled  up  on  Sunday,   but  flowers  and 


The  Men  Take  Pride  in  Keeping 
Their  5/iop  Surroundings  Attrac- 
tive, and  the  Gardens  Will 
Afford  Them  a  Pleasant 
Means  of  Recreation 


shop  work  don't  mix,  to  my  mind.  This 
part  of  town's  no  place  for  it,  Dick. 
How  long  do  you  suppose  the  kids  around 
here  would  leave  a  flower  or  plant  in 
the  beds?    One  day,  no?" 

"That's  one  trouble  with  yoa,  Bill, 
if  you  don't  mind  my  sayiag  it,"  said 
Dick,  "you  think  anything  but  grinding 
out  work  is  'frills,'  but  I  can't  agree  with 
you.  Of  course,  we  fellows  here  in  the 
shop  expect  to  work  reasonably  hard, 
but  a  little  recreation  as  we  go  along 
does  no  harm.  Why,  I  heard  the  other 
day  about  a  shop  where  they  put  a 
piano  in  a  spare  room  and  let  the  men 
use  it  out  of  hours.  Several  of  them 
could  pound  out  the  ragtime,  all  right." 

"Cut  it  out,  Dick"  blurted  out  the 
foreman,  "that  soft  stuff  don't  go  around 


here.  Flowers,  piano  —  what  next? 
Don't  you  think  a  sewin'  society  might 
please  the  young  gentlemen  who  honor 
this  here  shop  with  their  presence?" 

"No  jokin'.  Bill,"  said  Dick,  "our 
boys  are  no  sissies,  but  they  like  the 
dollin'  up  that  flowers  give  a  place  just 
the  same.  If  you're  too  tight-fisted  to 
have  the  yard  cleaned  up,  we'll  do  it 
ourselves,  if  you'll  put  your  'O.  K.'  on 
the  proposition." 

"Hop  to  it,  Dick;  I  can't  object  to 
getting  the  yard  cleaned  up  for  nothing. 
But,  believe  me,  you  and  possibly  Ole 
Olson  will  be  the  only  ones  who'll  show 
up  at  yard-cleaning  time.  I'll  bet  one 
season  will  be  enough  for  you,  at  that." 

"You'll  swallow  them  words,  Bill; 
and  remember  this,  you're  losing  a  good 
chance  to  get  next  to  the  old  man,  who 
is  mighty  fond  of  a  nice  yard.  What's 
more,  if  you  feel  like  having  a  little  exer- 
cise, bring  your  digging  fork  with  you 
tomorrow  morning  and  join  the  bunch 
in  a  little  garden  work  after  the  whistle 
blows.    Think  it  over.  Bill." 


686 


Electric    Railway    Journal 


Vol.  61,  No.  J6 


quired  to  heat  an  oven  may  be  less 
than  the  cost  for  the  electric  current, 
but  the  consequential  expenses  are 
greater.  Not  only  does  the  steam- 
heated  oven  require  an  attendant, 
but  in  some  applications  steam  is  ob- 
tained from  boilers  that  are  used  for 
heating  purposes  only  and  which 
must  be  kept  fired  during  the  warmer 
weather  to  supply  the  necessary 
steam  for  the  baking  ovens. 

Generally  speaking,  current  taken 
from  the  trolley  circuit  is  usually 
figured  as  costing  very  little  for  it  is 
produced  in  such  large  quantities 
that  the  power  cost  is  comparatively 
low. 


Convenient  Connector  for 
Cable  Between  Cars 

THE  electric  railway  system  of 
Nuremberg,  Germany,  uses  elec- 
tric brakes.  When  operating  trailers 
it  is  customary  to  connect  the  electric 
brakes  of  the  trailer  by  means  of  an 
insulated  double  conductor  cable  to 
the  motor  car.  Trouble  was  experi- 
enced from  these  due  to  the  wear  of 
the  insulation,  the  bending  of  the 
springs  in  the  contact  plugs  and  the 
swaying  of  the  cable. 

To  overcome  these  troubles,  Dipl.- 
Ing.  Schwend,  of  the  company,  has  in- 
ti'oduced  a  special  coupling  and  uses  a 
7-mm.  steel  cable  without  any  insu- 
lation for  the  connection.  During  the 
normal  braking  action  the  potential 
difference  between  the  electric  brake 
line   and   ground   is   30   volts.     The 


Attiu-hmeiits  for  C'oiinrcting  Brake  Line 
Cable  Between  Cars  Used  in  Germany 

cable  is  brought  out  from  the  interior 
wiring  of  the  car  through  a  metal 
bushing  mounted  upon  a  plate  of  oil- 
treated  wood.  The  other  end  of  the 
cable  has  a  drop-forged  special  con- 
nection of  a  form  and  construction 
similar  to  that  ordinarily  used  for 
air  brake  hose  connection.  The 
brake  connection  between  the  two 
cars  is  made  by  coupling  the  two 
fixtures  together.  In  case  of  derail- 
ment the  couplings  are  pulled  apart 
readily. 

\\5iere  a  single  car  is  used  without 
a  trailer  the  end  of  the  cable  is  hooked 
into  a  blind  dummy  coupling  mounted 
on  a  piece  of  oil-treated  wood. 


Moving  Long  Cars  on  Short 

Transfer  Tables 

SOME  of  the  cars  of  the  New  York 
&  Harlem  Railroad  have  the  dis- 
tance between  the  outside  wheels  of 
the  trucks  greater  than  the  length  of 
track  on  the  transfer  table.  In  order 
to  use  the  transfer  table  for  shifting 
these  cars,  an  extension  as  shown  in 
the  accompanying  photograph  is 
used.  There  is  sufficient  clearance 
at  either  end  of  the  transfer  table 


Portable  Extension  for  Transfer  Table 
for  MoTinK  Itong  Cars 

SO  that  the  cars  can  be  moved  with 
one  pair  of  wheels  off  the  table  and 
still   not   interfere. 

The  extension  used  consists  of  a 
bar  2  in.  x  2i  in.  in  section,  which 
rests  with  one  end  on  the  rail  of  the 
transfer  table  while  the  outside  end 
rests  on  a  roller  carriage.  This  bar 
is  beveled  at  the  end  which  rests  on 
the  track,  so  that  the  car  wheels 
can  be  readily  run  onto  the  bar.  Two 
supporting  lugs  are  welded  to  the 
bar  in  the  central  portion.  One  of 
these  lugs  rests  on  the  extreme  end 
of  the  transfer  table  track  and  the 
other  forms  a  support  midway  be- 
tween   this    lug    and    the    carriage. 

This  latter  lug  does  not  reach  en- 
tirely to  the  track  as  it  would  inter- 
fere as  the  transfer  table  is  shifted. 
In  order  to  form  a  rigid  support 
while  the  truck  is  being  run  over 
this  a  wedge  is  inserted  between  the 
bottom  of  this  lug  and  the  track. 
The  bar  has  dowel  pins  at  each  end, 
one  fitting  into  a  hole  in  the  transfer 
table  track,  while  the  other  fits  into 
a  corresponding  hole  of  the  carriage. 

The  carriage  used  consists  of  a 
framework  with  two  large  rollers. 
These  rollers  are  4  in.  in  diameter 
and  12  in.  long.  The  outside  ends 
are  turned  down  and  a  babbitted 
sleeve  is  forced  over  the  ends  which 
serve  as  bearings,  so  that  the  rollers 
will  rotate  freely.  These  babbitted 
ends  fit  into  stirrups  fastened  to  the 
framework  of  the  carriage.  In  order 
to  provide  for  the  rolling  of  the 
carriage  as  the  transfer  table  is 
moved,    a    plate    has    been    installed 


on  the  floor.  Of  course  two  car- 
riages and  two  supporting  bars  are 
necessary,  one  for  each  rail,  and  as 
the  transfer  table  is  moved,  with  the 
truck  in  position,  the  two  carriages 
roll  along  the  iron  plate.  They  can- 
not get  out  of  position  due  to  the 
truck  holding  them  firmly. 

In  moving  a  car  longer  than  the 
transfer  table,  the  tracks  are  lined 
up  and  the  car  is  run  off  the  end 
of  the  transfer  table  opposite  to  that 
on  which  the  extensions  are  to  be 
installed.  The  extensions  can  then 
be  put  in  place  and  the  car  is  then 
backed  up  so  that  the  forward  wheel 
rests  over  the  carriage,  the  other 
wheel  of  the  truck  resting  on  the 
end  of  the  bar  over  the  transfer 
table  track.  The  wedge  under  the 
supporting  lug  of  the  bar  is  then  re- 
moved and  the  transfer  table  can  be 
shifted  as  desired. 


Keeping  Pit  Lamps  Dry 

IN  THE  maintenance  shops  of  the 
Eastern  Massachusetts  Street  Rail- 
way at  Fall  River,  the  pits  are 
lighted  by  means  of  lamps  pointed 
downward  in  recesses  molded  in  the 
concrete  pit  wall.  To  keep  water 
from  draining  into  the  lamp  recesses 


Water  Deflector   Over  Lamp   Recess   in 
Pit  WaU 

from  the  track  stringer  directly 
above,  the  deflector  shown  in  the 
accompanying  illustration  has  been 
provided.  It  consists  of  two  strips 
of  wood,  1  in.  square,  nailed,  at  an 
obtuse  angle,  above  the  recess. 

The  recess  itself  is  made  with  a 
sloping  floor  so  that  it  drains  to- 
ward the  pit.  The  recess  is  of  such 
form  that  it  tends  to  reflect  light 
into  the  pit,  and  the  lamp  is  placed 
well  toward  the  front  to  give  a  wide 
angle  of  dispersion  of  the  light. 


ApHl  21,  1923 


Electric    Railway    Journal 


687 


Ten-Year-Old  RaU  Weld 

THE  illustration  shows  a  section 
of  thermit  welded  rail  which  was 
cut  out  of  the  track  on  Carson  Street, 
Pittsburgh,  Pa.,  where  a  stretch  of 
old  rail  had  been  welded  in  1912,  ten 
years  previous.  The  condition  of  the 
rail  surface  at  the  weld  was  found 


Welded  Bail   Joint  Removed   from  Track  in 
Pittebur^h  After  Ten  Years  Service 

to  be  just  as  good  as  elsewhere,  al- 
though the  running  surface  of  the 
rail  was  much  worn  down  from  the 
effect  of  the  many  years  of  traffic.  If 
it  were  not  for  the  collar  of  the  weld 
on  one  side  of  the  rail  head,  the  weld 
at  the  rail  surface  could  scarcely  be 
distinguished  from  the  rail  itself. 


An  Effective  Rail  Bender 

THE  accompanying  illustration 
shows  a  rail  bender  designed  by 
M.  C.  Garlick,  supervisor  of  tracks 
for  the  Easton  (Pa.)  Transit  Com- 
pany, which  has  proved  a  great  labor 
saver  in  bending  rails.  Rails  are 
bent  to  any  desired  radius  by  passing 
them  between  three  large  cast-steel 
rollers.  Two  of  these  are  mounted 
on  the  outside  end  in  a  stationary 
position,  and  the  third  is  fastened 
to  a  crosshead  on  a  line  midway  be- 
tween the  two  other  rollers. 


The  movable  roller  can  be  shifted 
back  and  forth  by  a  ratchet  mech- 
anism which  acts  on  the  crosshead. 
These  rollers  are  of  cast  steel,  and 
the  circumference  is  made  to  conform 
to  the  section  of  rail  being  bent. 
Different  rollers  are  used  for  the 
various  sections  of  rail.  These  rollers 
have  bearings  of  the  same  design  as 
are  standard  for  the  Brill  21-E  jour- 
nal bearings  used  by  the  railway, 
and  the  central  shafts  about  which 
they  rotate  are  arranged  so  that  they 
can  be  quickly  lifted  out  to  change 
rollers. 

The  center  yoke  casting,  with  its 
roller,  works  between  two  guide 
rails.  In  addition  to  these  serving 
as  guides,  they  also  take  the  side 
thrust  due  to  the  bending  of  the  rail. 
A  large  screw  at  the  back  end  of  the 
yoke  provides  for  its  movement.  To 
bend  a  rail,  it  is  placed  in  position 
on  the  two  end  rollers  and  the  yoke 
casting  is  then  moved  up  against 
the  rail  by  a  hand  wheel.  To  give  the 
pressure  necessary  for  bending  the 
rail,  the  ratchet  mechanism  at  the 
back  end  is  used.  This  ratchet  is 
arranged  to  receive  a  long  handle  in 
a  vertical  position,  and  sufficient 
pressure  can  be  obtained  to  bend  the 
rail  to  any  desired  radius. 

In  order  that  the  rail  can  be  bent 
to  the  desired  radius  without  pass- 
ing it  through  the  bender  several 
times,  the  guide  rails  are  marked 
for  different  positions  of  the  yoke 
castings.  These  positions  are  first 
determined  by  experiment,  but  when 
once  established  the  same  rail  section 
can  be  bent  very  accurately. 

For  feeding  the  rail  through  the 
bender,  the  center  roller  on  the  yoke 
casting  is  provided  with  a  vertical 
shaft  for  receiving  long  handles.  The 
workmen  walk  around  the  bender  so 
as  to  rotate  this  roller,  and  the  rail 


is  fed  through  without  difficulty. 
The  company  is  now  considering  a 
motor  drive  for  this  so  as  to  do  away 
with  the  manual  operation.  In  order 
to  bring  the  crosshead  back  after  the 
rail  has  been  bent,  the  dog  of  the 
ratchet  mechanism  works  in  two  di- 
rections and  can  be  thrown  over  for 
reversing  the  screw  as  desired. 

The  Easton  Transit  Company  has 
located  this  rail  bender  in  the  yard 
where  rails  are  stored  and  has 
mounted  it  permanently  on  a  brick 
and  concrete  foundation. 


A  Revolving  Bulletin  Board 
Structure 

IN  THE  shops  of  the  Eastern  Mas- 
sachusetts Street  Railway,  at  Fall 
River,  the  master  mechanic  uses  a 
bulletin  board  arrangement  like  that 
shown  in  the  accompanying  illustra- 


Shop-Conatrocted  Rail  Bender 


Revolvinsr    Bulletin    Board    Frame   Used    In 
£le«trio   Railway    Sliops    at    Fall   River 

tion.  His  office  is  located  in  one  cor- 
ner of  the  overhauling  shop,  and  the 
corner  of  the  office  is  chamfered  off 
so  as  to  give  a  width  of  partition 
at  this  point  of  about  4  ft.  His 
writing  table  is  placed  against  this 
partition. 

In  a  window  in  the  partition  there 
revolves  a  six-sided  frame  carrying 
six  bulletin  boards.  Material  can  be 
placed  on  these  boards  in  the  office 
and  the  frame  can  then  be  revolved 
to  bring  the  spaces  carrying  the 
posters  into  plain  view  in  the  shop. 
The  master  mechanic  uses  this  bul- 
letin board  arrangement  in  connec- 
tion with  a  plan  for  stimulating  com- 
petition in  maintenance  work.  This 
involves  the  use  of  a  number  of 
charts  which  are  mounted  perma- 
nently on  the  bulletin  board  frame. 


688 


Electric    Railway    Journal 


Vol.  61,  No.  16 


When  a  record  is  to  be  changed,  the 
frame  is  simply  swung  around  so 
that  the  chart  can  be  modified  from 
the  desk,  and  it  is  swung  back  to 
show  the  record  in  the  shop. 

This  arrangement  is  not  only  a  con- 
venience in  mounting  the  bulletins, 
but  it  permits  variety  in  the  display 
of  notices  and  posters.  A  narrow 
shelf  in  front  of  the  frame  on  the 
shop  side  encourages  the  making  of 
memoranda  from  the  bulletins. 


Reboring  Holes  in  Motor 
Casings 

A  RADIAL  drill  has  been  found 
by  the  United  Electric  Rail- 
ways, Providence,  R.  I.,  to  be  the 
best  machine  for  reboring  holes  in 
motor  casings.  There  is  enough  of 
this  work  to  keep  the  machine  busy, 
and  the  operator  has  developed  a  high 
degree  of  skill  in  handling  this  kind 
of  a  job.  A  typical  set-up  of  a  motor 
frame  on  the  bedplate  of  the  ma- 
chine is  illustrated,  while  a  closer 
view  of  the  jig  used  on  this  particu- 
lar job  shows  details  of  its  construc- 
tion. 

The  jig  is  made  of  4-in.  x  4-in. 
X  i-in.  angle  iron.     It   is   securely 


Radial  DrUl  Set  Up  tor  KeboriiiK  Bolt  Holes 
for    Gear    Case   in    Motor   Shell 

attached  to  the  motor  frame  by 
means  of  curved  pieces,  bolted  to  the 
vertical  side  of  the  angle,  which 
project  into  the  armature  and  axle- 
bearing  housings.  By  means  of  bolts 
passing  upward  through  the  grease 
boxes,  these  projecting  pieces  are 
firmly  drawn  against  the  upper  sur- 
face of  the  holes  holding  the  whole 
jig  securely  in  position  and  accu- 
rately locating  it  in  place.  Steel- 
bushed  holes  in  the  horizontal  part 
of  the  jig  guide  the  drill. 


L-shaped  bracket  shown  herewith. 
It  is  expected  that  the  cost  of  equip- 
ping each  car  with  this  device  will 
be  about  $4.50. 


Cloxe-Cp   View   of  DrllUng  Jir   Attached  to 
Motor   Shell 

An  interesting  feature  of  this  work 
is  that  although  this  drill  has  been 
in  operation  for  more  than  ten  years 
it  is  practically  new  in  appearance. 
As  shown  in  one  of  the  illustrations, 
the  motor  shell  rests  on  boards  and 
wedges,  and  this  procedure  has  pre- 
vented marring  of  the  bedplate. 


Squeegee  for  Electric  Cars 

EVERY  automobile  worthy  of  the 
name  has  a  squeegee  for  clearing 
the  windshield  of  snow  or  moisture 
during  stormy  weather  so  that  the 
driver  can  have  a  good  view  ahead, 

but  very  few  elec- 

.    .  .-Copper  wire 

trie    cars    are    so  •    "^ 

equipped.  It  may 
be  that  because 
Detroit    is    the 

home  of  automo-  Iron  p,pe 

bile  manufacture  the  Detroit  Mu- 
nicipal Railway  has  decided  to  equip 
all  of  its  cars  with  this  device.  Its 
construction  is  shown  in  the  accom- 
panying diagram. 

It  is  operated  by  hand  and  cleans 
both  sides  of  the  sash  through  which 
the  motorman  looks  to  see  the  road 
ahead.  It  consists  of  a  steel  arm 
12i  in.  long,  which  acts  as  a  handle. 


Cross  Bonds  with  Iron 
Pipe  Terminals 

By  J.  S.  Wilder, 

Engineer  of  Maintenance  of  Way  Municipal 
Railway  of  St.  Petersburg,  Fla. 

IN  CROSS-BONDING  our  track  we 
use  solid  copper  wire  with  termi- 
nals of  heavy  black  iron  pipe.  We 
take  6  in.  lengths  of  this  pipe  and 
grind  a  spot  part  way  through  near 
one  end,  making  the  width  of  the  de- 
pression same  as  that  of  the  emery 
wheel  with  which  grinding  is  done. 

After  cutting  off  a  suitable  length 
of  solid  copper  wire  for  the  bonds, 
we  slip  one  of  the  pieces  of  pipe  over 
each  end  of  the  wire,  completely  fill- 
ing the  pipe  with  the  wire.  We  then 
hammer  the  pipe  against  the  wire 
near  where  the  ground-out  spot  is 
located,  and  weld  the  pipe  and  wire 
together  at  this  spot.  For  welding 
we  use  an  oxyacetylene  torch  and 
wire,  such  as  are  furnished  for  use 
in  installing  gas  weld  bonds. 

We  weld  these  bonds  to  the  base  of 

To  be  we/sled /lere 


Iron  Pliie  Conhtruotion  for  Terminals  of 
Wire  Used  in  Cross-Bonding 

the  rail,  either  by  the  electric  or  gas 
weld  process,  which  can  be  done  with- 
out danger  of  injuring  the  copper.  A 
wet  cloth  laid  over  the  copper  wire 
will  serve  to  draw  the  heat.  After 
the  bond  is  installed,  the  pipe  and 
weld  are  given  a  coat  of  tar  paint  to 
retard   rusting.     These  cross  bonds 


Section  A-A 
Showing  Application 


Squeegee  for  Detroit  Manldpal  Cars 


a    brass    rubber    holder,    a    rubber  can  be  made  up  in  advance  at  odd 

cleaner  and  a  metal  scraper,  and  it  times  at  very  little  expense.  Possibly 

is  attached  to  the   upper  left-hand  we  could  get  better  results  if  we  used 

corner  of  the  window  frame  by  the  cast  terminals  instead  of  iron  pipe. 


April  21,  1923 


Electric    Railway    journal 


689 


Corrections  on  Blueprints 

IN  REVISING  blueprints  the 
United  Railways  &  Electric  Com- 
pany, Baltimore,  Md.,  uses  what  are 
known  as  "Bourgeois"  French  water 
colors,  obtained  from  Eugene  Dietz- 
gen  Company,  New  York  City. 
The  colors  are  thinned  with  water 
and  kept  in  small  bottles,  tightly 
corked.  The  colors  are  used  like 
drawing  ink.  Unfortunately,  the 
colors  can  be  washed  off,  but  as  a 
rule  this  is  not  a  defect. 


of  the  rod  at  the  end.  This  elimi- 
nates the  objection  to  shearing  off 
rods  in  an  ordinary  shear,  or  with 
plain  shears  in  a  punch  press.  The 
use  of  the  machine  largely  eliminates 
the  necessity  for  sawing  off  rods. 

This  machine  takes  very  little 
power  when  running  light.  It  is 
kept  running  a  good  deal  of  the  time, 
so  that  the  men  can  cut  off  rods  with 
no  loss  of  time. 


Novel  Use  for  Old  Punch 
Press 

INCLUDED  in  the  equipment  of  the 
blacksmith  shop  of  the  United 
Electric  Railways,  Providence,  R.  I., 
is  a  combination  shear  and  punch. 
There  was  no  demand  for  the  punch 


tool,  the  labor-saving  feature  of  this 
device  should  not  be  overlooked. 
Previous  to  its  installation  three  men 
were  required  to  align  and  lift  the 
equalizing  bars  into  position.  With 
this  new  device  one  man  can  do  the 
work  in  less  time. 


Beauilry    Combination    Sliear    and    Pnncli 

Fitted  Up  wltli  Sliears  for  Cutting  Oflf 

Roond  RodH  of  Several  Sizes 

part  of  this  machine,  so  it  was 
changed  over  to  cut  off  round  stock 
in  sizes  4  in.,  i  in.,  'j  in.,  3  in., 
and  1  in. 

On  the  bed  of  the  press  is  mounted 
a  block  of  machine  steel,  bored  with 
a  row  of  holes,  each  fitted  with  a 
hardened  tool  steel  bushing  to  form 
a  die.  Each  die  accommodates 
loosely  one  size  of  rod.  This  forms 
the  stationary  blade  of  the  shear. 
The  moving  blade  is  mounted  on  the 
crosshead  and  consists  of  a  hardened 
steel  plate  notched  out  on  its  lower 
edge  with  notches  of  size  appropriate 
to  the  diameter  of  rod  to  be  sheared 
off. 

By  means  of  this  shear  a  rod  can 
be  cut  off  instantly,  with  an  end 
which  is  practically  square  and  with- 
out deformation  of  the  cross-section 


Lining  Up  Equalizing  Bars 

TO  FACILITATE  the  proper 
lining  up  of  equalizing  bars  and 
raising  them  into  position  a  tool  has 
been  devised  in  the  shops  of  the 
Metropolitan  West  Side  Elevated 
Railway  which  not  only  performs 
this  task  with  ease  but  also  with 
safety.  Following  two  very  serious 
accidents  in  which  the  truck  man  was 
injured  on  the  foot  due  to  the  equal- 
izing bar  falling,  the  foreman  in 
charge  of  truck  work  designed  the 
equalizing  bar  lifting  tool  illustrated 
in  the  accompanying  photograph. 

The  construction  is  very  simple. 
A  1-in.  round  wrought-iron  bar  acts 
as  a  lever,  while  two  straps,  1  in.  x 
i  in.,  bent  up  at  the  ends  form  the 
lifting  hooks.  The  fulcrum  is  so  de- 
signed that  it  can  be  held  in  position 
by  a  couple  of  bolt-heads  on  the 
truck  frame.  Holes  have  been  pro- 
vided in  the  lifting  hooks  so  that 
a  pin  may  be  inserted  after  the 
equalizing  bars  have  been  lifted  to 
the  desired  height.  One  operator 
can  then  insert  the  spacing  casting 
and  spacing  bolts  into  the  two  equal- 
izing bars.  An  "X"  has  been  drawn 
on  the  inside  equalizing  bar  in  the 
picture  so  that  it  may  be  more  easily 
identified. 

Although  safety  was  the  real 
reason  for  the  introduction  of  this 


Dipping  Compound  Kept 
from  Armature  Shafts 

THE  Easton  (Pa.)  division  of  the 
Lehigh  Valley  Transit  Company 
dips  and  bakes  all  of  its  armatures- 
and  field  coils,  using  an  effective 
device  designed  by  C.  A.  Doud, 
master  mechanic.  The  dipping  tank 
is  located  in  the  armature  room,  and 
in  order  to  save  floor  space  the  tank 
is  installed  underneath  an  opening 
in  the  floor.  By  means  of  trapdoors 
this  space  can  be  kept  closed  when 
not  in  use.  Armatures  are  dipped 
with  the  commutator  end  up,  and  in 
order  to  keep  the  compound  off  the 
armature  shaft,  the  slings  for  sup- 
porting armatures  are  provided  with 
a  pipe  receptacle  at  the  bottom,  which 
has  the  lower  end  closed.  In  support- 
ing the  armature  in  the  sling  the 
shaft  rests  in  this  pipe  and  the  shaft 
is  effectively  protected,  which  elim- 
inates cleaning  the  compound  from 
the  shaft  as  would  otherwise  be  nec- 
essary. 

The  armature  shown  in  the  illus- 
tration is  a  Westinghouse  type  306, 
and  the  sling  for  handling  this  type 
of  armature  has  a  7-in.  x  1-in.  plate 
at  the  bottom,  and  a  3-in.  pipe  is 
welded  to  this  plate  as  a  protection 
for  the  armature  shaft.  This  sling 
is  also  used  for  shorter  railway 
armatures,  but  in  this  case  a  longer 
link  is  used  at  the  top,  which  fit.s. 
farther  down  on  the  side  guides  and 
thus  supports  the  top  of  the  arma- 
ture shaft. 


DeTlo«  tor  Ralslnv  and  Llnins  Up  Eqnalizinc  Bars 


690 


Electric    Railway    Journal 


Vol.  61,  No.  16 


' 

f 

^^1 

f  nia 

\ 

fl 

m 

r  a. 

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0^f^^ 

p^^ 

■''■^S 

^^'i 

^^^ 

of  the  box.  A  coil  spring  surrounds 
the  stem  and  is  set  in  an  opening  in 
the  fuse  box  with  one  end  against 
the  terminal  block  and  the  other 
against  a  washer  on  the  stem,  held 
in  place  by  a  cotter  pin.  The  pres- 
sure of  this  spring  thus  holds  the 
wedge  in  its  clamping  position  in 
the  terminal  block. 

When  fuses  blow  in  service,  it  is 
necessary  that  they  be  replaced  as 
quickly  as  possible  to  prevent  ex- 
tended delay.  This  design  provides 
for  quick  release  of  each  terminal 
wedge  by  a  hand  lever  fulcrumed  on 
a  bracket  at  the  end  of  the  fuse  box 


Sling    with   Pipe    Protection    Keepx   Dipping 
Compound  from  Armature  Shafts 

The  sling  shown  in  the  illustra- 
tion on  the  cover  of  the  door  is  for 
handling  compressor  armatures.  An 
overhead  traveling  hoist  is  used  for 
handling  the  armatures  and  for  low- 
ering them  into  and  raising  them 
from  the  dipping  tank. 


Improved  Fuse  Box 
Construction 

THE  accompanying  illustration 
shows  an  improved  type  of  con- 
struction for  contact  shoe  fuse  boxes 
using  copper  ribbon  fuses.  This  has 
been  worked  out  by  Harvey  L.  Bul- 
lock, general  foreman  of  the  North 
White  Plains  electric  shop  of  the 
New  York  Central  Railroad,  and  has 
been  installed  on  a  number  of  mul- 
tiple-unit cars  and  locomotives  of 
that  system.  Additional  cars  are  be- 
ing equipped  as  rapidly  as  possible. 
The  improvements  consist  in  the 
method  of  operating  the  wedge  for 
holding  the  ribbon  fuse  in  position 
so  as  to  provide  for  a  rapid  renewal 
and  also  to  insure  a  positive  contact 
at  the  ends  of  the  ribbon  fuse. 


Improved  Clamplns  Mechanism  Provides  for 
Rapid  Renewal  of  Ribbon  Fuses 

The  terminal  block  and  wedges  are 
of  the  standard  design  furnished  by 
manufacturers.  Each  terminal  wedge 
is  provided  with  a  stem  which  ex- 
tends outward  through  an  opening 
in  the  fuse  box.  The  outer  end  of  the 
stem  has  a  bearing  in  a  bracket  at- 
tached to  a  plate  on  the  outer  face 


and  having  the  end  shaped  so  as  to 
move  the  wedge  pin. 

In  its  normal  position  the  lever 
hangs  downward  and  the  wedges  are 
held  in  their  clamping  position 
through  the  pressure  of  the  spring. 
To  release  the  terminal  wedge,  the 
operator  swings  the  lever  upward 
into  a  position  indicated  by  the 
dotted  line  in  the  illustration.  The 
beveled  end  of  the  lever  pushes  the 
stem  inward  with  the  terminal  wedge 
and  thus  the  ribbon  fuse  is  released. 
As  soon  as  the  fuse  has  been  inserted, 
the  levers  are  knocked  down  and  the 
fuse   is  held  firmly   in   position. 


New  Equipment  Available 


} 


Snow  Broom  Attachment 
for  Truck  Mounting 

THE  Fox  Rotary  Snow  Broom 
Company,  Newark,  N.  J.,  has 
placed  a  new  rotary  snow  broom 
attachment  for  mounting  on  any 
standard  chassis  on  the  market.   The 


mounted  on  the  shaft,  to  which  the 
broom  halves  are  clamped.  The  end 
and  center  bearings  are  of  the  sleeve 
type  made  of  bronze.  The  end  bear- 
ings are  designed  for  waste  and  oil 
lubrication  and  are  suspended  by 
cast-steel  arms  mounted  on  heavy 
pins  fastened  to  the  steel  frame  and 


■     DEPARTMENT  OF  STREET  CLEA;a        ' 

ri7-lE0                                 Kf''^ 

fIS    '- 

^mummi^^K^^mmiimmmmi^Bmmi^^S^ 

Snow  Broom  Muui.L<-a 


frame  is  made  of  standard  structural 
steel  shapes  and  blue  annealed  steel 
plates.  All  parts  pertaining  to  the 
attachment  are  mounted  on  this 
frame,  which  can  be  attached  to  the 
chassis  by  means  of  U  bolts  and  can 
be  installed  or  removed  quickly. 

A  70-hp.  motor  is  mounted  in  the 
rear  of  the  frame,  and  power  is  trans- 
mitted from  this  to  the  double  broom 
in  front  by  means  of  a  transmission 
shaft  and  two  high-speed  silent  chain 
drives.  A  set  of  beveled  gears  is 
used  in  front  to  change  the  angle  of 
drive  due  to  the  45  deg.  mounting  of 
the  broom.  The  chain  drive  runs  in 
an  oil-tight  case  and  the  beveled 
gears  are  enclosed  and  run  in  oil. 

The  broom  shaft  is  made  of  2J-in. 
cold  rolled  steel  and  is  suspended  at 
both  ends  and  in  the  center  between 
brooms.       Four    broom     seats    are 


concentric  with  the  short  transmis- 
sion shaft  between  the  broom  chain 
drive  and  the  beveled  gears.  The 
chain  case  acts  as  a  suspension  for 
the  center  bearings. 

The  arms  and  chain  case  are  sus- 
pended at  the  broom  end  by  means 
of  a  rocker  shaft,  levers,  connecting 
links  and  a  balanced  weight  for  up 
and  down  adjustment  of  the  broom. 
Should  the  brooms  strike  any  heav>' 
obstruction  they  will  rise  automat- 
ically as  the  balanced  weight  is  free 
to  move  up  or  down  as  the  case  de- 
mands. The  brooms  are  34  in.  in 
diameter,  spaced  10  in.  apart  and  will 
clear  a  road  about  9  ft.  wide.  They 
are  made  in  halves  and  are  clamped 
to  the  broom  seats  on  the  shaft.  The 
bristles  are  of  i-in.  rattan  and  will 
give  about  100  hours  of  continuous 
service. 


April  21,  1923 


Electric    Railway    Journal 


691 


New  Style  Furnace  Proves 
Successful 

A  HEAT-TREATING  furnace  of 
a  type  somewhat  different  from 
those  in  common  use  has  been  de- 
signed by  the  Mahr  Manufacturing 
Company,  Minneapolis,  Minn.,  and 
has  been  giving  very  satisfactory  re- 
sults, it  is  said.  The  more  even  dis- 
tribution of  heat  throughout  the  in- 
terior of  the  heating  chamber,  which 
has  been  secured  in  this  furnace, 
makes  it  particularly  well  adapted 
for  some  kinds  of  electric  railway 
work.  It  has  been  successfully  used 
by  the  Transit  Supply  Company  in 
Minneapolis,  which  is  the  purchasing 
organization  for  the  Twin  City  Rail- 
way system,  for  the  tempering  of 
car  springs. 

In  this  furnace  the  heat  is  applied 
directly  and  evenly  to  the  material. 
As  shown  in  an  accompanying  illus- 


Completion 
of  combustion- 


Seetional  View  of   New   Fnmace 

tration  the  gases  enter  at  the  top  of 
the  heating  chamber,  travel  along  the 
roof,  down  the  opposite  side,  across 
the  bottom,  out  through  apertures 
at  the  base  of  the  side  walls,  and  then 
through  passages  under  the  floor. 
The  path  of  these  gases  is  distinctly 
different  from  that  in  the  ordinary 
furnace  where  they  first  strike  the 
under  side  of  the  floor,  travel  along 
under  that,  up  outside  the  walls, 
thence  into  the  heating  chamber  and 
up  the  flue. 

The  floor  and  floor  supports  of  the 
Mahr  furnace  are  not  subjected  to 
the  destructive  action  of  the  direct 
flame,  and  replacement  of  the  floor  is 
necessary  only  when  it  has  been  worn 
out  on  top  by  the  handling  of  the 
stock.  The  design  of  the  heating 
chamber  insures  a  uniform  distribu- 
tion of  heat  from  a  single  burner, 
thereby  reducing  the  operator's  labor 
to  a  minimum.  A  high  degree  of 
efficiency  in  operation  is  said  to  be 
insured  by  the  path  of  the  gases 
through  and  under  the  chamber. 

Another  novel  feature  of  this  fur- 
nace is  the  design  of  the  burner. 
Either  oil  or  gas  can  be  used  with 
low  pressure  air  at  about  8  to   12 


Gasification  and 
initial  ambusfioi 


Atomization 


C'rOHS-Section    of    Mahr    Burner 

ounces  per  square  inch.  The  air, 
however,  does  not  enter  the  burner 
through  a  circular  opening  imme- 
diately surrounding  the  stream  of  oil, 
as  is  usually  the  case,  but  is  carried 
through  a  separate  passage  to  a  point 
slightly  beyond,  where  it  mixes  with 
the  atomized  oil  and  the  combustion 
takes  place.  The  illustration  shows 
the  general  design  of  the  burner. 
This  entry  of  the  air  by  a  separate 
passage  permits  the  quantity  to  be 
exactly  controlled,  and  any  desired 
temperature  in  the  heating  chamber 
can  easily  be  maintained. 


zero  torque  on  the  relay  disk.  Under 
these  conditions  the  disk  which  car- 
ries the  moving  contact  is  held  in 
a  mid-position  by  the  controlling 
springs. 

Under  the  proper  condition  of  cur- 
rent unbalance,  the  disk  can  rotate 
80  deg.  in  either  direction  from  zero 
and  make  contact  on  either  side. 
Thus  the  moving  contact  acts  as  a 
single-pole,  double-throw  switch  in 
the  trip  circuits  of  the  circuit  break- 
ers of  the  two  unbalanced  lines,  and 
will  trip  out  the  circuit  breaker  on 
the  line  carrying  the  heavier  load. 

When  one  of  the  lines  is  open,  the 
differential  relay  is  then  automat- 
ically converted  into  an  overload 
relay  with  a  tripping  current  setting 
of  twice  the  differential  setting,  and 
with  the  disk  tending  to  rotate  in 
such  a  direction  as  to  trip  out  the 
loaded  line. 


Selective  Differential  Relay 
for  Parallel-Line  Protection 

FOR  use  on  two  or  more  transmis- 
sion lines  which  are  in  parallel 
between  generating  stations  or  sub- 
stations, the  Westinghouse  Elec- 
tric &  Manufacturing  Company  has 
brought  out  a  current  relay  which 
gives  balanced  protection  to  such 
lines.    This  relay,  known  as  type  CD, 


Time  Saved  by  All-in-One 
Steel  Figure  Dies 

STEEL  figures  and  letters  are 
used  quite  extensively  in  electric 
railway  shops  for  marking  various 
metal  parts.  An  ingenious  arrange- 
ment of  the  steel  figures  by  incor- 
porating them  all  on  one  circular 
piece  has  just  beeen  brought  out  by 
Marburg  Brothers,  Inc.,  New  York, 
N.  Y.  The  figures  are  cut  around 
one-half  of  the  circumference  of  a 
steel  disk,  the  other  half  being 
marked  so  that  the  blow  of  stamping 
can  be  applied  at  the  most  desir- 
able point. 


Application  of  tlie  Type-CD  Belay  to  Four  Parallel  Feederg 


works  on  the  induction  principle  and 
operates  on  current  alone.  It  has 
two  overload  elements  acting  upon  a 
common  disk  through  a  common 
magnetic  circuit.  Each  element  is 
connected  separately  to  its  own  cur- 
rent transformer  in  corresponding 
phases  of  the  two  balanced  lines. 
The  two  elements  are  electrically 
opposed,  and  under  conditions  of 
balanced  line  loads  the  fluxes  in  the 
magnetic  circuit  of  the  relay  are 
equal  and  opposite,  giving  a  resultant 


Among  the  advantages  claimed 
for  this  arrangement  is  the  saving 
in  time  which  is  usually  taken  in 
hunting  for  the  correct  figures.  The 
"All-in-One"  arrangement  is  more 
convenient  to  handle,  and  as  there 
is  more  space  for  holding  there  is 
less  danger  of  smashed  fingers.  By 
having  the  lettering  on  the  side  near- 
est the  operator  there  is  no  danger 
of  the  figures  getting  upside  down, 
and  the  individual  figures  cannot  be 
lost  or  disarranged^ 


692 


Electric    Railway    Journal 


Vol.  61,  No.  16 


Steel  Plate  Roller  Bearing 
Trolley 

WITH  the  objective  of  producing 
a  strong  flexible  trolley  for 
severe  service  conditions,  the  Yale 
&  Towne  Manufacturing  Company, 
Stamford,  Conn.,  has  just  brought 
out  the  "Yale"  steel  plate  trolley. 
The  accompanying  illustrations  show 
the  details  of  construction. 

The  wheels  are  mounted  on  roller 
bearings  attached  to  the  side  plates, 
which  in  turn  are  connected  by  a 
single  equalizing  pin  which  supports 
the  shackle  plate.  Spreader  castings 
are  riveted  to  each  plate,  and  these 
give  a  very  large  bearing  surface 
for  the  equalizing  pins.  They  are 
also  shaped  so  as  to  protect  the 
trolley  and  act  as  a  bumper  which 
engages  the  track  stop  on  the  lower 
flange  at  the  end  of  the  I-beam  track. 
The  strength  of  this  construction  is 
such  that  a  full  load  may  be  safely 
carried  on  either  plate. 

In  order  to  provide  an  excep- 
tionally strong  construction  for 
withstanding  shocks  and  strains,  a 
reserve  of  seven  times  the  rated 
capacity  is  provided.  A  1-ton  trolley 
will  run  on  a  minimum  21-in.  radius 
curve,  extreme  flexibility  thus  being 
assured.  Roller  bearings  are  heat 
treated,  hardened  and  ground.  The 
grease  chamber  is  so  designed  as 
to  prevent  dust  from  reaching  the 
bearings. 

The  axles  are  set  parallel  to  the 
I-beam  flange.  These  are  pressed 
into  the  wheel  hubs  and  supported  by 
the  inner  bearing  plate,  so  that  they 
are  subjected  to  practically  no  bend- 
ing strain.  The  wheels  have  chilled- 
iron   treads   which   conform   to   the 


shape  of  the  I-beam  flange.  The 
equalizing  pin  is  of  cold-rolled  steel. 
It  supports  either  the  shackle,  eye 
or  clevis,  and  for  use  at  locations 
where  headroom  is  limited  the  chain 
block  can  be  hooked  directly  over 
the  equalizing  pin. 


New  D.C.  Welder  Breaks 
Arc  Automatically 

THE  chief  feature  of  a  new  d.c. 
welding  apparatus  recently  put 
on  the  market  is  the  use  of  a  poten- 
tiometer, a  relay  and  a  magnetic 
switch  to  break  the  arc  automatically 
at  a  fixed  maximum  length.  More- 
over, this  device  is  so  designed  that 
the  full  550  volts  are  carried  by  the 
apparatus  only  when  it  is  actually 
in  use. 

The  potentiometer  is  placed  di- 
rectly from  trolley  to  ground.  At  a 
point  50  volts  from  the  end  of  the 
potentiometer  a  tap  goes  to  the  poten- 
tial relay,  the  other  side  of  which  is 
connected  to  the  welding  point.  The 
relay  is  set  to  pick  up  at  50  volts  and 
to  drop  at  25  volts.  When  the  weld- 
ing electrode  is  touched  to  the 
ground,  therefore,  a  50-volt  current 
passes  through  the  relay  and  it 
immediately  picks  up.  This  action 
of  the  relay  closes  a  single-pole 
double-break  magnetic  switch  which 
energizes  the  main  welding  circuit. 

When  the  electrode  is  pulled  away 
from  the  ground  there  is  a  voltage 
drop  which  at  once  affects  the  relay 
circuit.  As  soon  as  the  voltage  of 
this  circuit  falls  below  25  volts, 
which  occurs  when  the  arc  exceeds  I 
in.  in  length,  the  relay  drops  out, 
thereby  releasing  the  magnetic 
switch  and  opening  the  main  circuit. 


Two  advantages  that  are  particu- 
larly important  in  such  work  as  track 
welding  are  claimed  for  this  ap- 
paratus. In  the  first  place  the  auto- 
matic breaking  of  the  arc  at  a 
maximum  length  of  a  fraction  of  an 
inch  eliminates  the  long  flash  which 
strains  the  eyes  of  the  operator  and 
often  burns  a  hole  in  the  work.  In 
the  second  place  increased  safety 
results  from  the  fact  that  all  of  the 
apparatus  between  the  magnetic 
switch  and  the  ground  is  dead  except 

Trolley 


Poftntioma+cr 

-ajVinjinnnnnnjir — 


'  Pohrrtial 
'■    relay 


.  'Blowout  ail 
1  tlagrrstic 
J    SKitch 

Blowout  coil 


I  Grid 

)  r^sisfancQ 


Welc/ing  poinh 


Oround 
Kflay   Prevents  Drawiiijc  Long   .\rc 

when  welding  is  actually  in  progress. 
The  resistance  grids  and  other  parts 
which  a  person  might  carelessly 
brush  against  carry  full  voltage  only 
when  the  magnetic  switch  is  closed. 
The  machine  is  made  by  the  Elec- 
tric Arc  Cutting  &  Welding  Company, 
located  at  Newark,  N.  J.,  is  con- 
structed under  its  own  patent  and  is 
compact  in  construction  and  light  in 
weight.  The  relay  and  magnetic 
switch  are  fastened  on  a  piece  of 
slate  15x18  in.,  and  the  potentiom- 
eter is  placed  in  back.  The  whole 
apparatus  stands  21  in.  high  and 
weighs  70  lb. 


TROLLEY  SIDE 
COMPLETE 


"^ 


ROLLER,^ 


#        # 


^^. 


OOTtR  i.ut  i 


i 


ADJUST, NG 
W4SHE»  ,SEPAR«rOR 

BAR 


SUSPENSION 
CLEVIS 


TRACK  WHEEL  4  AXLE 


SEPARATOR  BAR  BOLT  4  NUT 


INNER  BEARING  PLATE 


At  Left,  Seetlonal  View  Showing  InstaUatlon  of  Trolley  on  I-Beam.     At  Rlsht,  Details  o(  Plain  Steel  Plate  Trolleys 


April  21,  1923 


Electric    Railway    Journal 


693 


r    Association  News  &  Discussions    1 


Questions  for  Consideration  of 
Chamber  of  Commerce 

A  NUMBER  of  questions  have  been 
forwarded  to  the  Chamber  of  Com- 
merce of  the  United  States  for  con- 
sideration at  the  forthcoming  eleventh 
annual  meeting  to  be  held  in  New  York 
City,  May  7  to  11.  Among  them  are 
resolutions  of  the  American  Electric 
Railway  Association  and  the  American 
Gas  Association  regarding  tax  exemp- 
tion of  securities.  The  former  submits 
the  following: 

Whereas  our  present  policy  of  federal 
taxation  has  undergone  a  radical  change 
from  indirect  to  a  system  of  direct  taxation 
which  relies  chiefly  upon  levying  a  high 
rate  of  income  tax  upon  tliose  of  large 
incomes,  thereby  causing  a  constantly  in- 
creasing volume  of  capital  to  be  diverted 
into  the  non-taxable  securities  of  the  fed- 
eral, state  and  minor  subdivisions  of  gov- 
ernment, and 

Whereas  this  diversion  of  capital  has 
proved  a  serious  handicap  to  productive 
enterprise  by  reason  of  the  fact  that,  while 
exempting  large  incomes  from  the  payment 
of  taxes  they  would  otherwise  be  obliged 
to  pay,  and  placing  an  unfair  burden  of 
taxation  upon  those  who  cannot  benefit  by 
sucii  exemption,  it  gives  an  unfair  competi- 
tive advantage  in  the  money  markets  to  the 
exempted  securities,  and 

Whereas  the  earnings  of  electric  railways 
are  limited  by  public  regulation  and  con- 
sequently have  been  .and  still  are  insuffi- 
cient to  attract  necessary  new  capital  In 
competition  with  tax-exempt  securities  so 
that  they  are  now  being  forced  to  furnish 
inadequate  and  unsatisfactory  service,  which 
situation  will  undoubtedly  grow  worse 
rather  than  better  if  present  tax  conditions 
continue,  and 

AVhereaa  this  situation  can  be  corrected 
and  the  public  properly  served  only  by 
removing  the  competition  from  tax-exempt 
securities  or  by  making  further  and  In 
many  cases  material  increases  in  the  rates 
charged  by  such  utilities  for  their  services ; 
now,  therefore,  be  it 

Resolved,  By  the  American  Electric  Rail- 
way Association  that  It  recommends  that 
necessary  corrective  legislation  be  provided 
to  remove  the  present  inequitable  burden 
of  taxation  and  to  make  all  Income  from 
whatever  source  and  in  whatever  form  bear 
Its  Just  proportion  of  the  cost  of  govern- 
ment and  remove  the  discrimination  now 
prevailing  between  securities  of  the  federal, 
state  and  minor  subdivisions  of  government 
and  those  of  private  enterprise. 

The  American  Gas  Association  also 
submits  a  resolution  supporting  the 
present  method  of  utility  regulation  by 
state  bodies,  as  follows: 

Whereas  the  commercial  and  industrial 
life  of  the  nation  unquestionably  depends 
largely  upon  efficient,  adequate  service  by 
the  public  utility  companies  supplying  light, 
heat,  power,  transportation  and  telephone 
service,  and 

Whereas  the  Investment  In  these  enter- 
prises now  aggregates  more  than  fifteen 
billion  dollars,  and  represents  the  savings 
of  more  than  a  million  investors  through- 
out the  nation,  thus  reflecting  their  con- 
fidence in  the  system  of  just  and  Impartial 
state  regulation,  and 

Whereas  the  welfare  of  our  Industries 
also  depends  upon  the  ability  of  the  util- 
ities to  attract  continuously  new  capital  at 
reasonable  rates  to  supply  the  ever-Increas- 
ing demands  for  additional  service  and 
extended  facilities,  these  companies,  in  turn, 
being  dependent  upon  the  rates  and  charges 
for  service  which  are  determined  and  fixed 
by  order  of  state  commissions,  and 

Whereas  municipal  legislators,  boards  of 
aldermen,  or  officials  created  and  desig- 
nated by  them  and  responsible  to  them, 
under  the  Influence  of  local  conditions  or 
political  Interests.  Cannot  be  impartial,  dis- 
interested or  qualified  arbiters  of  Intricate 
questions  of  rates,  and 

Whereas  such  bodies  cannot  maintain 
the  necessary  trained  personnel  required 
properly  to  advise  tribunals  in  the  exercise 


of  quasi-judicial  powers  over  important 
public  services  and  vast  investments.  Involv- 
ing large  technical  and  financial  as  well  as 
business  problems  :  now,  therefore,  be  it 

Resolved,  That  the  Chamber  of  Commerce 
of  the  United  States  of  America  affirm  Its 
confidence  In  the  principles  of  state  regula- 
tion of  public  utilities  and  takes  the  posi- 
tion that  any  proposal  to  undermine  or 
destroy  such  regulation,  by  delegating  the 
state's  regulatory  powers  to  boards  of  alder- 
men, common  councils,  or  other  municipal 
bodies  in  the  cities,  represents  a  reactionary 
and  retrogressive  step,  radically  opposed  to 
the  best  interests  of  the  public. 


Design  of  Passenger  Stations  for 
Electrified  Railways 

A  LECTURE  on  the  modernization 
of  passenger  railway  stations,  for 
graduates  and  students,  was  delivered 
before  the  Institute  of  Transport  in 
London  on  Feb.  20.  The  authors  were 
F.  Bushrod  and  J.  F.  S.  Tyler.  As  a 
pai-t  of  their  subject  they  discussed  the 
influence  of  electrification  of  steam 
lines  on  passenger  station  design  and 
operation.  Among  the  points  which 
they  made  were  the  following: 

Conversion  of  lines  from  steam  to 
electric  traction,  followed  by  the  intro- 
duction of  a  rapid  service  at  regular 
and  frequent  intervals,  in  substitution 
for  comparatively  slow  and  infrequent 
steam  trains,  involves  consideration  of 
station  design  from  a  new  aspect.  With 
the  growth  of  passenger  traffic,  par- 
ticularly in  suburban  areas,  there  came 
about  a  gradual  lengthening  of  plat- 
forms to  accommodate  long  steam 
trains.  Under  electric  traction,  with 
shorter  and  more  numerous  trains, 
these  long  platforms  are  unsuitable. 
Even  with  carefully  placed  and  easily 
understood  stopping  marks,  passengers 
have  a  tendency  to  spread  themselves 
along  the  whole  length  of  the  platform 
during  the  intervals  between  trains. 
Time  is  thus  lost  waiting  for  passen- 
gers to  make  their  way  to  the  point 
where  the  train  stops. 

The  location  of  platform  entrances 
and  their  protection  require  closer  at- 
tention than  was  given  under  the  more 
leisurely  steam  working.  The  placing 
of  entrances  at  extreme  ends  of  plat- 
forms brings  about  uneven  loading  of 
trains,  which  is  very  noticeable  when 
there  are  two  or  three  consecutive 
stations  having  the  entrance  at  the 
same  end.  The  best  position  for  the 
opening  onto  the  platform  is  a  point 
about  the  middle  of  its  length. 

Owing  to  the  risk  involved  in  pas- 
sengers attempting  to  enter  rapidly 
accelerating  electric  trains,  it  is  essen- 
tial that  entrances  should  be  protected 
by  easily  closed  barriers,  placed  as 
near  the  platform  as  possible. 

The  introduction  of  an  electric  train 
service,  with  trains  every  few  minutes, 
obviates  the  necessity  for  providing  such 
ample  waiting  room  accommodation 
as  was  formerly  the  custom.  Platform 
covering    should,    however,    be    ample, 


otherwise  there  is  a  tendency  for  the 
passengers,  on  a  wet  day,  to  congrre- 
gate  under  the  shelter  afforded,  and 
all  will  attempt  to  crush  into  one  or 
two  coaches. 

The  timing  of  electric  trains  permits 
of  only  brief  stoppages  at  stations,  and 
it  is  therefore  essential  that  everything 
possible  be  done  to  expedite  passenger 
transfer  and  handling  of  baggage. 
Careful  attention  is  needed  to  the  fol- 
lowing details  of  station  design: 

1.  Ample  platform  width  free  from 
columns,  lamp  posts  and  similar  ob- 
structions. 

2.  Platforms  of  footboard  height  and 
having  good  surface  for  movements  of 
trucks,  etc. 

3.  Provision  of  separate  entrances 
and  exits  at  stations  where  traffic  is 
heavy. 

4.  Provision  of  adequate  ticket  office 
facilities. 

5.  Clear  and  distinct  platform  and 
train  indicators,  direction  boards, 
station  name  boards,  etc. 

6.  Adequate  lighting  of  platforms 
and  illumination  of  station  name 
boards. 

Where  power  is  taken  from  conduc- 
tor rails,  the  latter  must  be  cut  at 
points  where  timber  crossings  are  pro- 
vided for  the  passage  of  baggage 
trucks,  etc. 

Such  crossings  are  a  source  of  risk 
where  there  is  a  frequent  and  rapidly 
accelerating  train  service,  and  station 
design  should  provide  for  their  elimi- 
nation, so  that,  wherever  possible,  traf- 
fic to  or  from  one  platform  to  another 
can  be  dealt  with  without  obliging 
passengers  and  employees  to  cross  the 
rails  on  the  level. 


Program  for  the  Chamber  of 
Commerce  Meeting 

ANNOUNCEMENT  has  been  made 
of  the  topics  which  are  to  be  con- 
sidered at  the  Chamber  of  Commerce 
meeting,  under  the  general  headings 
"Transportation  in  All  of  Its  Phases 
in  the  United  States,"  and  "Europe  and 
Europe's   Affairs."      The   list   includes 

(1)  communications,  (2)  distribution, 
(3)  finance,  (4)  foreign  commerce,  (5) 
industrial  problems,  (6)  immigration, 
(7)  insurance,  (8)  International  Cham- 
ber of  Commerce,  (9)  merchant  marine, 
(10)  natural  resources,  (11)  railroads 
and  (12)  transportation. 

Transportation     includes      (1)      the 
farmer's     interest    in    transportation, 

(2)  governmental  relations  to  trans- 
portation, (3)  readjustment  of  relative 
freight-rate  schedules,  (4)  developinsr 
a  national  system  of  rail,  water  and 
highway  transportation,  involving  co- 
ordination of  our  transportation  sys- 
tems, co-ordination  of  railroads,  water- 
ways and  highways,  and  co-operation 


694 


Electric    Railway    Journal 


Vol.  61,  No.  16 


between  the  motor  and  the  railroad. 
On  Friday,  May  11,  national  council- 
lors, delegates  and  substitutes,  officers, 
directors  and  members  of  the  Chamber 
of  Commerce  of  the  United  States  and 
their  families  will  be  the  guests  of  the 
New  York  general  reception  committee, 
A.  C.  Bedford,  chairman,  and  of  the 
ladies'  entertainment  committee  of  New 
York,  Mrs.  William  Fellowes  Morgan, 
chairman,  on  a  visit  to  West  Point  via 
the  steamer  Washington  Irving.  At 
West  Point  a  special  program  of  drills 
and  exercises  by  over  1,300  cadets  has 
been  arranged  by  Brigadier  General 
Frederick  W.  Sladen,  superintendent 
United  States  Military  Academy,  es- 
pecially for  the  occasion  under  author- 
ity of  the  Secretary  of  War. 


Southwestern  Association 

THE  program  committee  of  the 
Southwestern  Public  Service  Asso- 
ciation (formerly  the  Southwestern 
Electrical  &  Gas  Association),  which 
will  hold  its  annual  convention  in  Fort 
Worth,  Texas,  May  15  to  17,  has  pre- 
pared the  following  tentative  program 
for  the  meeting: 

Tuesday,  May  15 — General  session 
with  addresses  by  the  following:  Col. 
Oscar  H.  Fogg,  American  Gas  Asso- 
ciation, on  a  subject  connected  with  the 
gas  industry;  Hon.  Carl  D.  Jackson, 
National  Electric  Light  Association, 
on  a  subject  connected  with  utility 
operations;  Hartwell  Jalonick,  on  the 
Organization  of  a  committee  for  busi- 
ness development. 

Wednesday  afternoon.  May  16 — A 
Public  Relations  session  addressed  by: 
Labert  St.  Clair,  American  Electric 
Railway  Association,  on  "Advertising 
Utility  Service";  H.  C.  Abell,  National 
Electric  Light  Association,  on  "Public 
Utility  Information  Bureaus";  Luke 
•C.  Bradley,  district  manager  Stone  & 
Webster,  on  "Selling  Utility  Services 
Through  the  Employees";  George  Mc- 
Quaid,  director  Texas  Public  Service 
Information  Bureau,  on  the  work  of 
the  bureau. 

Wednesday  morning  and  Thursday 
morning.  May  16  and  17 — Papers  and 
discussions  in  the  street  and  interurban 
railway,  gas  and  electric  light  and 
power  sections. 


Summer  Convention  of  A.  I.  E.  E. 

SWAMPSCOTT,  MASS.,  will  this 
year  be  the  scene  of  the  annual 
summer  convention  of  the  American  In- 
stitute of  Electrical  Engineers,  to  be 
held  June  25  to  29.  The  headquarters 
will  be  at  the  New  Ocean  House. 

The  keynote  of  the  convention  will  be 
advances  in  equipment  and  plant  de- 
sign. Among  the  subjects  to  be  covered 
will  be  modern  developments  in  recti- 
fiers; researches  conducted  upon  the 
nature  of  insulation  failures;  artificial 
transmission  lines;  electric  plant  for 
-commercial  radio;  transmission  and  dis- 
tribution; a  new  type  of  lightning  ar- 
rester; lamp  quality;  street  lighting; 
and  a  whole  session  upon  the  important 
subject  of  station  economics  as  affected 
by  the  proposed  use  of  1,000-lb.  steam 


pressure  at  the  New  Weynwuth  station 
of  the  Edison  Electric  Illuminating 
Company  of  Boston,  and  by  new 
methods  of  conducting  away  heat  losses 
in  generating  machinery. 

Electric  welding  will  be  considered, 
and  other  papers  promised,  which  may 
be  included  in  the  schedule,  bear  upon 
heat  balance  and  plant  economy,  dupli- 


cation of  electrical  equipment,  instru- 
ment specifications,  and  electrical 
instruments.  There  will  be  at  least  one 
paper  on  engineering  education. 

In  the  main  the  afternoons  will  be 
devoted  to  the  social  and  recreational 
sides  of  the  convention.  Provision  will 
be  made  for  inspection  trips  to  plants 
in  the  Boston  district  on  each  day. 


c 


American  Association  News 


D 


Power  Generation 

THE  Engineering  Association  com- 
mittee on  power  generation  met  in 
Chicago  on  April  10.  The  following 
members  were  present:  C.  A.  Greenidge, 
chairman;  W.  E.  Bryan,  F.  C.  Hanker, 
G.  H.  Kelsay,  E.  H.  Scofield,  sponsor, 
and  R.  L.  Weber. 

Regarding  automatic  substations,  Mr. 
Bryan  stated  that  a  questionnaire 
should  be  sent  out  to  the  operating  com- 
panies with  a  view  to  reaching  stand- 
ards for  automatic  substations.  He 
explained  the  means  of  ventilation  of 
some  new  substation  buildings  which 
are  being  installed  in  St.  Louis.  Forced 
ventilation  is  used,  the  air  entering 
through  a  duct  directly  underneath  the 
rotor,  hence  through  the  transformers 
and  the  grids,  finally  leaving  the  build- 
ing through  the  roof  ventilator.  Ven- 
tilation, he  suggested,  could  be  con- 
trolled either  thermostatically  or  by 
means  of  a  time-clock  control. 

Mr.  Scofield  suggested  the  following 
classification  of  subjects  to  be  studied 
or  investigated  in  a  questionnaire:  Mul- 
tiple or  single  feeders  from  bus;  extent 
to  which  automatic  control  is  applied; 
character  of  supervision;  ventilation, 
forced  or  natural;  power  supply,  either 
individual  or  common;  buildings,  with 
or  without  basement.  Discussion 
brought  out,  as  the  order  of  importance 
in  the  design  of  a  substation,  the  fol- 
lowing elements:  (1)  Selection  of  the 
equipment,  including  the  necessary 
alternating  and  direct  current  acces- 
sories; (2)  decision  as  to  system  to  be 
used  and  provision  of  adequate  space 
for  it;    (3)  design  of  the  building. 

In  connection  with  the  subject  of  re- 
porting failures  Mr.  Bryan  stated  that 
on  his  property  the  interruptions  to 
service  are"  listed  under  two  headings: 
(1)  fixing  the  cause  of  the  trouble;  (2) 
seriousness  of  the  interruption  as 
measured  by  the  load  affected. 

As  to  recent  progress  in  power  gen- 
eration, the  committee  concluded  that, 
inasmuch  as  the  N.  E.  L.  A.  and  the 
mechanical  and  electrical  as  well  as  the 
Edison  associations  are  studying  this 
subject,  the  committee  should  make  only 
a  general  statement  of  the  most  recent 
developments  and  the  latest  designs. 
Mr.  Greenidge  has  secured  information 
as  to  condensers  from  various  manu- 
facturers and  material  regarding  the 
best  superheater  practice. 

The  next  discussion  was  on  the 
definition  of  the  output  of  a  generating 
plant.     A  definition  will  be  submitted 


for  approval,  through  the  proper  chan- 
nels. 

H.  A.  Kidder  was  delegated  to  inves-" 
tigate  the  changes  in  the  specifications 
for  boiler  tubes  as  made  by  the  A.S. 
T.M.  so  as  to  harmonize  the  associa- 
tion's specifications  with  them. 

For  the  information  of  the  commit- 
tee the  report  of  a  sectional  committee 
of  the  A.E.S.C.  on  terminal  markings 
was  submitted  as  was  also  that  of  the 
electrical  apparatus  committee  of  the 
N.E.L.A.  on  transformer  standards. 

Copies  of  the  latter  will  be  sent  to 
all  members  of  the  committee,  who  will 
be  asked  to  report  regarding  it. 

It  was  suggested  that  copies  of  the 
N.E.L.A.  prime  movers  committee  re- 
port should  be  sent  to  all  members  of 
the  Engineering  Association. 

The  meeting  adjourned,  to  meet  in 
June  in  Cleveland. 


Buildings  and  Structures 

PROGRESS  reports  were  made  by 
the  four  sub-committees  of  the 
Engineering  Association  committee  on 
buildings  and  structures  at  the  meet- 
ing held  in  Louisville,  Ky.,  on  April  16. 
Besides  the  chairman,  N.  E.  Drexler, 
Hampton,  Va.,  there  were  present  the 
following:  B.  R.  Brown,  James  Link, 
J.  R.  McKay  and  S.  J.  Steiner. 

The  topics  taken  up  and  the  way  in 
which  they  were  handled  are  epitomized 
below: 

Electric  railway  terminals.  Plans 
of  a  number  of  passenger,  freight  and 
combination  terminals  were  gone  over 
and  discussed.  On  account  of  the  wide 
scope  of  this  subject  it  was  decided  to 
treat  it  in  a  general  way  and  include 
plans  and  descriptions  of  a  number  of 
existing  terminals,  which  in  the  judg- 
ment of  the  committee  are  well  laid  out. 

Waiting  stations.  Mr.  McKay  sub- 
mitted plans  of  a  number  of  waiting 
stations  now  in  use  in  various  parts 
of  the  country.  This  report  was  ap- 
proved as  containing  good  data  for  the 
final  report. 

Small  bridges,  trestles  and  culverts. 
After  general  discussion  it  was  de- 
cided to  obtain  further  information  on 
trestles  and  concrete  culvert  pipe  and 
to  revise  the  drawings  in  last  year's 
report. 

Revision  of  existing  standards.  The 
chairman  presented  proposed  revisions 
of  Sections  Bm-lc  and  Bm-2c  of  the 
Manual.  These  will  be  checked  and 
included  in  final  report. 


April  21,  1923 


Electric    Railway    Journal 


695 


Transit  Commission 
Reports 

Detroit  Body  Says  Comprehensive  Sys- 
tem Can  Be  Provided  There  Only 
Under  City  Ownership 

Municipal  ownership  of  Detroit's 
proposed  rapid  transit  system  is  the 
only  means  of  providing  a  comprehen- 
sive passenger  distribution  system 
there.  This  is  the  opinion  set  forth 
in  a  report  by  the  Rapid  Transit  Com- 
mission, appointed  by  former  Mayor 
James  Couzens  to  study  Detroit's  needs. 
The  commission  is  composed  of  Col.  Sid- 
ney D.  Waldon,  chairman;  Col.  H.  W. 
Alden;  Andrewr  H.  Green;  Clarence  W. 
Hubbell,  former  city  engineer  and  Wil- 
lard  Pope,  civil  engineer.  Daniel  L. 
Turner,  New  York,  is  consulting  engi- 
neer and  Major  T.  J.  Hallihan,  New 
York,  is  advisory  engineer. 

In  the  designing  of  a  complete  city- 
owned  system,  the  importance  of  city 
planning  and  regulation  by  zoning  of 
the  heights  and  uses  of  buildings  must 
be  considered,  according  to  the  report 
submitted  by  the  commission's  chair- 
man. The  recommendation  that  Detroit 
proceed  to  lay  out  a  large  system  of 
streets  and  avenues  is  taken  as  evidence 
that  the  survey  which  the  commission 
is  making  is  not  confined  to  the  study 
of  subway  and  elevated  lines. 

Aims  To  Relieve  Traffic  Congestion 

The  commission's  studies  include 
plans  for  transportation  by  private 
vehicles,  buses,  surface  cars,  and  rapid 
transit  trains  to  all  sections  of  the 
city.  The  undertaking  was  to  draw 
plans  for  a  comprehensive  rapid  transit 
system  capable  of  meeting  the  require- 
ments of  a  population  spread  over  what 
is  referred  to  as  Detroit's  metropolitan 
area.  The  task  as  the  commission  sees 
it  is  to  facilitate  collection  and  dis- 
tribution of  the  bulk  of  the  car-riding 
public  in  and  between  the  residential, 
industrial  and  business  districts  with 
the  greatest  saving  of  time  and  the 
maximum  of  convenience  to  patrons. 
The  system  must  be  the  backbone  of 
Detroit's  transportation  on  rails.  It 
must  anticipate  industrial  and  business 
developments  and  facilitate  uniform 
growth.  Above  all  it  is  to  relieve  traffic 
congestion. 

It  is  pointed  out  that  concentration 
of  population,  induced  by  transporta- 
tion induces  other  transportation  to  tap 
the  same  profitable  field,  and  in  turn 
adds  to  the  concentration.  All  forms 
of  transit  when  operated  wholly  for 
profit,  according  to  the  report,  act 
upon  this  general  principle  and  private 
ownership  of  public  transportation  will 
always  tend  toward  concentration  of 
population. 

The  commission's  engineers  find  that 


the  creation  of  many  more  centers  of 
concentration  will  be  necessary.  Three 
million  inhabitants  mean  filling  all  of 
the  vacant  spaces  in  the  present  city 
of  Detroit  and  much  space  that  is  out- 
side the  city.  It  is  recommended  that 
Detroit  at  once  lay  plans  for  mass 
transportation  by  rail  and  automobile. 
The  city  is  considered  as  standing  at  a 
critical  stage  in  its  development. 

The  engineers  state  that  Detroit  is 
substantially  a  two  and  one-half  story 
city  spread  out  over  many  miles,  but  it 
is  believed  that  wide  arteries  of  traffic 
can  still  be  laid  out  through  relatively 
inexpensive  property,  and  these  can  be 
gradually  developed  to  the  plans  at  a 
minimum  of  expense  to  the  city. 

It  is  expected  that  the  comprehen- 
sive plan  which  the  commission  is  de- 
veloping for  Detroit  and  the  metropoli- 
tan area  will  be  ready  to  submit  to  the 
voters  at  the  election  in  November. 


Strike  Ends — Memphis  Men  Get 
Four  Cents  Increase 

The  car  strike  of  the  employees  of 
the  Memphis  (Tenn.)  Street  Railway 
terminated  on  April  18  after  one  day's 
duration.  The  walkout  was  the  result 
of  a  wage  dispute,  the  men  demanding 
a  flat  increase  of  7  cents  an  hour.  The 
scale  had  been  38  cents  an  hour  for  the 
first  year,  43  cents  for  the  second  and 
48  cents  for  the  third.  Following  a 
series  of  conferences  the  men  returned 
to  work  on  a  scale  of  42  cents,  47  cents 
and  52  cents,  according  to  length  of 
service.  This  represented  an  increase 
of  4  cents  an  hour.  No  disorder  ac- 
companied service  suspension. 


Complains  of  Tariff 
Discrimination 

The  Salt  Lake  &  Utah  Railroad  has 
filed  compaint  with  the  Interestate 
Commerce  Commission,  asking  that  the 
line  be  made  a  party  to  a  tariff  under 
which  coal  from  Utah  Railway  points  is 
shipped  to  Nevada  and  California.  The 
complaint  alleges  that  the  Utah  Rail- 
way, which  terminates  at  Provo,  re- 
fused to  grant  the  Salt  Lake  &  Utah 
Railroad  (Orem  Line)  permission  to 
enter  into  the  haul  of  coal  from  mines 
in  the  Castlegate  district.  Charge  is 
made  of  an  agreement  between  the 
Denver  &  Rio  Grande  Western  and  Los 
Angeles  &  Salt  Lake  Railroad  by  which 
these  companies  are  to  haul  the  coal 
to  Salt  Lake  and  Ogden  for  routing  to 
Nevada  and  California  points. 

The  Orem  line  asks  for  equal  chance 
at  a  routing  with  the  Utah  Railway  and 
proposes  the  routing  from  the  coal  fields 
be  the  Utah  Railway  to  Provo;  Salt 
Lake  &  Utah  Railroad  to  Salt  Lake; 
Bamberger  Electric  to  Ogden,  and 
Southern  Pacific  to  points  west. 


Commission  Attacked 

Governor  Donahey  of  Ohio  Wants  Com- 
mission to  Act  in  the  Interests  of 
People — Resignations  Asked 

Governor  A.  Victor  Donahey  of  Ohio, 
in  his  pre-election  campaign,  assured 
Ohio  voters  that  he  would  "make  the 
Ohio  Public  Utilities  Commission  func- 
tion in  the  interests  of  the  people  and  be 
fair  to  both  the  people  and  the  utilities, 
or  else  abolish   the   commission." 

In  his  first  step  in  this  direction.  Gov- 
ernor Donahey  has  demanded  the  resig- 
nation of  George  T.  Poor  and  Frank 
B.  Maullar,  two  of  the  members  of  the 
commission.  The  terms  of  office  of 
these  men  do  not  expire  until  after  Mr. 
Donahey's  term  of  office  is  over. 

The  third  member  of  the  commission, 
whose  term  has  already  expired,  is  C.  C. 
Marshall,  who  is  of  the  same  political 
faith  as  the  Governor,  but  Mr.  Donahey 
has  already  named  a  new  man,  Walter 
Hopkins,  Cincinnati,  as  Mr.  Marshall's 
successor.  So  far,  however,  the  State 
Senate  of  Ohio  has  refused  the  nec- 
essary confirmation  to  permit  Mr.  Hop- 
kins to  qualify. 

It  is  reported  that  if  Mr.  Poor  and 
Mr.  Maullar  refuse  the  Governor's  de- 
mand to  resign  he  will  attempt  to  oust 
them. 

In  a  recent  message  to  the  General 
Assembly  of  Ohio,  Governor  Donahey 
said  in  part: 

In  my  opinion  there  lias  been  something 
radically  wrong  with  the  manner  in  which 
the  Public  Utilities  Commission  of  Ohio  has 
functioned  for  several  years.  Whether  the 
fault  lies  in  the  law,  the  method  of  admin- 
istration, the  policies  of  the  commission,  or 
its  personnel,  evils  incident  to  the  foreign 
ownership  and  control  of  some  of  our  utili- 
ties, or  whether  the  difficulty  is  a  combina- 
tion of  all  these  factors,  I  do  not  profess  to 
know.  I  am  convinced,  however,  that  a 
crisis  with  reference  to  this  question  of 
public  utility  regulation  is  at  hand  which 
can  only  be  solved  by  unselfish  effort  upon 
the  part  of  all  concerned  to  remedy  such 
defects  as  may  exist  in  the  present  law  or 
Its  administration  in  order  that  these  great 
facilities  may  be  further  expanded  more 
efficiently  to  meet  the  needs  of  our  people 
and  at  the  same  time  assure  the  vast  num- 
ber of  customers  efficient  service  at  reason- 
able rates. 

The  records  show  a  vast  number  of  im- 
portant cases  decided  without  the  Issuance 
by  the  commission  of  any  opinion  reviewing 
the  facts  involved  and  stating  the  reasons 
for  the  decision.  Surely  in  cases  of  this 
kind  the  patrons  concerned  and  the  general 
public  are  entitled  to  opinions  giving  rea- 
sons actuating  the  particular  decisions  and 
reviews  of  the  facts  upon  which  the  de- 
cisions are  based. 

I  recommend  that  It  be  made  mandatory 
upon  the  Public  Utilities  Commission  of 
Ohio  in  all  contested  cases  to  issue  in  such 
cases  opinions  setting  forth  the  reasons 
prompting  the  decisions  arrived  at  and  a 
review  from  the  record  of  the  facts  upon 
which  such  decisions  are  based. 

In  my  opinion  It  would  greatly  clarify  the 
-situation  if,  in  all  cases  where  such  action 
Is  feasible,  hearings  be  held  In  the  com- 
munity in  which  the  cause  of  action  arises. 

Another  phase  of  regulation  which 
is  daily  growing  of  more  concern  to  our 
people  Is  the  matter  of  valuation  for  rate- 
making  purposes.  I  am  convinced  that  for 
a  number  of  vears  the  staff  of  engineers  and 
accountants  In  the  employ  of  the  commis- 
sion has  been  woefully  Incompetent  and  In- 
adequate properly  to  do  Justice  to  the  pub- 


696 


Electeic    Railway    Journal 


Vol.  61,  Ao.  16 


lie's  interest.  It  Is  my  hope  that  this  staff 
may  be  so  reformed  as  to  inspire  a  feeling 
of  confidence  in  our  people  that  in  all  valu- 
ation matters  the  state  is  using  the  best 
engineering  and  accounting  talent  available 
to  insure  a  square  deal — nothing  more  and 
nothing  less — ^to  both  the  public  served  and 
the  utility  rendering  service. 

If  further  appropriations  are  found  neces- 
sary to  accomplish  these  ends  they  should 
be  freely  granted.  As  it  has  been  adminis- 
tered in  recent  years,  the  regulation  of  Ohio 
public  utilities  has  paralyzed  municipal  con- 
trol and  reduced  many  of  our  cities  to  a 
condition  of  helpless  rage  or  deadly  indif- 
ference.          

Birmingham  Jim  Crow  Law 
Enforcement  Postponed 

Enforcement  of  the  recently  adopted 
Jim  Crow  ordinance  to  require  separate 
cars  or  compartments  with  separate  en- 
trances for  white  and  negro  passengers 
has  been  postponed  for  thirty  days  by 
the  City  Commission  of  Birmingham, 
Ala.,  pending  the  outcome  of  confer- 
ences now  being  held  with  representa- 
tives of  the  Birmingham  Railway,  Light 
&  Power  Company  in  an  effort  to  settle 
all  differences  between  the  city  and 
company.  The  time  limit  for  enforcing 
the  ordinance  was  extended  to  May  15 
by  a  unanimous  vote  of  the  commission 
at  an  adjourned  meeting  held  on  April 
12.  Conferences  are  scheduled  to  be  re- 
sumed in  a  few  days. 

Three  conferences  have  been  held. 
All  have  been  behind  closed  doors.  No 
detailed  announcement  has  been  made 
of  the  matters  gone  into  or  of  the  prog- 
ress of  the  discussions.  No  statements 
have  been  forthcoming  from  Lee  C. 
Bradley,  receiver,  or  from  J.  S.  Pevear, 
president  and  co-receiver  of  the  Bir- 
mingham Railway,  Light  &  Power  Com- 
pany. Commissioner  William  L.  Harri- 
son has  acted  as  spokesman  following 
the  conferences  already  held.  He  has 
announced  that  the  conferences  are  be- 
ing held  in  an  effort  to  arrive  at  a  gen- 
eral settlement  of  all  issues  between  the 
city  and  company,  including  the  jitneys, 
Jim  Crow  ordinance,  street  paving 
wanted  by  the  city,  certain  rights-of- 
way  wanted  by  the  city  from  the  com- 
pany, installation  of  street  lights  and 
Dtber  matters. 


Paving  Question  Up  in  Pittsburgh 

Agreeing  to  co-operate  as  far  as 
possible  with  the  city  in  its  general 
street  repaving  program  this  year, 
W.  D.  George  and  S.  L.  Tone,  two  of  the 
three  receivers  of  the  Pittsburgh  (Pa.) 
Railways,  said  at  a  conference  with 
City  Council  it  was  doubtful  whether 
the  company  would  be  financially  able 
to  complete  the  entire  schedule.  The 
receivers  promised  to  confer  with  Pub- 
lic Works  Director  Charles  A.  Finley 
and  submit  a  list  of  streets  which  the 
company  will  agree  to  improve  between 
its  tracks.  Desirability  of  getting  an 
early  start  on  the  schedule  was  pointed 
out  by  several  members  of  Council. 

The  receivers  have  expressed  a  de- 
sire to  abandon  one  of  the  tracks  on 
East  Carson  Street,  from  Thirty-first 
Street  to  the  city  line,  also  one  track 
on  Sixteenth  Street,  between  Liberty 
Avenue  and  the  south  approach  to  the 
new  Sixteenth  Street  Bridge,  and  one 
track  on  East  Street,  North  Side.    To 


relieve  traffic  congestion  on  Sixteenth 
Street  after  the  new  bridge  is  opened, 
it  was  suggested  both  tracks  there 
be  abandoned  and  a  new  loop  track  be 
placed  on  Fifteenth  Street.  The  re- 
ceivers said  they  would  have  legislation 
prepared  at  once,  authorizing  this 
change. 

Bill  to  Assess  Property  for  Transit 

Improvements  Introduced 

in  Pennsylvania 

Senator  Edward  W.  Patton,  of  Phila- 
delphia, on  April  9  introduced  a  bill  in 
the  Senate  of  Pennsylvania  proposing 
an  amendment  to  the  Constitution  which 
would  permit  the  enactment  of  laws 
authorizing  assessments  against  prop- 
erties particularly  benefited  by  the  con- 
struction of  public  improvements  or 
utilities  by  the  city  of  Philadelphia.  It 
is  provided  that  the  money  realized 
from  such  assessments  shall  be  appro- 
priated toward  the  cost  of  such  im- 
provements or  the  retirements  of  bonds 
issued  for  their  construction. 

The  effect  of  such  an  amendment 
would  be  to  permit  the  passage  of  laws 
assessing  properties  particularly  bene- 
fited by  transit  improvements  under- 
taken by  the  city.  The  resolution  was 
sent  to  the  committee  on  municipal 
affairs,  of  which  Senator  Samuel  W. 
Salus  is  chairman. 

The  bill  is  somewhat  along  the  lines 
of  the  suggestions  contained  in  the 
"Rapid  Transit  Handbook,"  issued  in 
May,  1922,  by  the  Philadelphia  Rapid 
Transit  Company.  It  will  be  recalled 
that  T.  E.  Mitten,  president  of  the 
company,  then  advocated  the  assess- 
ment idea,  saying  that  failure  to  assess 
some  portion  of  the  costs  of  added 
transit  upon  property  owners  who  are 
specially  benefited,  exhausted  the  city's 
borrowing  capacity,  and  thus  prevented 
property  owners  from  getting  other 
improvements  to  which  they  might  be 
properly  entitled.  The  other  conclu- 
sions contained  in  the  "Rapid  Transit 
Handbook"  follow: 

Higher  fares  discourage  Increased  riding 
and  interfere  with  the  extension  of  home 
building  areas,  thus  nullifying  the  main 
justification  for  use  of  municipal  funds 
in  aid  of  added  transit. 

Inability  to  collect  sufficient  revenue  in 
fares  to  meet  costs  of  operation,  and  In 
addition  pay  the  interest  on  city  invest- 
ment, makes  necessary  the  use  of  some 
other  means  to  avoid  overburdening  city 
credit. 

There  being  no  inducement  for  further 
investment  of  private  capital,  municipal 
funds,  or  those  secured  through  assess- 
ment of  benefited  property,  must  be  de- 
pended upon  for  future  transit  develop- 
ment. 

Subway  and  elevated  lines  relieve  street 
congestion  to  advantage  of  general  vehi- 
cular and  pedestrian  trafllc.  This,  with 
increased  values  of  public  or  other  prop- 
erty, not  subjected  to  special  assessment 
for  added  transit,  would  justify  general 
taxes  bearing  a  share  of  the  costs  of  rapid 
transit  development. 

Liberal  treatment  of  earlier  investment 
is  justified  because  of  the  risks  taken  by 
original  pioneers  in  developing  transit : 
but  a  continuation  of  the  present  plan  of 
building  subways  benefiting  private  prop- 
erty, which  takes  no  risk  whatever,  is 
without  any  such  justification. 

A  commission  of  public  spirited  citizens, 
representing  the  real  estate  and  commercial 
interests,  could,  in  co-operation  with  the 
city  find  the  company,  together  best  plan 
for  added   transit. 

The  Philadelphia  Rapid  Transit  Com- 
pany is  repeating  these  conclusions  just 
now  in  "Service  Talks." 


Chicago  "L"  Extension 
Under  Way 

Work  on  the  contemplated  extension 
to  the  Douglas  Park  branch  of  the 
Metropolitan  West  Side  Elevated  Rail- 
way of  Chicago  has  been  temporarily 
restrained  by  an  injunction  obtained 
by  the  Chicago  &  West  Towns  Railway. 
The  contention  is  that  the  Elevated 
did  not  apply  for  a  certificate  of  neces- 
sity and  convenience  for  this  extension. 
The  West  Towns  Railway  was  required 
to  obtain  such  a  certificate  before  mak- 
ing extensions  to  its  properties,  and 
inasmuch  as  the  new  Elevated  line  ex- 
tends into  the  former's  territory  it  is 
felt  that  such  a  certificate  should  be 
obtained  by  the  Elevated  Railroad.  No 
trackwork,  such  as  rails  and  ties,  is  to 
be  laid  until  after  a  hearing. 

When  completed  the  extension  will 
aJd  about  three-quarters  of  a  mile  to 
the  Douglas  Park  branch.  Two  new 
stations  will  be  added,  one  at  Ridgeland 
Avenue,  Berwyn,  the  other  at  the  ter- 
minal, Oak  Park  Avenue.  Inasmuch  as 
the  Elevated  owns  the  right-of-way,  no 
destruction  of  buildings  or  confiscation 
of  property. is  necessary.  The  track 
will  be  laid  on  the  surface.  The  total 
cost  will  be  about  $60,000. 


Key  Route  Receives  New  Turbo- 
Electric  Ferryboat 

The  San  Francisco  &  Oakland  Ter- 
minal Railroad,  Oakland,  Calif.,  has  re- 
ceived the  first  of  the  two  new  ferry- 
boats which  have  been  constructed  to 
order  in  Los  Angeles  Harbor.  The 
Hayward  was  brought  up  the  Pacific 
Coast  in  tow  of  a  seagoing  tug,  arriv- 
ing at  San  Francisco  on  April  2,  having 
made  the  400-mile  sea  trip  in  two  days. 
The  new  boat  has  turbo-electric  drive. 
It  is  240  ft.  long  and  displaces  a  boat 
of  1,375  tons.  The  capacity  of  the  new 
boat  is  3,000.  The  second  boat,  the 
San  Leandro,  was  expected  at  San 
Francisco  within  a  month  after  its 
sister  ship. 


Conference  Called  on  New  York 
Utility  Legislation 

From  the  attitude  of  the  Republican 
Assembly  of  New  York,  as  indicated  by 
a  statement  issued  on  the  night  of 
April  19  by  Speaker  Machold  calling 
for  a  conference  of  Senate  and  Assem- 
bly leaders  with  Grovemor  Smith  on 
transit  matters,  it  seems  almost  certain 
the  New  York  State  Legislature  will 
not  adjourn  May  4  without  having 
enacted  a  home  rule  transit  law  for 
New  York  City.  While  the  Speaker 
would  refer  municipal  ownership  and 
operation  of  transit  facilities  to  a 
referendum  of  the  voters  of  New  York 
City,  it  is  not  thought  that  particular 
feature  will  stand  in  the  way  of  a 
compromise  bill,  provided  regulation  of 
service  and  capitalization  are  permitted 
to  remain  under  stable  state  super- 
vision. To  do  otherwise,  the  Speaker 
declared,  would  abrogate  the  principle 
of  public  utility  regulation  established 
by  Governor  Hughes  sixteen  years  ago. 


April  21,  1923 


Electric    Railway    Journal 


697 


Rapid  Transit  Extension  Planned 
for  Interurban 

The  Ohio  State  Senate  has  passed 
the  Lipp  bill,  giving  City  Councils 
power  to  fix  rates  of  fare  on  elevated 
railroads  in  excess  of  5  cents.  Resi- 
dents of  the  western  section  of  Cincin- 
nati thus  appear  to  be  assured  rapid 
transit  service  from  Anderson's  Ferry 
into  the  heart  of  the  city  within  a  few 
months.  The  measure  is  intended  pri- 
marily to  give  the  Cincinnati,  Law- 
renceburg  &  Aurora  Electric  Street 
Railroad  the  right  to  extend  its  tracks 
into  the  city. 

Residents  of  Delhi,  Sayler  Park, 
Anderson's  Ferry  and  Fernbank  already 
have  prepared  to  build  the  extension 
and  the  West  End  Terminal  Railway 
has  been  incorporated  by  H.  Lee  Early, 
Morgan  Wamsley,  Milton  Sayler,  and 
others  to  finance  the  project.  It  is 
estimated  that  the  improvement  will 
cost  approximately  $750,000. 

Stanley  Shaffer,  counsel  for  the  re- 
ceivers of  the  Cincinnati,  Lawrence- 
burg  &  Aurora  Electric  Street  Rail- 
road, said  that  the  railway  or  the  new 
corporation  would  apply  to  the  City 
Council  for  a  franchise  as  soon  as  the 
measure  becomes  a  law.  The  rate  of 
fare  will  be  decided  by  agreement  be- 
tween the  Council  and  the  company. 
The  desire  is  to  make  the  cash  fare  10 
cents  with  tickets  at  the  rate  of  8 
cents. 

The  Union  Gas  &  Electric  Company 
is  prepared  to  supply  power  for  the  new 
line.  The  time  for  the  trip  from  the 
center  of  the  city  to  Anderson's  ferry, 
the  present  Cincinnati  terminal  of  the 
Cincinnati,  Lawrenceburg  &  Aurora 
Electric  Street  Railroad,  which  now 
takes  forty-five  minutes  by  surface 
cars,  will  be  reduced  to  fifteen  minutes 
by  the  elevated  service. 

L.  G.  Van  Ness,  general  manager  of 
the  Cincinnati,  Lawrenceburg  &  Aurora 
Electric  Street  Railroad,  said  that  the 
extension  will  be  built  by  the  West 
End  Terminal  Railway  and  leased  to 
bis  company.  Work  on  the  extension 
-will  be  started  within  the  next  sixty 
days.  ^^^ 

Kansas  Electrification 
Not  Decided 

Nothing  definite  has  as  yet  been  done 
regarding  the  carrying  out  of  new  elec- 
trification work  in  Kansas  under  the 
terms  of  legislation  passed  at  the  recent 
session  of  the  Legislature.  This  legis- 
lation makes  possible  the  lending  of  aid 
by  municipalities  toward  the  carrying 
out  of  such  work. 

One  of  the  companies  about  which 
there  has  been  talk  in  connection  with 
the  electrification  rumors  is  the  Arkan- 
sas Valley  Interurban  Railway.  It  is 
understood  that  more  than  a  year  ago 
officers  of  this  company  conferred  with 
officers  of  the  Union  Pacific  and  the 
Missouri  Pacific  Railroad  with  a  view  to 
leasing  branch  lines  of  these  companies, 
with  the  end  in  mind  of  electrifying  the 
two  branch  lines  from  Newton  to  Salina, 
thus  giving  a  through  electric  line  from 
Wichita  to  Salina. 

As  the  railroad  map  of  Kansas  shows 


the  Union  Pacific  has  a  branch  line  from 
Salina  south  to  McPherson,  a  distance 
of  34  miles,  while  the  Missouri  Pacific 
has  a  branch  line  from  McPherson 
southeast  to  Newton,  a  distance  of 
about  30  miles.  The  Arkansas  Valley 
Interurban  operates  from  Wichita  to 
Newton.  On  their  face  the  factors  seem 
favorable  for  carrying  out  the  work  of 
tieing  up  these  lines  for  electric  opera- 
tion, but  many  elements  enter  into  the 
consideration  of  the  matter,  among 
them  the  increasing  menace  of  the 
motor  truck  and  the  motor  bus  as  pos- 
sible active  competitors  for  business.  It 
is  even  believed  in  some  quarters  that 
the  decision  to  go  ahead  with  some  of 
this  work  would  long  since  have  been 
made  had  it  not  been  for  this  feeling  of 
uncertainty  as  to  the  proportion  of 
business  which  the  railways  could  re- 
tain under  competitive  and,  so  far  as 
the  railways  are  concerned,  restrictive 
operating  conditions. 


Conference  on  Rewriting  of 

Purchase  Contract  for 

Seattle  Railway 

By  unanimous  vote,  the  members  of 
the  City  Council  of  Seattle,  Wash., 
have  agreed  to  confer  with  the  Stone 
&  Webster  bondholders,  in  an  effort  to 
obtain  a  rewriting  of  the  purchase  con- 
tract by  which  the  city  agreed  to  pay 
$15,000,000  for  the  lines  now  included 
in  the  system  of  the  municipal  rail- 
way. A  resolution  passed  by  the  Coun- 
cil paves  the  way  for  obtaining,  if 
possible,  from  the  bondholders  an  ex- 
tension of  the  time  limit  for  retiring  the 
municipal  railway  bonds,  and  authorizes 
the  city  officials  to  negotiate  with  Stone 
&  Webster  officials  with  that  end  in 
view. 

Copies  of  the  resolution  have  been 
m.ailed  to  A.  W.  Leonard,  president  of 
the  Puget  Sound  Power  &  Light  Com- 
pany, Seattle  representative  of  Stone 
&  Webster,  and  to  the  Equitable  Trust 
Company,  New  York,  trustee,  to  whom 
the  interest  is  remitted  by  the  city 
treasurer.  Mr.  Leonard  has  agreed  to 
take  the  matter  up  with  his  company 
officials.  Councilman  C.  B.  Fitzgerald, 
who  introduced  the  resolution,  said  that 
its  object  was  to  ascertain  the  attitude 
of  the  bondholSers  on  a  proposal  to 
double  the  time  limit  on  the  remaining 
$13,334,000  of  bonds,  which  would  mean 
an  extension  of  sixteen  years,  or  a 
limit  of  thirty-two  years  from  date. 

Complete  figures  on  receipts  of  the 
Seattle  Municipal  Railway  for  March, 
under  the  5-cent  fare,  which  went  into 
effect  on  March  1,  bear  out  the  trend 
indicated  at  the  beginning  of  the  5-cent 
fare  period  and  an  actual  average  loss 
daily  for  the  thirty-one  days  is  shown 
to  be  $4,475,  or  $138,725  for  the  month. 
In  a  letter  to  the  City  Council  last 
November,  Superintendent  of  Public 
Utilities  G.  F.  Russell,  stated  that  he 
anticipated  an  increase  of  13  per  cent 
in  passengers  under  the  5-cent  fare,  but 
the  actual  increase  during  March 
amounted  to  only  8  per  cent. 

Through  action  of  the  City  Council 
in  appropriating  $50,000  from  the  oper- 
ating fund  to  the  depreciation  fund  by 


ordinance,  another  warrant  crisis  looms 
in  the  finances  of  the  railway  system 
for  May.  At  present,  the  passenger 
revenues  of  the  system  are  barely  suf- 
ficient to  take  care  of  maintenance  and 
operation,  and  the  ordinance  appropri- 
ating $50,000  to  repay  money  borrowed 
from  the  depreciation  fund  late  in  Janu- 
ary, when  the  department  faced  a  war- 
rant crisis,  will  make  the  operating 
fund  short.  By  May  25,  next  pay  day, 
the  operating  fund  will  be  short  and 
warrants  will  be  necessary  for  part  of 
the  money  due  in  salaries  or  supplies, 
unless  the  city  revenues  show  marked 
increase. 

The  appropriation  of  $50,000  is  to 
take  care  of  contracts  signed  for  the 
improvements  to  Westlake  Avenue 
along  Lake  Union  and  a  strip  of  Union 
Street. 

In  the  meantime,  the  Council  has  re- 
quested by  ordinance,  a  complete  report 
on  the  finances  of  the  street  railway 
system,  with  a  detailed  survey  of  the 
entire  situation.  Municipal  railway  offi- 
cials are  compiling  the  report  which 
will  be  submitted  in  the  near  future, 
and  which  is  expected  to  include  recom- 
mendations from  both  the  utilities  and 
railway  department  heads  that  the  5- 
cent  fare  be  discontinued. 


Fifty-one  Years  an  Employee 

What  is  probably  the  longest  record 
of  continuous  service  with  a  traction 
company  in  the  Middle  West  has  been 
made  by  A.  W.  Lentz.  He  has  served 
with  the  Indiana  Service  Corporation, 
Fort  Wayne,  Ind.,  and  its  predecessors 
for  a  period  of  fifty-one  years  and  five 
months.  This  fact  came  out  recently 
on  the  occasion  of  Mr.  Lentz's  eightieth 
birthday  anniversary.  During  Mr. 
Lentz's  connection  with  the  company 
the  ownership  of  the  property  changed 
several  times  and  he  served  in  many 
different  capacities.  At  the  present 
time  he  is  a  timekeeper  in  the  south 
carhouse  of  the  corporation. 

In  acknowledgment  of  the  faithful 
service  of  Mr.  Lentz,  Samuel  W.  Green- 
land, general  manager  of  the  company, 
sent  him  the  following  letter: 

My  dear  Tony:  ..,    ^ 

I  note  that  tomorrow  you  will  have 
reached  another  milestone  in  your  life.  I 
desire  to  congratulate  you  and  wish  you 
continuation  of  health  and  happiness,  with 
the  hope  that  you  may  have  many  more 
birthdays.  »     it   » 

It  is  certainly  very  pleasmg  to  note  that 
vou  are  the  oldest  employee  in  the  service 
of  this  company  and  Its  predecessors.  Con- 
tinuous service  for  fifty -one  years  and  five 
months  is  certainly  a  fine  record,  especially 
when  account  is  taken  of  the  high-erade 
service  you  have  rendered. 

For  this  company  and  the  former  com- 
panies with  which  you  have  been  associated 
I  want  to  thank  you  for  the  loyal  manner 
in  which  you  have  served  these  fifty-one 
years. 

Surface  Lines  Extend  One-Man  Car 
Operation — Effective  Monday,  April  16, 
the  Chicago  Surface  Lines'  equipped 
eight  routes  with  one-man  cars.  This 
brings  the  number  of  routes  so  oper- 
ated up  to  twelve  and  a  total  of  forty- 
seven  one-man  cars  in  operation.  Of 
the  twelve  routes,  six  are  equipped  with 
single-truck  cars,  while  the  remaining 
six  are  equipped  with  double-truck  cars 
of  the  type  which  can  be  operated  by 
either  one  man  or  two  men. 


698 


Electric    Railway    Journal 


Vol.  61,  No.  16 


Los  Angeles  Campaign 
Intense 

Mayor  and  President  of  Utility  Board 

Oppose  Majority  Proposal  to  Force 

Large  Program  on  Companies 

Mayor  Cryer  of  Los  Angeles,  Calif., 
claims  that  Commissioners  of  Public 
Utilities  Bogardus  and  Kennedy,  who 
form  a  majority  on  the  board,  were 
without  authority  in  rejecting  as  "un- 
satisfactory as  a  whole"  the  offcirs  of 
the  Pacific  Electric  Railway  and  Los 
Angeles  Railway  companies  for  a 
$6,000,000  improvement  program  of 
track  extensions  and  motor  bus  service. 
The  mayor  states  that  the  companies 
should  be  given  a  chance  to  make  good; 
that  he  has  always  found  it  wise  policy 
to  accept  such  offers  for  much  needed 
improvements  in  street  car  service,  then 
later  barter  for  further  improvements. 

President  Leeds  of  the  Board  of  Pub- 
lic Utilities  was  not  a  party  to  the  com- 
munication to  the  street  railway  com- 
panies, as  he  does  not  agree  to  all  of 
the  demands  made  by  the  majority  of 
the  board.  He  appeared  before  the  City 
Council  and  requested  it  to  instruct  the 
Board  of  Public  Utilities  to  accept  the 
improvement  program  offered  by  the 
companies.  It  is  claimed  the  majority 
members  of  the  board  exceeded  the  law 
in  addressing  the  companies  by  letter 
without  the  approval  of  the  City  Coun- 
cil and  Mayor. 

City  Council  Can  Force  Acceptance 
OF  Program 

The  city  charter  gives  the  City  Coun- 
cil power  to  compel  the  board  to  accept 
the  companies'  proposals.  Regardless 
of  differences  within  the  city  govern- 
ment, formal  applications  to  the  City 
Council  and  the  board  are  being  pre- 
pared by  the  railways  for  permission  to 
carry  out  their  proposed  $6,000,000 
program  of  rail  extensions  and  motor 
bus  "feeder"  lines. 

The  Board  of  Public  Utilities,  how- 
ever, can  of  its  own  motion  issue  the  rail 
lines  motor  bus  permits.  The  program 
of  improvements  of  the  Los  Angeles 
Railway  and  the  Pacific  Electric  Rail- 
way for  motor  bus  lines  and  rail  exten- 
sions was  reported  in  Electric  Rail- 
way Journal,  April  14,  1923. 

The  majority  members  of  the  board 
claim  that  if  they  accept  any  part  of 
the  offer  of  the  rail  lines  independent 
motor  bus  companies  will  be  permitted 
to  operate  their  lines.  Commissioner 
Bogardus  states  that  no  motor  bus  per- 
mits will  be  given  the  Pacific  Electric 
by  the  board,  but  that  several  permits 
will  be  given  the  Los  Angeles  Railway, 
and  that  the  majority  will  approve  the 
rail  extensions  proposed  by  the  Los 
Angeles  Railway.  Permits  will  also 
be  given  the  People's  Motorbus  Com- 
pany and  the  Gulick  Glendale  bus  sys- 
tem. 

The  City  Council  has  appropriated 
$1,500  to  defray  the  expense  of  Com- 
missioner Bogardus  and  Chief  Enginoer 
Lorentz  of  the  board  to  visit  various 
Eastern  cities  where  motor  buses  are  in 
operation  to  study  the  situation. 


W.  G.  McAdoo,  counsel  for  the  Peo- 
ple's Motorbus  Company,  is  actively 
campaigning  for  the  issues  in  favor  of 
his  company  that  appear  on  the  May 
first  ballot.  He  nightly  is  addressing 
various  associations  where  there  is  agi- 
tation for  the  motor  bus. 

The  Traffic  Betterment  Association, 
an  organization  of  prominent  business 
and  professional  men,  believes  that  ad- 
ditional motor  buses  would  add  to  the 
badly  congested  streets  of  the  city,  and 
states  that  the  People's  Motorbus  Com- 
pany is  now  seeking  to  amend  the  ordi- 
nance against  jitney  buses  approved  by 
the  voters  in  1917,  so  as  to  permit  them 
again  to  clog  up  the  streets  with  un- 
necessary traffic. 

The  Los  Angeles  Chamber  of  Com- 
merce has  made  a  public  statement  that 
it  is  opposed  to  the  McAdoo  bus  system 
being  admitted  to  the  city  street,  recom- 
mending that  the  street  car  companies 
be  given  time  to  make  good  on  their 
offer  to  make  improvements. 


c 


Foreign  News 


c 


News  Notes 


3 


Strike  Over. — A  settlement  has  been 
practically  reached  between  former  em- 
ployees and  the  management  of  the 
Steubenville,  East  Liverpool  &  Beaver 
Valley  Traction  Company,  East  Liver- 
pool, Ohio,  which  will  terminate  a 
strike  which  lasted  nearly  350  days. 

Bill  Against  One-Man  Cars  in  Wis- 
consin.— A  bill  has  been  prepared  for 
introduction  into  the  State  Legislature 
at  Madison,  Wis.,  calling  for  the  com- 
plete abolishment  of  one-man  cars  in 
Wisconsin  and  compelling  railways  to 
nave  a  motorman  and  a  conductor  on 
every  car. 

Urges  Trolleys  for  Motorists. — H.  B. 

Weatherwax,  vice-president  of  the 
United  Traction  Company,  Albany, 
N.  Y.,  has  urged  on  motorists  the 
slogan  of  "the  trolley  car  for  business, 
the  automobile  for  pleasure."  This,  he 
believes  is  the  solution  of  the  traffic 
congestion  problem  which  will  help 
make  for  successful  operation  of  the 
railway  lines. 

Confer  on  Wages. — Conferences  are 
being  held  between  the  management 
and  employees  of  the  East  St.  Louis  & 
Suburban  Railway,  East  St.  Louis,  111., 
looking  toward  a  new  wage  agreement. 
The  present  agreement  terminates  on 
May  1.  It  calls  for  a  scale  of  51  cents 
an  hour,  which  is  a  reduction  of  19 
cents  from  the  scale  in  effect  during 
1922. 

Utility  Department  Created  at  Hous- 
ton.—A  Department  of  Public  Utilities 
has  been  created  within  the  city  gov- 
ernment of  Houston,  Tex.,  and  a  super- 
visor of  public  utilities  is  to  be  ap- 
pointed who  will  have  supervisory 
powers  over  the  various  utilities  oper- 
ating in  the  city.  Under  the  agreement 
each  of  the  large  utility  companies 
operating  in  Houston  will  contribute 
$5,000  to  a  fund  to  be  used  in  financing 
the  operation  of  the  new  department. 


The  council  of  the  Tramways  & 
Light  Railways  Association  have  in- 
stituted a  standing  research  committee 
with  power  to  appoint  sub-committees 
consisting  of  technical  men,  whether 
members  of  the  association  or  not,  and 
to  delegate  inquiries  to  these  sub-com- 
mittees. Questions  regarding  rolling 
stock  have  been  referred  to  the  stand- 
ing research  committee  with  instruc- 
tions to  co-operate  with  the  Municipal 
Tramways  Association.  A  joint  com- 
mittee of  representatives  of  two  asso- 
ciations has  accordingly  been  formed. 

The  chairman  of  the  London  United 
Tramways  Corporation,  Sir  William 
Ackworth,  in  addressing  the  recent 
annual  meeting  of  the  shareholders, 
stated  that  the  result  of  experiments 
with  a  one-man  car  had  been  quite 
satisfactory,  and  before  long  that  type 
of  car  would  be  in  use  on  the  less 
profitable  routes.  A  few  one-man  cars 
are  in  use  in  other  parts  of  Britain. 

At  a  recent  meeting  of  the  London 
County  Council  the  chairman  of  the 
highways  committee  stated  that  during 
the  twelve  months  ended  Jan.  31  last 
410  persons  were  knocked  down  by 
vehicles  passing  London  County  Coun- 
cil tramcars  engaged  in  setting  down 
or  taking  up  passengers.  This  is  an 
argument  for  the  proposal  to  have 
legislation  to  deal  with  the  matter. 
Glasgow  already  has  powers  to  comiel 
vehicles  to  refrain  from  passing  on  the 
near  side  of  cars  at  stopping  places. 

London  County  Council  has  accepted 
a  tender  by  the  North  Eastern  Steel 
Corporation  for  the  supply  of  4,900 
tons  of  tramway  rails  and  fastenings 
ai  £58,351.  The  lowest  tender,  £41,919, 
was  for  rails  made  in  Germany.  Pref- 
erence was  given  to  the  British-made 
rails. 

Speaking  in  the  House  of  Commons 
in  February,  Sir  M.  Barlow,  Minister 
of  Labor,  mentioned  that  the  London 
underground  railway  companies  were 
making  application  under  the  trade 
facilities  act  for  a  government  guar- 
antee on  an  additional  proposed  capital 
of  £8,000,000.  This  was  contingent  on 
the  companies  getting  a  Parliamentary 
bill  passed,  which  they  were  now  pro- 
moting, to  authorize  extensions  of  their 
undertakings.  (These  proposed  exten- 
sions have  already  been  dealt  with  in 
these  pages.) 

The  ingenious  London  Underground 
Electric  Railway  people  have  been  treat- 
ing the  public  to  a  few  interesting 
statistics.  The  latest  point  made  is 
that  in  twenty-four  hours,  from  mid- 
night to  midnight,  the  underground 
lines  performed  work  of  5,500,000  ton- 
miles,  including  weight  of  trains  and 
passengers.  It  is  blandly  added  that 
this  is  equivalent  to  moving  an  under- 
ground car  a  distance  greater  than  from 
the  earth  to  the  moon  and  back,  or  to 
moving  220  tons  (a  train  of  ten  cars 
loaded  with  passengers)  around  the 
world. 


April  21,  1923 


Electric    Railway    Journal 


699 


c 


II 


Financial  and  Corporate 


^ 


] 


Strike  Reduces, Earnings 

Virginia    Railway    &    Power    Company 

Has  $217,159  Less  Net  in  1922 

than  in  1921 

The  gross  operating  earnings  of  the 
Virginia  Railway  &  Power  Company, 
Richmond,  Va.,  of  $9,513,095  decreased 
over  the  previous  year  $660,239,  or  6.49 
per  cent,  while  the  operating  expenses 
decreased  $442,502,  or  6.26  per  cent. 
The  gross  income  from  all  sources 
amounted  to  $3,123,970,  a  decrease  of 
$217,159  as  compared  with  1921. 

The  expenditures  for  maintenance  of 
way  and  equipment  amounted  to  $782,- 
326,  or  17.62  per  cent  of  the  gross  rail- 
way earnings  as  against  $1,060,593,  or 
19.5  per  cent  for  the  previous  year. 

In  addition  to  the  regular  charges 
for  maintenance  of  way  and  equipment 
an  amount  of  $1,422,500  for  the  year 
was  included  in  operating  expenses 
and  credited  to  the  depreciation  and 
renewal  reserve,  being  5i  per  cent  on 
the  depreciable  property  in  the  light 
and  power  department,  and  3  per  cent 
of  the  depreciable  property  in  the  rail- 
way department,  and  which  is  in  lieu 
of  the  6  per  cent  of  gross  earnings 
annually  set  aside  before  the  readjust- 
ment of  the  property  account  as  of 
Jan.  1,  1922,  under  the  Stone  &  Webster 
inventory  and  appraisal.  The  balance 
to  the  credit  of  the  depreciation  and 
renewal  reserve  on  Dec.  31,  1922,  was 
$4,115,952. 

The  reserve  for  injuries  and  damages 
on  Dec.  31,  1922,  was  $170,427  against 
$176,667  on  Dec.  31,  1921. 

The  expenditures  during  the  fiscal 
year  ended  Dec.  31,  1922,  for  additions, 
extensions  and  betterments  to  property 
and  charged  to  capital  account, 
amounted  to  $1,252,414,  of  which  $497,- 
766  was  for  the  railway  department. 

During  the  year  a  dividend  of  6  per 
cent  declared  in  1921  on  the  preferred 
stock,  and  payable  in  preferred  stock, 
was  paid  by  the  issuance  of  4,686  shares 
of  preferred  stock  and  scrip  certificates. 
During  the  year  the  company  funded 
a  considerable  part  of  its  capital  ex- 
penditures through  the  sale  of  a  large 
block  of  its  treasury  bonds  to  a  syndi- 
cate of  bankers,  and  the  full  dividend 


of  6  per  cent  on  the  preferred  stock 
was  declared  out  of  earnings  for  1922, 
payable  in  cash,  3  per  cent  on  Jan.  20, 
3923,  and  3  per  cent  on  July  20,  1923. 

Explaining  the  reduction  in  gross 
earnings,  Thomas  S.  Wheelwright, 
president,  states: 

Beginning  Jan.  16,  there  was  a  strike  of 
railway  employees  throughout  the  system 
which  resulted  in  a  temporary  interruption 
in  the  street  railway  service,  but  upon  its 
restoration  the  company  established  the 
policy  of  the  open  shop  and  this  has  re- 
sulted in"  a  marked  improvement,  not  only 
in  the  morale  of  the  men,  but  in  the  service 
furnished  to  the  public. 

Material  progress  has  been  made  during 
the  year  in  getting  the  railway  lines  of  the 
system  on  an  economically  sound  basis. 
While  the  applications  for  revised  fran- 
chises are  still  pending  before  the  several 
local  Councils,  the  Supreme  Court  of  the 
State  has  recently  declared  the  jurisdiction 
and  control  of  rates  of  public  utilities  to  be 
vested  in  the  State  Corporation  Commission. 


Under  the  principle  established,  it  is  the 
opinion  of  counsel  that  the  rates  for  all 
.service  rendered  by  this  company  are  sub- 
ject to  the  jurisdiction  of  the  commission, 
with  the  possible  exception  of  transportation 
rates  in  Richmond  under  certain  franchises 
now  in  process  of  adjustment.  The  com- 
mission has  for  several  years  exercised  Its 
control  as  to  rates  for  light  and  power. 

In  Petersburg  permits  have  been  granted 
for  the  operation  of  rail-less  cars  to  the 
Walnut  Hill  section,  a  popular  and  grow- 
ing suburb  of  that  community,  replacing 
tracks  over  a  large  portion  of  the  route. 
The  cities  of  Norfolk  and  Portsmouth  are 
also  giving  favorable  consideration  to  the 
operation  of  rail-less  transporation  and  it 
is  believed  that  arrangements  will  soon  be 
made  for  the  operation  of  one  or  more  rail- 
less  lines  in  each  of  these  cities. 

With  the  addition  of  seventy  Birney 
safety  cars  during  the  year  the  com- 
pany has  200  safety  cars  now  in  opera- 
tion throughout  the  system. 

The  company  built  11,365  ft.  of  new 
track  in  Richmond  and  3,907  ft.  in  Nor- 
folk, while  in  Richmond  9,156  ft.  of" 
track  was  abandoned.  Track  was  re- 
built in  various  parts  of  the  systemi 
totaling  40,641  ft. 


VIRGINIA  RAILWAY  &  POWER  CO. 

COMPARATIVE  COMBINED  INCOME 

ACCOUNT 

, ^Year  Ended . 

Deo.  31,  1922  Deo.  31,  1921 
GrossJEarnings:  .,,„„,,       .■•<,,>^o5 

Railwajrs $4,438,823      $5,439,623 

Eleotrio  light  and  power. .         5,074,272        4,733,710 


Total  gross  earnings . . . 


Operating  Expenses : 

Railways $3,793,079 

Eleotrio ligh<and power. .         2,832,080 

Total  operating 

expenses $o,dz3,  ov 


Net  from  operation. . 

Total  other  income.. .  

Grossinoome $3,123,970      $3,341,129 

Taxes  and  Licenses: 

Railways 

Eleotrio  light  and  power. . 
Federatinoome 


Total  taxes  and  licenses  $668,588 

Gross  income  over  oper- 

r^dLX^"'.!""  S2,455,38l 

Interest  on  bonds $1,163,804 

Sinking  fund  payments.  $205,613 
Rental  paid  Norfolk  Rail- 
way &  Light  Co....  $99,000 
Miscellaneous  interest  51,083 

Fixed  charges,  rentals 

andinterest $1,519,501 


St.  John  Property  to  Be 
Rehabilitated 

The  Financial  Post  of  Toronto,  Can.,, 
in  commenting  on  the  sale  of  the  New 
Brunswick  Power  Company  to  the  Fed- 
eral Light  &  Traction  Company,  New 
York,  N.  Y.,  says  that  several  million- 
dollars  will  be  spent  in  rehabilitating- 
$9,513,095  $10,173,334  ^j^g  g^  j^jj^  property  and  developing 
an  extensive  water  power  site. 

According  to  the  Post  the  sale  in- 
volved the  purchase  of  the  $2,000,000 
common  stock  of  the  New  Brunswick 
Power  Company  at  $15  a  share  which 
amounted  to  about  $300,000. 

The  New  Brunswick  Power  Company 
operates  the  light  and  power,  distribu- 
tion system,  gas  and  electric  railway  in 
St.  John  and  vicinity.  The  company  has- 
outstanding  $1,869,000  of  5  per  cent 
bonds  due  1937,  $1,000,000  of  7  per  cent 
$fe^».'i^  cumulative  first  preferred  and  $350,- 
000  of  7  per  cent  non-cumulative  pre- 
ferred. The  bonds  and  preferred  stock 
a  e  largely  held  in  New  England. 


$4,560,917 
2,506,744 


$7,067,662 


$2,887,936   $3,105,672 


$236,034 


$305,550 
179,240 
183,798 


$235,457 


$374,640 
167,871 
155,600 


$2,643,017 

$1,163,052 
$202,500 

$99,000 
95,894 


$1,560,447 


Surplus. 


Amortisation  of  discount, 
etc.,  on  bonds  sold  and 
miscellaneous  net 
charges  to  surplus 

Surplus  for  the  year  over 
all  charges 


$935,880 


$38,812 


$897,067 


1922  Record  Year  for  Traffic 

The  total  gross  earnings  of  all  the- 
companies  constituting  the  system  oper- 

ated  by  the  Columbia  Gas  &  Electric 

$'■""■"''     Company,  Charleston,  W.  Va.,  for  the- 

year     1922    amounted    to    $35,322,087. 

Gross  earnings  of  railways  and  other 

$92,471     operations  outside  of  electric  and  gas 

$2,248,429,     against 


RWLW.4Y  STATISTICS  FOR  YEAR  ENDING  DEC.  31,  1922 
VIRGINIA  RAILW.\Y  A  POWER  COMPANY 

Norfolk 

Deo.  31, 

1922 


Ravenue  passengers 

Revenue  transfers 

Transfer  and  free  passengers. 

Total  passengers 

Feroentage  of  revenue  passengers  using  transteis . .... 

Average  fare  per  passenger  including  transfers  and  free. 

Car-mileage 

Car-hours 

Average  passengers  per  day 

Total  revenue  per  car-mile 

Total  revenue  per  oar-hour. 

Operating  expenses  per  car-miie 

Operating  expenses  per  car-hour 


Richmond 

Deo.  31. 

1922 

35,486,265 

ii,60'6,879 

47,093,144 

31.92 

$0.0443 

7,355,063 

930,386 

129,023 

$.2865 

$2,265 

$.2414 

$1,909 


27.662,319 

■4,V9l',«3 

32,153,792 

15.07 

$0.0512 

5,465,310 

630,806 

88,092 

$.3065 

$.2655 

$.2562 

$2,219 


*  Incudes  Portsmouth,  Petersburg  and  Intenirban  divisions. 


operations    were 

$990,098    $2,170,258  for  the  year  ended  Dec.  31, 

1921. 

The  company  operates  the  Cin- 
cinnati, Newport  &  Covington  Railway, 
which  does  the  entire  electric  railway- 
business  in  Covington,  Ne-wrport  and 
adjacent  municipalities  in  northern 
Kentucky.  The  railway  during  1922 
carried  a  larger  number  of  passengers 
than  ever  before  in  its  history  and 
through  economic  operation  shows  an 
increase  in  net  earnings  greater  than- 

in  gross.  ,    , .    ,. 

The  report  made  to  the  stockhold- 
ers says  that  it  is  gratifying  to  note 
the  improved  results  and  prospects^  of 
this  branch  of  the  company's  activities. 


Total* 
Dec.  31, 

1922 
71,950,905 

i7,l02,i5i 

89,053,056 

22  86 

$0,049 

15,409,697 

1,847,825 

243.981 

$.2881 

$2,402 

$.2462 

$2,053 


700 


Electric    Railway    Journal 


Vol.  61,  No.  16 


Sale  of  Securities  by  Ads  Is 
Cheapest  Way 

During  the  last  four  years  and  eight 
months  the  Milwaukee  Electric  Railway 
&  Light  Company  and  its  affiliated  cor- 
poration, Wisconsin  Gas  &  Electric  Com- 
pany, advertising  exclusively  in  Wis- 
consin newspapers  and  backing  up  their 
advertising  with  a  small  force  of  field 
salesmen,  have  sold  $12,400,000  of 
short-term  notes  and  preferred  shares 
to  more  than  25,000  Wisconsin  men  and 
women,  of  whom  more  than  20,000  are 
residents  of  Milwaukee  city  and 
suburbs. 

All  of  these  securities  were  sold  at 
par  for  cash.  Total  selling  cost,  for 
the  $12,400,000,  was  a  shade  over  3i 
per  cent  of  par.  It  is  believed  this  es- 
tablishes a  record  for  the  United  States 
in  obtaining,  at  so  low  a  cost,  any  com- 
parable amount  of  new  capital  to 
finance  public  utility  growth.  Costs  at 
this  time  are  higher,  averaging  4i  per 
cent  of  par,  due  to  increases  in  adver- 
tising rates  and  other  items  of  expense. 

Sales  at  the  counter  and  by  mail 
are  attributed  solely  to  advertising.  A 
certain  percentage  of  sales  made  by 
field  salesmen  is  credited  to  the  adver- 
tising. Experiments  ever  periods  of 
several  weeks  have  proved  that  field 
sales  shrink  approximately  40  per  cent 
when  newspaper  advertising  is  stopped. 
Over  the  whole  term  of  four  years  and 
€ight  months  counter  and  mail  sales 
have  accounted  for  more  than  $6,500,- 
000  of  the  $12,400,000  total. 

D,  E.  Callender,  general  manager  of 
Wisconsin  Gas  &  Electric  Company,  is 
the  head  of  the  securities  department 
of  the  two  companies.  His  company  is 
believed  to  be  the  only  large  utility 
in  the  country  which  has  financed  its 
growth  solely,  "  during  the  last  five 
years,  by  selling  its  new  securities 
directly  to  its  customers  and  other 
residents  of  its  service  territory.  Each 
year  the  Milwaukee  Electric  Railway 
&  Light  Company  finances  a  larger  por- 
tion of  its  new  capital  needs  in  this 
way.  Mr.  Callender  believes  that  by 
Dec.  31,  1923,  the  two  companies  will 
have  more  than  30,000  Wisconsin  in- 
vestors. 

Service  Will  Be  Resumed  in 

Bridgeton 

Resumption  of  electric  railway  serv- 
ice in  Bridgeton,  N.  .J.,  is  assured 
through  the  financing  of  a  new  company 
to  restore  the  service  abandoned  by  the 
Bridgeton  &  Millville  Traction  Com- 
pany nearly  a  year  ago.  Some  time 
ago  a  citizens'  committee,  led  by  mem- 
bers of  the  Bridgeton  Chamber  of  Com- 
merce, started  work  to  finance  a  loan 
for  the  Cumberland  Traction  Company, 
which  took  over  the  line  from  Bridge- 
ton  to  Millville.  The  Cumberland  Com- 
pany agreed  to  run  the  line  if  the  bonds 
to  the  amount  of  $60,000  could  be  sold. 
The  committee  has  sold  within  $3,700 
and  agreed  to  underwrite  the  balance 
so  the  road  could  be  started  again.  At 
a  mass  meeting  of  the  residents  of 
Bridgeton  a  preference  was  expressed 


for  the  electric  railroad  over  the  motor 
buses.  The  J.  G.  Brill  Company 
showed  its  faith  in  Bridgeton  by  start- 
ing several  months  ago  to  build  cars 
subject  to  countermand  of  the  order, 
and  these  cars  will  soon  be  ready.  Clay- 
ton M.  McPherson,  manager  of  the  new 
company,  has  had  6,000  ties  cut  in  the 
woods  near  Back  Neck  and  expects 
soon  to  be  laying  the  ties  on  North 
Laurel  Street,  Bridgeton. 


Memphis  Street  Railway 
Receivership  Lifted 

On  April  11  the  Memphis  (Tenn.) 
Street  Railway  for  the  first  time  in 
several  years,  was  operated  free  from 
the  control  of  the  Federal  Court.  The 
receivership  ended  Tuesday  at  mid- 
night. Frank  Elgin  and  T.  H.  Tut- 
wiler  had  been  receivers.  Under  their 
jurisdiction  many  improvements  were 
made  to  the  property,  some  lines  were 
re-routed,  transfer  points  were  changed 
and  in  a  general  way  service  was  bene- 
fited. 

Judge  Ross  of  the  Federal  Court  on 
Tuesday  afternoon  signed  an  order  re- 
lieving the  two  receivers.  The  applica- 
tion for  their  removal  was  filed  by 
Lovick  P.  Miles,  of  Wright,  Miles,  War- 
ing &  Walker. 

The  railway  went  into  the  hands  of 
receivers,  Jan.  20,  1919,  on  the  appli- 
cation of  the  American  Cities  Com- 
panies. The  petition  of  Mr.  Miles 
recited  that  all  past  due  and  unpaid 
obligations  of  the  local  company  have 
been  met  and  paid,  and  that  there 
were  no  outstanding  obligations  of  any 
nature. 

The  Memphis  Street  Railway  will 
operate  under  the  same  officers  who 
served  prior  to  the  receivership.  T.  H. 
Tutwiler,  who  served  as  receiver,  has 
been  re-elected  president;  E.  W.  Ford, 
who  has  been  superintendent,  vice- 
president;  L.  Lemay,  secretary  and 
treasurer. 

Mr.  Tutwiler  is  also  president  of  the 
Memphis  Power  &  Light  Company. 
This  latter  concern  has  purchased  the 
power  plant  of  the  railway  for 
$1,568,000. 

The  directors  of  the  railway  are: 
H.  C.  Abel,  E.  B.  Odom,  C.  E.  Gros- 
beck,  T.  H.  Tutwiler,  E.  W.  Ford, 
W.  W.  Mallory,  C.  W.  Butler,  F.  S. 
Elgin,  A.  L.  Parker  and  J.  M.  Walker. 
One  vacancy  remains  on  the  board. 

The  directors  of  the  Memphis  Power 
&  Light  Company  are  R.  Leedy 
Matthews,  H.  C.  Abel,  C.  J.  Haase, 
F.  B.  Odum,  C.  E.  Grosbeck,  F.  N. 
Fisher,  J.  R.  Flippin,  J.  P.  Norfleet, 
J.  F.  Raimer,  Henry  Wetter  and  T.  H. 
Tutwiler.  Mr.  Matthews  is  a  new 
member  of  the  board.  The  light  and 
power  company  plans  to  spend  $4,500,- 
000  on  its  new  plant  within  the  next 
two  years. 

The  State  Public  Utilities  Commis- 
sion on  April  8  approved  the  sale  of 
the  railway's  power  plant  to  the  elec- 
tric company.  By  permission  of  the 
state  commission  the  railway  for  some 
time  has  been  charging  a  passenger 
rate  of  7  cents. 


Indianapolis  Street  Railway  Has 
Good  Year 

The  Indianapolis  (Ind.)  Street  Rail- 
way has  filed  with  the  Public  Service 
Commission  of  Indiana  its  report  for 
1922.  The  statement  shows  gross  in- 
come of  $1,078,301,  or  $241,605  more 
than  1921.  The  report  indicates  a  nice 
improvement  in  the  company's  business. 
Two  dividends  of  $75,000  each  were 
paid  on  preferred  stock  in  1922  on 
account  of  back  dividends  due  from  1921. 
The  company  officials,  headed  by  Rob- 
ert I.  Todd,  president,  say  the  business 
thus  far  this  year  is  5  per  cent  better 
than  1922.  The  total  revenue  for  1922 
was  $5,541,445,  or  $309,581,  more  than 
in  1921.  The  total  revenue  from  pas- 
senger fares  was  $5,000,556,  from  rent 
of  track  and  equipment  for  interurbans 
$215,329,  for  rent  of  other  property 
$248,021.  Total  operating  expenses 
were  $4,057,361  or  $94,917  greater  than 
in  1921. 

The  operating  ratio  was  73.16  per 
cent. 

The  report  shows  out  of  the  gross 
income  of  $1,078,301,  payment  of  the 
following : 

Rent  for  leased  cars {  10,090 

Interest  on  funded  debt 633,198 

Interest  on   unfunded   debt 4,144 

Miscellaneous  debits    4,853 

Total    J6o2.196 

With  the  foregoing  total  deducted 
from  the  gross  income  there  remained 
an  income  balance  of  $426,104. 

While  the  number  of  revenue  pas- 
sengers on  city  cars  in  1922  was  about 
5,000,000  greater  than  in  1921,  400,000 
fewer  persons  came  into  Indianapolis  by 
interurban  in  1922  than  in  1921, 

This  is  attributed  to  the  increase  in 
buses  operating  between  Indianapolis 
and  outlying  cities  and  towns.  The 
number  of  transfers  on  city  cars  did 
not  increase  in  1922  over  1921  in  the 
proportion  the  number  of  revenue  pas- 
sengers as  a  whole  increased. 

The  following  figures  compare  the 
two  years  as  to  number  of  passen- 
gers: 


1922  1921 

Revenue  passengers 

city  company 92.078,151  87,086,415 

Transfers     19,393,675  19,321,777 

Passengers  Interur- 
ban   cars 6,431,051  6.854.038 


The  preferred  stock  is  $5,000,000  at 
6  per  cent.  This  makes  the  dividends 
8300,000  a  year.  They  are  payable 
quarterly.  Dividends  were  suspended 
for  March,  1921,  and  none  was  paid  un- 
til September,  1922.  The  preferred 
stock  dividends  are  cumulative  and  the 
two  $75,000  dividends  paid  in  1922  ap- 
plied on  amounts  due  in  1921.  On  March 
1,  1923,  another  $75,000  dividend  was 
paid.  This  was  in  settlement  of  the 
amount  due  stockholders  on  Sept.  1, 
1921.  At  the  present  time  six  quarterly 
dividends  are  unpaid. 

When  the  Indianapolis  Traction  & 
Terminal  Company  was  the  operating 
corporation  it  paid  $300,000  annually 
as  a  lease  rental  to  the  Indianapolis 
Street  Railway.    This  sum  was  in  turn 


AprU  21,  1923 


Electric    Railway    Journal 


701 


distributed  as  a  6  per  cent  dividend  on 
the  $5,000,000  of  common  stock.  When 
the  old  Indianapolis  Street  Railway  and 
the  Indianapolis  Traction  &  Terminal 
Company  were  consolidated,  the  $5,000,- 
000  of  common  of  the  former  was  ex- 
changed for  $5,000,000  preferred. 

In  the  order  of  the  Public  Service 
Commission  in  1919,  authorizing  the 
consolidation,  the  commission  directed 
that  sinking  fund  payments  be  sus- 
pended until  1923  and  that  the  amounts 
that  would  have  been  paid  into  sinking 
funds  be  expended  for  betterments  and 
improvements.  These  payments  amount 
to  about  $130,000  a  year. 

The  rate  of  fare  in  1922  was  5  cents 
with  2  cents  additional  for  a  transfer. 
For  a  short  time  in  1921  the  fare  was 
6  cents,  with  1  cent  additional  for  a 
transfer.  Some  of  the  improvement  in 
the  financial  condition  of  the  company 
is  attributed  to  the  removal  of  unfair 
jitney  competition  under  the  regulatory 
ordinance  passed  by  the  City  Council 
in  1921.      

City's  Valuation  of  Philadelphia 
Rapid  Transit  Is  $119,887,000 

A  revised  statement  of  the  valuation 
of  the  Philadelphia  (Pa.)  Rapid  Tran- 
sit Company  by  the  city  was  recently 
presented  by  Robert  M.  Feustel  to  Com- 
missioner Clement  which  shows  an  in- 
crease of  $3,383,710  over  the  figures  in 
a  former  report.  The  new  list  places 
the  city's  estimate  of  the  cost  of  re- 
production of  the  property  now,  based 
on  prices  prevailing  in  the  first  quarter 
of  1922,  at  $119,887,752.  The  original 
report  set  the  figure  at  $116,504,042. 

In  explaining  the  matter  to  Commis- 
sioner Clement,  Mr.  Feustel  testified 
that  he  had  not  changed  the  basis  on 
which  he  estimated  the  figures  orig- 
inally. 

The  figures  in  the  original  report 
were  compiled  at  minimum.  The  esti- 
mated original  cost  of  existing  property 
after  deducting  depreciation  was  in- 
creased $1,155,221,  making  it  $90,- 
179,742.  The  other  changes  varied 
from  11/25  of  1  per  cent  to  2i  per  cent. 

The  $3,383,710  increase  was  fig- 
ured at  3  per  cent. 


In  its  petition,  the  company,  which 
sold  the  railway  properties  to  the  city, 
alleged  that  a  special  fund  for  the 
bonds  was  not  being  set  aside  by  the 
city  before  paying  operation  and  main- 
tenance charges,  and  the  question  of 
whether  the  municipal  railway  was 
charging  sufficient  fare  to  insure  pay- 
ment was  Injected  into  the  suit. 


No  Special  Purchase  Fund 
Required 

The  suit  of  the  Puget  Sound  Power 
&  Light  Company  against  the  city  of 
Seattle,  to  compel  the  city  to  set  aside 
gross  earnings  of  the  Seattle  (Wash.) 
Municipal  Railway  to  pay  interest  and 
sinking  fund  on  $15,000,000  bonds  of 
the  railway  held  by  the  company,  will 
not  be  decided  by  the  United  States 
Supreme  Court,  which  on  April  16  de- 
nied a  petition  for  a  writ  of  certiorari. 

The  Federal  District  Court  had  held 
that  the  city  must  set  aside  gross  earn- 
ings for  these  payments  before  paying 
operation  and  maintenance  expenses. 
The  Circuit  Court  of  Appeals  reversed 
this  ruling  on  the  ground  that  a  state 
statute  provides  adequate  remedy  if 
proper  payments  are  not  made.  The  ac- 
tion of  the  Supreme  Court  permits  the 
Circuit  Court's  decision  to  stand. 


Railway  Securities  at  Auction 

Electric  railway  securities  sold  at 
auction  by  A.  H.  MuUer  &  Sons,  New 
York,  on  April  19  were  as  follows: 

105  shares  BufEalo  &  Lake  Erie  Traction 
Company  common,  100  shares  BufEalo  & 
Lake  Erie  Traction  Company,  preferred, 
$2  lot. 

$2,000  Cleveland.  Elyria  &  Western  Rail- 
way first  mortgage  5s  of  1920,  extended  at 
7  per  cent  to  1923.  certificates  of  deposit. 
65  per  cent. 

$10  Cities  Service  Company  scrip  for  pre- 
ferred stock,  $5  lot. 

5  shares  Cities  Service  Company  pref- 
erence B  stock,   $12i  per  share. 


Deficit  Reported  for  February. — Al- 
though there  was  a  gross  surplus  of 
$916  in  the  earnings  of  the  'Tacoma 
(Wash.)  Municipal  tideflats  line  during 
February,  the  payment  of  interest  on 
bonds  and  loans  from  the  Emergency 
Fleet  Corporation  and  payment  of  gross 
earnings  tax  caused  a  deficit  of  $2,572, 
according  to  the  city  controller's  report. 
There  were  199,742  passengers  carried. 

Balance  Shows  Decrease. — For  the 
year  ended  Feb.  28,  1923,  the  Reading 
Transit  &  Light  Company,  Reading, 
Pa.,  reports  a  net  income  of  $246,527, 
against  $263,462  for  the  year  ended 
Feb.  28,  1922.  After  providing  for 
dividends  on  the  preferred  stock  the 
balance  for  the  period  ended  February, 
1923,  was  $129,412,  against  $146,347 
for  the  year  ended  February,  1922. 

Earnings  Satisfactory. — The  report  of 
the  San  Francisco-Oakland  Terminal 
Railways  Company  for  1922  shows  a 
net  operating  income  after  taxes,  oper- 
ating expenses  and  depreciation  of 
$1,437,188.  Gross  operating  revenues 
amounted  to  $6,922,348  and  operating 
expenses  including  depreciation  to 
$5,202,236.  Net  earnings  from  opera- 
tion were  $1,720,112. 

Bonds  Pledged  for  Loans  Held  Valid. 

— In  an  opinion  filed  in  the  United 
States  District  Court  at  New  York 
Judge  Mayer  holds  to  be  valid  $7,079,- 
000  of  4  per  cent  Brooklyn  Rapid 
Transit  refunding  mortgage  bonds 
pledged  with  various  banks  and  trust 
companies  prior  to  receivership.  The 
loans,  most  of  which  were  made  in  1917, 
cover  a  period  from  1914  to  1919. 

Traffic  Heavy  in  Shortest  Month- — 
The  Municipal  Railway  of  St.  Peters- 
burg, Fla.,  carried  approximately  515,- 
000  passengers  during  February,  the 
greatest  number  ever  handled  on  the 
local  lines  within  the  shortest  month. 
The  figures  represented  an  increase  of 
24  per  cent  over  the  corresponding 
month  of  1922.  Because  of  the  tourist 
patronage  greater  records  for  March 
are  expected. 

Equipment  Certificates  Being  Offered. 
— Clark,  Dodge  &  Company,  New  York, 


N.  Y..  are  offering  at  100  and  accrued 
interest  equipment  trust  6  per  cent  gold 
certificates,  maturing  on  March  15,  1925 
to  1928.  The  yield  is  6  per  cent.  These 
certificates  are  issued  under  the  Phila- 
delphia plan  and  are  to  be  secured  by 
100  new  completely  equipped  steel  pas- 
senger cars  at  approximately  75  per 
cent  of  cost. 

Net    Income   and   Traffic    Increase. — 

For  the  three  months  ended  March  31, 
1923,  the  Philadelphia  (Pa.)  Rapid 
Transit  Company  reports  a  net  income 
of  $644,175  against  $614,831  for  the 
same  period  ended  March  31,  1922. 
Passengers  carried  totaled  222,850,564 
against  202,286,650  for  the  period  from 
January-March,  1922.  The  passenger 
revenue  for  the  first  three  months  of 
1922  amounted  to  $9,972,001  and  for 
this  year  $10,758,622. 

Operation  to  Suspend. — Officials  of 
the  West  Chester,  Kennett  &  Wilming- 
ton Electric  Railway,  operating  between 
Kennett  Square,  Pa.,  and  Wilmington, 
Del.,  recently  announced  that  operation 
would  be  suspended  because  it  was  a 
losing  proposition.  It  is  said  that  plans 
are  being  formed  by  persons  interested 
in  the  continuation  of  the  line  between 
Brandywine  Springs  and  Kennett 
Square  to  have  the  road  taken  over  by 
another  railroad  company  and  operated 
as  a  branch.  The  discontinuance  will 
not  affect  the  road  between  West 
Chester  and  Kennett  Square,  which  is 
operated  by  the  West  Chester  Street 
Railway. 

Offers  Preferred  Stock. — Bonbright 
&  Company,  New  York,  N.  Y.,  are 
offering  $6,000,000  of  the  7  per  cent 
cumulative  preferred  stock  of  the  Public 
Service  Electric  Power  Company.  The 
price  is  $98.75  a  share  and  accrued 
dividends  to  yield  about  7.10  per  cent. 
The  proceeds  from  the  sale  of  this 
preferred  stock,  together  with  that  from 
the  sale  of  $14,000,000  first  mortgage 
gold  bonds  and  300,000  shares  of  no 
par  value  common  stock,  already  under- 
written, will  provide  funds  equal  to  the 
estimated  cost  of  the  new  power  plant, 
and  any  excess  cost  will  be  paid  by 
the  lessee.  The  new  company  will  sup- 
ply power  to  the  Public  Service  Rail- 
way, both  companies  being  included  in 
the  system  of  the  Public  Service  Cor- 
poration of  New  Jersey. 

Seeks    Abandonment    of    Railway. — 

Claiming  that  it  has  been  losing  money 
for  the  past  ten  years  and  specifying 
the  exact  loss  during  1922  as  $24,000, 
the  Trinidad  Electric  Transmission, 
Railway  &  Gas  Company,  has  asked  the 
Colorado  Public  Utilities  Commission 
for  permission  to  abandon  all  local  and 
interurban  railway  service.  It  has  been 
several  months  since  any  street  cars 
were  operated  in  the  city  of  Trinidad. 
When  the  railway  quit,  the  Trinidad 
Motor  Bus  Company  started  three 
twenty-passenger  buses  and  has  kept 
them  in  operation.  Certain  city  lines 
were  abandoned  in  March,  1922,  in  ac- 
cordance with  a  decision  of  the  com- 
mission and  since  that  time  hourly  serv- 
ice on  the  interurban  lines  is  all  that 
Trinidad  has  had. 


702 


Electric    Railway    Journal 


Vol.  61,  No.  16 


Traffic  and  Transportation         1 


Saginaw  Moves  for 
Settlement 

New  Mayor  Says  Transportation  Prob- 
lem Is  Most  Important 
Before  City 

With  the  appointment  of  Frank  A. 
Picard  as  city  attorney,  friends  of 
street  car-bus  transportation  in  Sagi- 
naw, Mich.,  are  looking  forward  to  an 
early  solution  of  the  difficulties  con- 
fronting Saginaw  since  bankruptcy 
proceedings  in  August,  1921,  caused  a 
suspension  of  electric  railway  service. 

Naming  the  city  attorney  is  the  first 
step  of  the  new  City  Council  toward 
public  conferences  between  the  grantee, 
Otto  Schupp,  and  whomever  he  may  se- 
lect to  meet  with  the  Council  and  pre- 
pare a  franchise  to  be  submitted  to  the 
people. 

This  action  is  in  line  with  the  in- 
augural message  of  Mayor  Albert  W. 
Tausend.  Mayor  Tausend  and  Council- 
man William  J.  Wolf  were  elected  on 
street  car  platforms  and  the  Mayor  at 
the  first  meeting  of  the  present  Coun- 
cil said  in  regard  to  transportation: 

Suggests  Conferences  to  Modify 
Franchise 

Of  all  the  problems  fronting  us.  two 
seem  most  important — water  and  trans- 
portation— and  of  tliese  transportation 
seems  to  offer  a  more  immediate  solution 
because  it  has  been  much  in  the  public 
mind  of  late,  and  because  there  seems  to 
be  but  a  few  adjustments  to  be  made  to 
produce  a  franchise  that  would  be  accept- 
able. 

I  have  in  mind  the  thoug^ht  that  there 
are  three  parties  to  the  question,  the 
people,  whose  rights  must  be  protected, 
and  whose  wishes  must  be  carried  out 
when  expressed :  the  Council  which  acts 
as  agents  for  the  people;  and  the  grantee. 
Who  must  be  looked  to  to  accept  the 
franchise  and   carry   out   its   provisions 

A  franchise  can  properly  come  from  one 
°'..*'*'°  ^sources,  either  from  the  Council 
acting  for  and  on  behalf  of  the  people, 
or  for  the  grantee  who  Is  to  carry  out 
the  contract. 

I  would  suggest  therefore  that  the 
Council  with  the  city  attorney  summon 
the  grantee  and  such  representatives  as 
he  may  desire  into  public  conferences  with 
the  Council  for  the  purpose  of  endeavoring 
to  bring  about  such  modittcations  in  a 
franchise  as  will  be  fair  to  the  people, 
fair  to  the  grantee,  assure  its  adoption, 
and  bring  a  speedy  return  of  adaquate 
transportation  facilities   to  our  community. 

Within  a  few  days  the  Council  will 
discuss  the  situation  an^  will  then 
name  one  of  its  members  to  interview 
the  grantee  and  arrange  for  the  confer- 
ences at  which  time  the  franchise  will 
be  framed  along  the  lines  which  have 
been  outlined. 

Outlook  Appears  to  Be  Improved 
Mayor  Tausend's  election  as  chief 
executive  has  had  a  reassuring  effect 
upon  the  public  mind  and  many  be- 
lieve the  small  number  of  the  electors 
who  have  been  able  to  defeat  the  will 
of  the  majority  because  of  the  60  per 
cent  vote  required  for  the  adoption  of 
a  franchise  will  be  won  over  to  the 
affirmative  side  of  the  question  and  the 
difficulties  over  transportation  will  be 
brought  to  an  end. 


An  attempt  was  made  to  submit  a 
municipal  ownership  plan  to  the  elec- 
tors, but  it  failed  to  get  by  the  Council. 
Commissioner  George  Phoenix,  who 
opposes  every  franchise  so  far  offered, 
fathered  this  ordinance,  but  it  was 
never  read,  his  measure  failing  to  at- 
tract a  majority  vote  even  for  con- 
sideration of  his  proposal. 

Because  of  this  and  the  attitude  of 
the  other  members  it  seems  to  those 
who  favor  the  return  of  electric  rail- 
way service  that  a  satisfactory  solution 
will  be  worked  out  and  approved. 

The  new  Mayor  has  also  served 
notice  on  the  chronic  "no"  faction  in 
the  city  that  Council  members  have 
been  elected  to  perform  certain  duties 
and  that  no  outside  interference  such 
as  was  countenanced  by  the  last  Coun- 
cil will  be  permitted  in  any  way  under 
the  new  order  of  things. 

Council  Seeks  Fifteen-Year  Grant 

Members  of  the  City  Council  and 
Otto  Schupp,  grantee  under  the  recent 
franchise  defeated  by  a  few  votes,  con- 
ferred on  April  18  relative  to  modifica- 
tions with  a  view  of  again  submitting  a 
street  car-bus  franchise  at  an  early 
date. 

The  Council  favors  a  fifteen-year 
grant,  with  the  rate  of  fare  fixed  to  run 
the  full  period  to  avoid  referring  the 
fare  question  to  the  public  utilities  com- 
mission or  writing  the  upset  value  in 
the  contract.  If  the  bond  owners  pro- 
tective committee  is  unable  to  meet  the 
terms,  this  does  not  mean  the  end  of 
negotiations. 

Mr.  Schupp  expects  to  be  in  New 
York  during  the  week  commencing 
April  22  to  confer  with  the  interests 
who  are  preparing  to  finance  the  proj- 
ect. It  is  expected  that  as  a  result  of 
his  visit  to  New  York  a  conference  will 
be  held  in  Saginaw  upon  his  return. 


Safety  Work  Progressing 
in  Nashville 

The  Nashville  Railway  &  Light  Com- 
pany, Nashville,  Tenn.,  has  been  con- 
ducting a  safety  campaign  which  the 
company  reports  is  progressing  splen- 
didly. The  number  of  accidents  is 
much  smaller  this  year  than  last  year. 
A  bonus  has  been  arranged  for  dis- 
tribution" to  employees  at  the  end  of  the 
campaign.  A  number  of  safety  pamph- 
lets have  been  given  out  to  the  schools 
of  the  city,  and  short  talks  and  readings 
have  been  made  before  the  pupils  re- 
garding safety  measures. 

The  Nashville  Automobile  Club  has 
co-operated  and,  as  a  result,  new  traffic 
laws  have  been  put  into  effect  on  the 
main  thoroughfares  of  the  city,  to  re- 
duce accidents  and,  at  the  same  time, 
speed  up  traffic.  A  number  of  car 
stops  have  been  eliminated  safety  zones 
have  been  placed  around  stations, 
and  one-way  streets  and  right  turns 
for  vehicles  have  been  designated. 

Since  these  regulations  have  been  put 
into  effect  there  has  been  a  considerable 
reduction  in  the  number  of  accidents. 
The  work  which  the  Nashville  Railway 
&  Light  Company  is  doing  is  part  of  a 
campaign  which  is  to  be  carried  on 
throughout  the  State  of  Tennessee. 


Great  Reduction  Noted  in  Acci- 
dent Costs  in  Philadelphia 

J.  J.  K.  Caskie  in  the  April  16  issue 
of  Service  Talks,  the  official  publi- 
cation of  the  Philadelphia  (Pa.)  Rapid 
Transit  Company,  gives  some  statistics 
on  accident  prevention  under  Mit- 
ten Management.  In  1911  there  were 
517,697,478  passengers  carried  on  the 
lines  of  the  Philadelphia  Rapid  Transit 
Company.  Nearly  6  per  cent  of  the 
earnings  of  the  company  for  that  year 
was  spent  in  paying  accident  costs, 
and  4,824  negligence  suits  were  pend- 
ing in  the  courts.  In  1922  848,883,512 
passengers  were  carried  while  only 
3.05  per  cent  of  the  earnings  was  spent 
for  accidents  and  only  1,313  suits  re- 
mained unsettled  in  the  courts.  This 
reduction  is  significant  in  view  of  Mr. 
Caskie's  statement  that  in  1911  there 
were  only  40,000  automobiles  licensed  in 
the  state  and  now  there  are  more  than 
800,000. 


Seattle  &  Rainier  Valley's  Diffi- 
culties Reviewed  at  Hearing 

Toward  the  close  of  the  hearing  be- 
fore the  Department  of  Public  Works, 
upon  a  petition  of  residents  of  the 
Rainier  Valley  district  for  a  reduction 
in  the  8i-cents  fare  charged  by  the 
Seattle  &  Rainier  Valley  Railway, 
Frank  R.  Spinning,  supervisor  of  the 
department,  stated  that  the  testimony 
showed  that  the  company  was  not  only 
unable  to  pay  its  taxes,  but  that  it  was 
indebted  to  its  owners.  Further, 
that  it  was  the  function  of  the  State 
Department  of  Public  Works  to  see  that 
public  utilities  were  able  at  least  to 
make  a  reasonable  return  upon  their 
investments. 

The  residents  of  the  district  com- 
plained that  with  the  rest  of  the  city 
enjoying  a  5-cent  fare  under  municipal 
operation,  the  higher  rate  was  working 
against  the  development  of  the  valley 
district,  and  driving  people  away.  The 
company  submitted  testimony  intended 
to  show  that  it  could  not  operate  under 
a  reduced  fare,  maintain  its  tracks  and 
equipment  as  required  by  law,  and  pay 
its  way.  Figures  were  introduced  to 
show  that  even  with  a  15  per  cent  in- 
crease in  traffic,  under  a  5-cent  fare, 
the  company  would  face  a  yearly  deficit 
of  approximately  $150,000.  Testimony 
was  given  that  the  company  had  never 
paid  dividends,  and  had  only  paid  in- 
terest upon  certain  of  its  bonds. 

Officials  of  the  company  declared  that 
if  permitted  to  maintain  the  present 
fare  for  another  two  years,  they  would 
be  financially  able  to  make  needed  im- 
provements and  betterments,  clear 
away  outstanding  debts,  and  be  in  bet- 
ter shape  to  meet  rate  reductions. 

It  will  probably  be  several  weeks  be- 
fore a  decision  is  rendered. 


April  21,  1923 


Electric    Railway    Journal 


703 


More  Improvements  for  New 
York  Elevated 

In  addition  to  the  extensive  increases 
of  the  train  services  on  the  elevated 
railroad  lines,  the  Interborough  Rapid 
Transit  Company,  New  York,  N.  Y., 
has  announced  other  features  of  the 
contemplated  program  of  improvement. 
Previous  statements  have  had  to  do 
with  added  service.  The  new  state- 
ment relates  to  features  which  will 
make  the  service  moi-e  attractive.  It 
was  made  by  the  company  on  April  16. 

The  company  has  arranged  to  expend 
a  very  considerable  sum  for  painting 
a  substantial  part  of  the  elevated  struc- 
tures and  redecorating  a  large  number 
of  stations,  and  to  begin  a  program  of 
vestibuling  of  the  trains  and  repainting 
of  cars,  inside  and  out.  The  elevated 
colors,  hereafter,  will  be  orange  and 
black.  The  major  color  for  the  outside 
of  the  cars  is  the  golden  rod  shade  of 
orange  used  by  the  Chesapeake  &  Ohio, 
the  St.  Paul  and  other  steam  railroads. 
Lettering  will  be  done  in  black.  The 
woodwork  in  the  lower  part  of  the  in- 
teriors will  be  finished  in  mahogany 
tones,  and  the  ceilings  will  be  white. 
This  will  make  the  cars  not  only 
brighter,  but  will  materially  improve 
the  lighting.  The  painting  of  the  sta- 
tions has  begun  with  the  Thirty-eighth 
Street  station,  on  Sixth  Avenue.  The 
station  colors  will  be  in  harmony  with 
those  of  the  cars. 

The  company  has  arranged  to  issue 
a  small  pamphlet  showing  the  frequency 
of  service  and  running  time  of  elevated 
trains  between  many  points  to  and 
from  which  travel  is  greatest.  Con- 
trary to  a  somewhat  general  impression, 
the  company  points  out  as  a  fact  that  in 
a  very  large  proportion  of  cases  the 
elevated  offers  a  service  that  is  not  only 
just  as  rapid  but  more  frequent  than 
can  be  found  by  any  other  route,  to 
say  nothing  of  less  crowding,  more  com- 
fort and  an  all  open-air  ride.  The 
scheduled  speed  on  the  elevated  is  25 
m.p.h.  for  express  trains  and  15  m.p.h. 
for  local  trains.  The  company  has 
adopted  for  the  elevated  the  slogan: 
"Ride  on  the  Open-Air  Elevated." 


School  Children  Hear  "Safety 
First"  Arguments 

W.  Lester  O'Brien,  superintendent 
of  the  Shore  Line  Electric  Railway  and 
the  Groton  &  Stonington  Traction  Com- 
pany, operating  in  Norwich,  Conn.,  re- 
cently pleaded  with  the  high  school 
pupils  of  Stoningl^n  to  help  make 
"safety  first"  something  more  than  just 
a  slogan.  He  told  about  the  efforts 
being  made  by  railroad,  railway,  manu- 
facturing companies  and  cities  through- 
out the  country  to  reduce  the  number 
of  accidents  which  carries  away  a 
terrible  toll  in  lives  every  year. 

Besides  giving  the  children  some 
human  interest  stories  he  gave  them 
several  "don'ts"  to  bear  in  mind,  empha- 
sizing the  fact  that  with  reasonable 
care  and  good  judgment  on  their  parts 
the  possibility  of  an  accident  was 
greatly  reduced. 


Through  Bus  Service  to  Be  Started. — 

The  Eastern  Wisconsin  Electric  Com- 
pany, Sheboygan,  Wis.,  expects  to 
establish  through  motor  bus  passenger 
service  between  Fond  du  Lac  and 
Neenah  via  Oshkosh  within  the  next 
six  weeks. 

Evansville  Has  No  Jitneys. — ^The  city 
ordinance  at  Evansville,  Ind.,  passed 
less  than  a  year  ago  providing  that 
jitneys  could  not  take  on  or  unload  pas- 
sengers on  streets  where  there  were 
electric  railway  lines,  has  been  rigidly 
enforced.  As  a  result  jitneys  have 
practically  gone  out  of  business. 

Seeks  Pel-mission  for  Fare  Increase. 
— Application  has  again  been  filed  by 
the  Madison  (Wis.)  Railways  for  per- 
mission to  make  a  substantial  increase 
in  its  fares  on  its  lines  in  Madison, 
presumably  from  its  present  cash  fare 
of  6  cents  to  7  cents  or  8  cents.  The 
subject  of  paving  charges  will  figure 
prominently  when  the  hearing  takes 
place. 

Hearing  Scheduled  for  Bus  Charter. 
— A  hearing  will  be  held  on  May  7 
before  the  Pennsylvania  Public  Service 
Commission  on  the  matter  of  granting 
a  charter  for  the  Logan  Valley  Bus 
Company,  a  subsidiary  of  the  Altoona 
&  Logan  Valley  Electric  Railway,  Al- 
toona, Pa.  It  is  the  plan  of  the  railway 
to  operate  two  buses  into  the  Pleasant 
Valley  district,  south  of  Altoona. 

Wants   to    Operate    Larger    Buses. — 

The  Philadelphia  (Pa.)  Rapid  Transit 
Company  wants  the  law  changed  as  to 
size  and  maximum  weight  of  trucks  so 
that  it  can  run  larger  buses  on  Roose- 
velt Boulevard  than  now  possible  under 
the  Pennsylvania  ruling.  The  plans  of 
the  company  to  enter  the  bus  business 
through  a  subsidiary  have  been  referred 
to  previously  in  the  Electric  Railway 
Journal. 

Bus  Ordinance  Passed.  —  Fremont, 
Ohio,  city  officials  were  in  Sandusky  on 
March  30,  iv)  conference  with  Lake 
Shore  Electric  Railway  officials,  seeking 
a  signed  agreement  that  the  company 
will  pay  a  share  of  the  cost  of  the 
East  State  Street  paving.  The  com- 
pany had  intimated  that  it  would  pay 
its  share  of  the  paving  if  the  Council 
would  pass  a  bus  license  ordinance. 
The   ordinance  was  passed   March  29. 

Berkeley  Joins  in  Half  Fare  Fight. — 

Berkeley,  Calif.,  has  joined  in  the  fight 
started  by  Oakland  to  obtain  half  fares 
for  school  children  in  those  cities  on 
the  lines  of  the  San  Francisco-Oakland 
Terminal  Railways.  City  Attorney 
Gray  of  Oakland  charged  undue,  dis- 
crimination on  the  part  of  the  railway 
company.  He  declared  that  while  half 
fares  were  in  effect  in  Richmond  and 
Alameda  the  other  cities  could  not  ob- 
tain a  similar  privilege. 

Council  Suggests  Conference  on 
Ticket  Sale. — The  aldermanic  commit- 
tee appointed  to  devise  means  of  bring- 
ing about  a  lower  rate  of  fare  on  the 
lines  on  the  New  York  State  Railways 
in  Rochester,  N.  Y.,  has  passed  a  reso- 
lution authorizing  negotiations  to  put 
certain  changes  in  effect.    The  plan  in- 


cludes the  suggested  use  of  a  pass 
and  the  sale  of  sixteen  full  fare  tickets 
for  $1  or  in  one-half  multiples.  The 
Common  Council  has  authorized  Com- 
missioner Barnes  to  negotiate  with 
officials  of  the  New  York  State  Rail- 
ways on  these  changes. 

Bus  Line  for  Section  in  Moline. — A 
bus  line  operated  by  either  gasoline  or 
electricity  is  to  be  established  by  the 
Tri-City  Railway  to  provide  transporta- 
tion for  residents  in  the  southeast  sec- 
tion of  Moline,  111.  The  bus  plan  is  a 
counter  proposition  advanced  by  Mr. 
T  C.  Roderick,  Illinois  manager  of  the 
traction  company,  in  meeting  demands 
for  the  extension  of  the  Fourth  Avenue 
line.  To  make  this  extension,  Mr. 
Roderick  said,  would  entail  an  expendi- 
ture of  approximately  $18,000,  which 
is  more  than  half  the  net  earnings  of 
the  company  last  year. 

Car  Routes  Renamed  with  Historic 
Significance.  —  Within  the  last  few 
weeks  several  of  the  routes  of  the 
Memphis  (Tenn.)  Street  Railway  have 
been  renamed.  New  signs  have  been 
put  on  the  cars  showing  not  only  the 
street  or  route,  but  also  numbers  on 
ends  and  sides  to  indicate  the  final  des- 
tination of  cars.  The  Jackson  Mound 
car,  for  instance,  is  now  called  after 
the  changed  name  of  the  park  where  it 
terminates  De  Soto  Park,  which  of 
course  is  after  Hernado  De  Soto  dis- 
coverer of  the  Mississippi  River  and 
the  first  white  man  to  land  on  the 
Chickasaw  Bluffs. 

Identification  Card  System  Awaits 
Approval. — The  City  Council  of  Daven- 
port, Iowa,  has  taken  no  action  on  the 
petition  presented  by  2,500  signers  for 
the  introduction  of  the  identification 
card  system  by  the  Tri-City  Railway  & 
Light  Company.  The  matter  is  now 
before  the  transportation  committee.  In 
accordance  with  the  city  ordinance,  it 
well  be  necessary  to  notify  the  company 
in  writing  thirty  days  before  the  sys- 
tem is  to  be  put  into  effect.  The  meas- 
ure as  introduced  provides  for  a  5-cent 
fare  for  holders  of  a  monthly  identifi- 
cation card  and  allows  others  to  buy 
four  tokens  for  35  cents.  The  flat  rate 
of  fare  will  be  10  cents. 

Excursions  Being  Planned. — The  Indi- 
ana Service  Corporation,  Fort  Wayne, 
Ind.,  will  run  an  unusually  large  num- 
ber of  excursions  this  summer,  accord- 
ing to  an  announcement  made  by  J.  A. 
Greenland,  general  passenger  and 
freight  agent  of  the  company.  Instead 
of  the  usual  four  excursions  a  summer 
to  Niagara  Falls,  the  company  will  run 
an  excursion  on  Tuesday  of  each  week, 
starting  June  5,  with  the  last  one  on 
Sept.  11.  The  trip  will  be  made  to 
Toledo  by  traction  and  from  there  to 
Buffalo  by  boat.  The  cost  of  the  trip 
this  year  with  a  fifteen-day  stopover 
will  be  $12.25  round  trip  fron.  Fort 
Wayne.  A  traction  trip  to  Toronto  can 
be  added  by  excursionists  at  an  addi- 
tional cost  of  $3.28  for  the  round  trip. 
Week-end  excursions  will  also  be  run 
to  Toledo  and  Lakeview,  Ohio.  Other 
excursions  will  be  run  to  Detroit  with 
a  boat  trip  from  Toledo  to  Detroit. 


704 


E  hECTJLlC     S  AI  L.W  A  X^^  JQIJRNAL 


Vol.  61,  No.  16 


c 


Personal  Items 


) 


New  Vice-Presidents  in 
New  Jersey 

John   L.   O'Toole  and  Dudley  Farrand 

Advanced — Reallocation    of    Duties 

Approved — New  General  Solicitor 

John  L.  O'Toole  and  Dudley  Farrand 
have  been  elected  vice-presidents  of  the 
Public  Service  Corporation  of  New 
Jersey.  The  election  of  Messrs  O'Toole 
and  Farrand  was  announced  along  with 
other  important  changes  in  the  staff  of 
officers  of  the  Public  Service  Corpora- 
tion of  New  Jersey,  Newark,  and  twelve 
of  its  subsidiaries,  including  the  Public 
Service  Gas,  Electric,  Railway  and  Pro- 
duction companies,  made  on  April  18  at 
the  annual  meeting  of  the  directors  of 
the  organizations. 

Thomas  N.  McCarter  was  re-elected 


O'Toole,  vice-president  in  charge  of  pub- 
lic relations.  Mr.  Wakelee,  who  has 
been  general  solicitor  as  well  as  a 
vice-president,  has  relinquished  the  first 
title  to  George  H.  Blake,  who  has  been 
assistant  general  solicitor. 

The  board  of  directors  was  cut  so  as 
not  to  make  it  necessary  to  fill  three 
vacancies  that  have  existed  since  the 
three  members  either  died  or  resigned. 
Another  resignation,  that  of  Samuel  T. 
Bodine  of  Philadelphia,  was  accepted. 
Mr.  Bodine  is  president  of  the  United 
Gas  Improvement  Company  of  Phila- 
delphia. He  explained  that  pressure  of 
business  made  him  give  up  his  director- 
ship. Former  Circuit  Court  Judge  Wil- 
liam H.  Speer  of  Jersey  City,  general 
attorney  for  the  corporation,  was 
elected  to  succeed  Mr.  Bodine. 

The  new  officers  were  elected  to  their 


Messrs.  Farrand  and  O'Toole  have 
previously  been  known  as  assistants  to 
the  president. 

Mr.  O'Toole  went  with  the  Public^ 
Service  on  Jan.  4,  1909,  after  having 
been  in  newspaper  work  in  Newark 
for  seventeen  years.  He  first  was  with 
the  Newark  Times  in  1892.  The  fol- 
lowing year  he  joined  the  staff  of  the 
Evening  News.  For  nine  years  prior 
to  resigning  to  go  with  the  Public 
Service  as  publicity  agent,  he  was  city 
editor  of  the  New's.  In  1917  his  title 
was  changed  from  publicity  agent  to  as- 
sistant to  the  president. 

Mr.  Farrand  has  been  with  the  pred- 
ecessors of  the  Public  Service  Electric 
Company  and  with  the  corporation  con- 
tinuously since  1887.  He  was  first  elected 
a  director  and  assistant  treasurer  of  the 
old  Newark  Electric  Light  &  Power 
Company.  In  1895  he  became  assistant 
general  manager  of  the  People's  Light 
&  Power  Company  and  in  1898  its  gen- 
eral manager.  The  following  year  he 
became  general  manager  of  the  United 
Electric  Company  of  New  Jersey  and 


J.  I..  O'Toole 


Dndley   Farrand 


E.  W.  Wakelee 


P.  S.  YounK 


president  of  the  corporation  and  sub- 
sidiaries for  the  twenty-first  consecu- 
tive term.  The  board  of  directors  was 
cut  from  eighteen  to  fifteen  members. 
Two  vice-presidents  resigned  and  two 
new  ones  were  named.  There  was  a  re- 
organization of  departments,  which 
meant  a  reallocation  of  duties  for  the 
four  vice-presidents  that  now  share 
equal  distinction  on  the  staff  of  the 
Public  Service  companies.  A  new  gen- 
eral solicitor  was  named. 

The  vice-presidents  who  resigned  are 
Randell  Morgan  of  Philadelphia  and 
Colonel  Anthony  R.  Kuser  of  Bernards- 
ville,  both  of  whom  have  been  in  an 
official  capacity  with  the  Public  Service 
family  for  fifteen  years  or  more.  They 
will  continue  as  members  of  the  board 
of  directors  of  the  corporation  and  as 
members  of  the  executive  committee. 
As  noted  previously  the  new  vice-presi- 
dents are  John  L.  O'Toole  and  Dudley 
Farrand. 

Under  the  reorganization  plan,  the 
vice-presidents  and  the  titles  they  as- 
sumed are:  Percy  S.  Young,  vice-presi- 
dent in  charge  of  finance;  Edmund  W. 
Wakelee,  vice-president  in  charge  of 
law;  Dudley  Farrand,  vice-president  in 
charge  of  industrial  relations;  John  L. 


positions  with  the  corporation  first  and 
at  later  meetings  of  the  directors  of  the 
subsidiaries  the  same  scheme  was  car- 
ried out.  All  of  the  men  who  have  been 
advanced  have  been  in  the  service  of  the 
company  for  many  years.  Mr.  Speer, 
the  new  director,  joined  the  staff  in 
September.  Mr.  Blake,  the  new  general 
solicitor,  is  a  comparatively  young  man, 
but  has  been  with  the  corporation  some 
time,  having  represented  it  in  Hudson 
County  for  many  years  before  assuming 
the  work  of  assistant  solicitor  in  1921. 

Under  the  reallocation  of  duties,  Mr. 
Wakelee  will  relinquish  some  of  his 
work  as  vice-president  in  charge  of  pub- 
lic relations  to  Mr.  O'Toole,  who  will 
now  have  that  title.  Mr.  Wakelee  will 
devote  his  entire  time  to  the  law.  Mr. 
Young,  as  heretofore,  will  be  chief 
financial  officer  of  the  corporation. 

The  scope  of  the  work  of  Mr.  Farrand 
as  vice-president  in  charge  of  industrial 
relations  is  wide  and  is  not  easily  de- 
finable at  this  time.  He  will  keep  in 
close  touch  with  the  employees  of  the 
various  subsidiaries  and  will  deal  with 
operating  problems.  Mr.  O'Toole's  work 
will  be  along  the  same  lines  as  it  has 
been,  together  with  additional  duties  to 
be  taken  over  from  Mr.  Wakelee. 


in  1903  was  made  general  manager  of 
the  electric  department  of  the  Public 
Service  Corporation.  That  was  at  the 
time  of  the  reorganization  of  the  cor- 
poration. In  1910,  Mr.  Farrand  was 
made  general  manager  of  the  Public 
Service  Electric  Company  and  five 
years  later  was  made  its  vice-president 
and  general  manager.  He  became  an 
assistant  to  the  president  along  with 
Mr.  O'Toole  in  1917.  Mr.  Farrand 
was  president  of  the  National  Electric 
Light  Association  in  1907  and  the  fol- 
lowing year  was  appointed  by  President 
Roosevelt  as  technical  adviser  repre- 
senting the  electric  interests  to  the  Na- 
tional Conservation  Commission.  He  is 
a  fellow  of  the  American  Institute  of 
Electrical  Engineers  and  a  member  of 
the  American  Society  of  Mechanical 
Engineers. 

Mr.  Wakelee  joined  the  Public  Service 
organization  in  1913,  as  associate  gen- 
eral solicitor,  after  having  been  actively 
engaged  in  Republican  politics.  His 
home  is  in  Bergen  County.  He  had 
served  in  the  House  of  Assembly  three 
terms,  being  Republican  leader  in  1900, 
and  then  he  went  to  the  Senate  for  three 
terms,  being  floor  leader  and  later  presi- 
dent of  the  Senate.    In  1904  he  was  act- 


Api-il  21,  1923 


Electric    Railway    Journal 


705 


ing  Governor  for  a  short  period.  In 
1917  he  was  made  a  director  and  vice- 
president  of  the  Public  Service  and  in 
1921,  upon  the  death  of  L.  D.  Howard 
Gilmour,  was  made  general  solicitor. 

Mr.  Young  has  been  engaged  in  the 
gas  business  in  one  capacity  or  another 
for  thirty-three  years  in  this  country. 
He  was  a  native  of  England.  From 
1890  to  1898  he  was  with  the  Omaha 
Gas  Company.  In  1898  he  went  with 
the  United  Gas  Improvement  Company 
of  Philadelphia  and  in  1899  with  the 
Hudson  County  Gas  Company  as  secre- 
tary and  treasurer.  When  that  com- 
pany became  part  of  the  Public  Service 
Gas  Company  Mr.  Young  was  made  con- 
troller of  the  amalgamated  concern.  He 
became  treasurer  in  1914  and  in  1916 
was  made  vice-president  of  the  Public 
Service  Gas,  Electric  and  Railway  com- 
panies. The  following  year  he  became 
a  director  in  the  corporation  and  vice- 
president. 

One  feature  of  the  reorganization  is 
that  the  four  vice-presidents  were  ad- 
vanced together  in  1917,  the  first  two 
named  being  made  assistants  to  the 
president  at  that  time,  and  the  latter 
two  vice-presidents. 


Mr.  Danforth  Heads  Power 
Company 

Richard  E.  Danforth,  vice-president 
and  general  manager  of  the  Public 
Service  Railway,  Newark,  N.  J.,  has 
been  elected  president  of  the  Public 
Service  Electric  Power  Company.  Mr. 
Danforth's  election  as  head  of  the  new 
electric  company  does  not  in  any  way 
affect  his  connection  with  the  railway. 
The  Public  Service  Electric  Power  Com- 
pany will  forthwith  construct  a  modern 
steam  electric  power  plant  near  New- 
ark, N.  J.,  with  an  initial  installed  ca- 
pacity of  200,000  hp.  The  company  has 
arranged  to  acquire  sufficient  land  to 
care  for  an  ultimate  capacity  of  400,000 
hp.  The  output  will  be  distributed  to 
the  larger  cities  and  the  most  impor- 
tant industrial  centers  of  northern 
New  Jersey  by  the  Public  Service 
Electric  Company.  Other  officers 
of  the  Public  Service  Electric  Power 
Company  are:  Henry  D.  Whitcomb, 
vice-president;  William  H.  Feller, 
secretary;  Frederick  A.  Neis,  treas- 
urer. 


Mr.  Taylor  Made  General  Manager 
at  Atlanta 

The  Georg:ia  Railway  &  Power  Com- 
pany, Atlanta,  Ga.,  announces  the  ap- 
pointment of  W.  H.  Taylor,  vice-presi- 
dent, as  general  manager  of  the 
business  of  the  company.  He  will  be 
designated  as  vice-president  and  gen- 
eral manager  and  will  have  general 
supervision  over  various  departments  of 
the  company,  assisting  H.  M.  Atkinson, 
chairman  of  the  board,  and  P.  S.  Ark- 
wright,  president.  Mr.  Taylor  was  for 
seven  years  president  of  the  Omaha  Gas 
Company  of  Omaha,  Neb.  Previous  to 
joining  the  Georgia  Railway  &  Power 
Company  he  was  connected  with  the 
United  Gas  Improvement  Company  in 
Philadelphia. 


Mr.  Hood  Honored 

Vice-President  arid  General  Manager  of 

Massachusetts  Northeastern   Lines 

Heads  New  England  Club 

Ralph  D.  Hood,  president  of  the  New 
England  Street  Railway  Club  for  the 
year  1923-1924,  is  a  native  of  Massachu- 
setts. He  was  educated  in  the  public 
school  and  at  Phillips-Andover  Acad- 
emy and  is  an  engineer  by  profession. 
He  served  as  rodman  in  the  Haverhill 
City  Engineer's  office  in  1891.  Next  he 
became  transit  man  for  the  Haverhill  & 
Amesbury  Street  Railway,  serving  that 
company  in  1892  and  1893.  He  was 
engineer  for  the  Haverhill,  Georgetown 
&  Danvers  Street  Railway  in  1894-1895 
and  then  in  turn  served  in  a  similar 
capacity  with  the  Exeter  Street  Rail- 
way, 1897;  Exeter,  Hampton  &  Ames- 
bury,  1899-1900;  Massachusetts  Con- 
struction Company  and  Lowell  System, 
1900-1903;  Manchester  &  Haverhill 
Street  Railway,  1904.  In  1905  he  was 
office    engineer    for    the    EI    Paso    & 


R.   D.   Hood 


Durango  Railroad  and  in  1906  engineer 
of  the  Rockingham  racetrack.  He  was 
with  the  Manchester  &  Derry  Street 
Railway  in  1907  and  the  Dover,  Somers- 
worth  &  Rochester  Street  Railway  and 
allied  companies  from  1908  to  1911.  On 
Jan.  1,  1911,  Mr.  Hood  became  superin- 
tendent of  highways  for  the  city  of 
Haverhill  and  on  Jan.  1, 1912,  was  elected 
a  member  of  the  Municipal  Council  of 
Haverhill  and  served  as  head  of  De- 
partment of  Streets  in  1913.  He  be- 
came engineer  of  maintenance  of  way 
of  the  Massachusetts  Northeastern 
Street  Railway  and  allied  companies  in 
1914,  continuing  as  such  to  1917,  when 
he  was  made  vice-president  and  general 
manager  of  these  companies. 

In  addition  to  his  public  service  in 
1911-1913,  he  has  been  chairman  of  the 
Haverhill  Board  of  Survey  from  1917 
to  date.  He  saw  military  service  as  an 
officer  in  the  National  and  State  Guards 
from  1904  to  1919,  being  promoted  suc- 
cessively from  Second  Lieutenant  to 
Major. 

Socially,  he  is  a  past  president  of  the 
Haverhill  Rotary  Club,  a  member  of 
the  Boston  Society  of  Civil  Engineers, 
American  Electric  Railway  Associa- 
tion,   junior    warden    of    the    Trinity 


Church,  Haverhill,  Mass.,  and  a  mem- 
ber of  the  Massachusetts  Consistory. 

J.  C.  Kurd  has  succeeded  R.  L.  Hughes 
as  superintendent  of  the  Ashtabula  & 
Lake  Shore  Railway,  Ashtabula,  Ohio. 

A.  L.  Rider  has  succeeded  T.  Nolan 
as  chief  engineer  of  the  Toledo,  Ottawa 
Beach  &  Northern  Railway,  Toledo, 
Ohio. 

O.  A.  Taylor  has  succeeded  E.  N. 
Smith  as  auditor  oi  the  Cleveland,  Alli- 
ance &  Mahoning  Valley  Railroad,  at 
Ravenna,  Ohio. 

A.  Baltzer  has  replaced  J.  Carnegie 
as  master  mechanic  of  the  Windsor, 
Essex  &  Lake  Shore  Rapid  Railway, 
Kingsville,  Ont. 

William  H.  Stamm  has  been  made 
chief  engineer  of  the  Webster,  Mones- 
sen,  Belle  Vernon  &  Fayette  City  Street 
Railway,  Charleroi,  Pa. 

Lewis  A.  McArthur,  general  manager 
of  the  Pacific  Power  &  Light  Company, 
Astoria,  Ore.,  has  in  addition,  taken  on 
the  duties  of  vice-president. 

E.  E.  Doe  has  succeeded  L.  E.  Krom- 
strome  as  claim  and  general  freight 
and  passenger  agent  of  the  Levis 
County  Railway,  Levis,  Que. 

J.  M.  Beauchamp  has  replaced  D.  B. 
Carson  as  vice-president  of  the  Com- 
munity Traction  Company,  Toledo,  Ohio. 
Mr.  Beauchamp  is  located  in  New  York. 

W.  T.  Leander  has  succeeded  W.  H.  P. 
Weston  as  secretary  and  treasurer  of 
the  Lake  Superior  District  Power  Com- 
pany, Ashland,  Wis.  Mr.  Leander  is  in 
the  Chicago  office. 

M.  W.  Kirkwood,  general  manager  of 
the  Lake  Erie  &  Northern  Railway, 
Gait,  Ont.,  has  taken  on  the  duties  of 
purchasing  agent  in  addition  to  those 
of  general  manager. 

J.  P.  Moore  has  been  added  as  one 
of  the  commissioners  of  the  London  & 
Port  Stanley  Railway,  London,  Ont. 
The  other  commissioners  are  Philip 
Pocock  and  F.  E.  Harley. 

Ross  Lessig  has  been  made  an  engi- 
neer at  the  power  station  of  the  Wilkes- 
Barre  &  Hazleton  Railway,  Hazleton, 
Pa.  Working  in  the  same  capacity  with 
Mr.  Lessig  is  Harry  W.  Kuhns  and  Lew 
Welliver. 

C.  F.  M.  Niles  has  succeeded  L.  S. 
Sneath  as  president  of  the  Tiffin  & 
Fostoria  Railway  successor  to  the  Tiffin, 
Postoria  &  Eastern  Electric  Ra'lway. 
Mr.  Niles  is  located  at  Toledo,  Ohio. 
He  was  formerly  treasurer  of  the  com- 
pany. 

D.  M.  Shafer,  auditor  of  the  Abilene 
(Tex.)  Traction  Company,  has  also 
taken  on  the  duties  of  secretary  and 
treasurer.  E.  A.  Short  has  succeeded 
T.  S.  Jordan  as  purchasing  agent,  and 
N.  C.  Browning  has  succeeded  C.  J. 
Neese  as  master  mechanic. 

R.  A.  Bruce  has  succeeded  F.  J.  L. 
Doyle  as  assistant  secretary  and  as- 
sistant treasurer  of  the  West  Virginia 
Utilities  Company,  and  as  auditor  and 
assistant  treasurer  of  the  Wheeling 
Public  Service  Company,  both  in  Wheel- 
ing, W.  Va. 


706 


Electric    Railway    Journal 


Vol.  61,  No.  16 


M.  D.  Baer,  for  several  years  solicit- 
ing freight  agent  for  the  Bamberger 
Electric  Railway,  Salt  Lake  City,  Utah, 
has  been  appointed  general  freight  and 
passenger  agent  for  that  company. 
Mr.  Baer  has  been  with  the  company 
in  the  traffic  department  since  June, 
1918. 

Matthew  C.  Brush,  well  known  to 
electric  railway  men  as  the  former  head 
of  the  Boston  (Mass.)  Elevated  Rail- 
way, has  resigned  as  president  of  thd 
G.  Amsink  Company,  but  will  continue 
as  chairman  of  the  board.  He  will  be 
succeeded  as  president  by  Harry  A. 
Arthur.  The  Amsink  Company  is  a 
subsidiary  of  the  American  Interna- 
tional Corporation. 

Dr.  Edward  P.  Hyde,  who  organized 
the  Nela  Researcli  Laboratories  in  1908, 
and  who  for  the  past  few  years  has 
occupied  the  position  of  director  of 
research  of  the  National  Lamp  Works 
of  the  General  Electric  Company,  has 
tendered  his  resignation  to  take  effect 
on  June  30  of  this  year.  Dr.  Hyde, 
has  decided  to  take  a  prolonged  rest 
abroad. 

Calvert  Townley,  assistant  to  presi- 
dent of  the  Westinghouse  Electric  & 
Manufacturing  Company,  has  been  re- 
elected a  vice-president  of  the  American 
Enginro'-.-i:^  Council  and  bus  been  ap- 
pointed a  member  of  its  finance  and 
public  affairs  committees.  He  has  also 
been  made  a  delegate  of  the  American 
Electric  Railway  Association  to  the 
annual  meeting  of  the  United  States 
Chamber  of  Commerce. 

Yanata  Yanaaka,  managing  director 
of  the  Osaka  Railways,  Japan,  is  on  a 
visit  to  the  United  States  in  connection 
with  the  affairs  of  his  company.  The 
electric  railways  under  Mr.  Yanaaka's 
direction  consist  of  about  50  miles  of 
interurban  lines.  His  company  is,  how- 
ever, now  interested  in  the  electrifica- 
tion of  the  steam  railroads  to  tie  its 
system  into  an  electrical  network.  He 
says  that  the  development  of  railway 
electrification  is  progressing  very  satis- 
factorily in  Japan.  Mr.  Yanaaka  re- 
cently inspected  the  works  of  the  West- 
inghouse Electric  &  Manufacturing 
Company  at  East  Pittsburgh,  studying 
especially  the  manufacture  of  electric 
railway  equipment. 

Park  W.  T.  Loy,  who  for  several  years 
has  been  in  charge  of  the  claim  work 
and  the  marketing  of  the  securities  of 
the  Potomac  Public  Service  Company, 
Hagerstown,  Md.,  has  been  made  head 
of  a  recently  created  general  welfare 
department.  In  this  capacity  he  will  be 
engaged  in  the  handling  of  the  welfare 
and  relief  work  over  the  entire  property 
of  the  company,  which  will  include 
health  and  promotion  of  employees,  ac- 
cident prevention,  first  aid  instructions, 
proper  relations  with  employees  and 
certain  public  relations.  His  duties  will 
be  closely  allied  with  the  work  of  the 
general  manager's  office  in  Wheeling. 
There,  he  will  be  the  general  man- 
ager's personal  and  general  representa- 
tive in  many  problems  which  will  come 
np  for  discussion.  R.  Paul  Smith,  gen- 
eral manager,  in  announcing  the  forma- 
tion of  this  department,  said  that  the 


rapid  expansion  of  the  Potomac  Public 
Service  Company  and  its  subsidiaries, 
was  the  reason  that  led  the  manage- 
ment to  decide  upon  the  creation  of  a 
general  welfare  department. 


Obituary 


Thomas  E.  Crossman 

Thomas  E.  Crossman,  who  served  the 
American  Electric  Railway  Association 
and  its  predecessors  as  official  stenog- 
rapher for  forty  years,  died  suddenly 
on  April  4  in  the  Congress  Hotel,  Chi- 
cago, where  he  had  gone  to  report  the 
meeting  of  the  American  Railway  Engi- 


Railway  Association,  was  the  secretary. 
Through  this  connection  he  undertook 
the  work  of  reporting  the  first  regular 
meeting  of  the  association  in  1883  at 
the  Fifth  Avenue  Hotel,  New  York,  and 
continued  to  report  the  later  meetings. 

At  the  meeting  of  the  American  Elec- 
tric Railway  Association  in  Chicago  last 
October  Chairman  George  H.  Harries, 
who  presided  at  the  sessions  on  Past- 
Presidents'  Day,  called  Mr.  Crossman 
before  the  members  and  presented  to 
him,  in  behalf  of  the  association,  a  gold 
watch  fob  stamped  with  the  emblem  of 
the  association.  In  expressing  his 
thanks  for  the  gift  Mr.  Crossman  said 
that  the  work  of  reporting  the  conven- 
tions had  never  been  a  grind  to  him, 
but  was  fascinating  to  him.  The  truth 
of  the  matter  really  was  that  the  fasci- 
nation of  the  work  dulled  him  to  the 
sense  of  fatigue  which  necessarily  is 
part  of  such  strenuous  endeavors.  If 
this  were  not  true  Mr.  Crossman  would 
have  been  more  greatly  concerned  for 
his  own  welfare  and  it  is  not  likely  that 
he  would  literally  have  died  in  harness. 
A  shrewd  observer  of  men  writing  in  the 
department  "Conventionalities"  in  the 
daily  edition  of  the  Electric  Railway. 
Journal  at  Chicago  last  fall  paid  Mr. 
Crossman  a  well-deserved  compliment 
by  saying  at  the  time  that  "Mr.  Cross- 
man  knows  more  about  this  business 
than  do  many  railway  men."  Mr.  Cross- 
man  was  sixty  years  of  age. 


Vnderwood  d  rtidnicood  Phot'j 
T.   £.   Crossman 


neering  Association.  Mr.  Crossman  was 
one  of  the  foremost  convention  report- 
ers in  America.  He  was  a  street  rail- 
way man  in  the  days  of  the  old  horse 
car  and  the  early  days  of  the  electric 
railway  and  through  that  connection 
and  his  affiliation  with  the  railway  asso- 
ciation had  a  very  wide  acquaintance 
among  electric  railway  men.  He  was 
almost  equally  well  known  to  steam 
railroad  men  through  his  long  associa- 
tion with  the  work  of  reporting  the  pro- 
ceedings of  the  American  Railway  En- 
gineering Association  and  other  steam 
railroad  bodies  and  also  with  the  oper- 
ating officials  of  the  electric  light  and 
power  companies  through  thirty-three 
years  of  reporting  the  sessions  of  the 
National  Electric  Light  Association. 

Mr.  Crossman  was  an  indefatigable 
w^orker.  His  profession,  however,  made 
extraordinary  demands  upon  his  physi- 
cal and  mental  powers.  Tom  Crossman 
thought  about  himself  last  when  he 
thought  about  himself  at  all,  and  so  it 
was  that  he  virtually  died  doing  the 
work  that  so  many  varied  interests  had 
come  to  intrust  to  his  care,  knowing 
that  the  record  which  he  made  would 
be  complete  and  that  the  rough  edges 
of  extemporaneous  speech  would  all  be 
smoothed  down  as  only  the  adept  at 
reporting  knows  how  to  do  it. 

As  has  been  indicated  previously,  Mr. 
Crossman  began  his  business  career 
with  the  Atlantic  Avenue  Railroad,  of 
which  company  W.  J.  Richardson,  the 
first  secretary  of  the  American  Electric 


Arthur  B.  Burtis,  president  and  gen- 
eral manager  of  the  Mamolith  Carbon 
Paint  Company,  Cincinnati,  manufac- 
turers of  railway  paints,  died  recently 
at  his  home  in  that  city.  Mr.  Burtis, 
who  was  seventy-five  years  old,  went 
to  Cincinnati  from  Oaks  Corner,  N.  Y., 
about  twenty-five  years  ago,  to  engage 
in  the  paint  business.  Later  he  became 
president  of  the  Mamolith  company. 

Jesse  Rankin  Wharton,  manager  of 
the  Butte  (la.)  Electric  Railway  since 
1892,  died  on  March  19,  at  the  age  of 
sixty-six.  He  was  also  a  director  in 
the  company.  Mr.  Wharton  was  prom- 
inently connected  with  al!  activities  in 
Butte,  being  known  as  the  Grand  Old 
Man  of  Butte.  In  his  management  of 
the  railway  he  had  tried  to  bring  about 
the  greatest  amount  of  efficiency  and 
service. 

W.  S.  MacFarland,  assistant  treasurer 
of  the  Lackawanna  &  Wyoming  Valley 
Railroad,  Scranton,  Pa.,  died  very  sud- 
denly in  his  office  in  Scranton,  on  April 
14.  He  was  bom  in  1870  in  New  York 
City  and  before  entering  the  railroad 
field  was  connected  with  several  indus- 
trial concerns.  In  1918  he  joined  the 
forces  of  Ford,  Bacon  &  Davis  in  New 
York  and  remained  there  for  three 
years  doing  auditing  and  other  account- 
ing work.  Mr.  MacFarland  next  served 
in  turn  with  the  Empire  State  Railroad 
and  the  Central  New  York  Southern 
Railroad,  at  Ithaca,  N.  Y.,  both  of  which 
are  under  the  management  direction  of 
Ford,  Bacon  &  Davis.  He  remained  at 
Ithaca  a  very  short  time,  and  since 
leaving  there  has  been  associated  with 
the  Lackawanna  &  Wyoming  Valley 
Railroad  at  Scranton. 


April  21,  1923 


Electric    Railway    Jou r nal 


707 


Manufactures  and  the  Markets 

News  of  and  for  Manufacturers— Market  and  Trade  Conditions 
A  Department  Open  to  Railway  s  and  Manufacturers 
for  Discussion  of  Manufacturing  and  Sales  Matters 


Air  Brake  Representatives 
Promoted 

The  Westinghouse  Air  Brake  Com- 
pany has  announced  a  number  of  new 
appointments  and  promotions  in  the 
personnel  of  its  organization. 

V.  Villette,  mechanical  expert,  Pa- 
cific district,  Westinghouse  Air  Brake 
Company,  has  been  promoted  to  repre- 
sentative, Westinghouse  Air  Brake 
Company  and  Westinghouse  Traction 
Brake  Company,  same  district 

A.  C.  Layton 


capacity  being  13,000  kva.  There  is  also 
one  32,000-sq.ft.  surface  condenser,  one 
direct-turbine-driven  Le  Blanc  air  pump, 
one  motor-driven  condensate  pump, 
one  turbine-and-gear-driven  circulating 
water  pump  and  the  necessary  switch 
equipment. 


American  Company  Gets  Part  of 
Glasgow  Contract 

At  a  meeting  of  the  Glasgow  Town 
Council  on  March  29  there  was  much 
discussion  on  a  proposal  by  the  tram- 
ways committee  that  an  order  for  about 
£4,000  worth  of  special  trackwork 
should  be  divided  among  four  firms  that 
had  submitted  tenders.  One  of  the  four 
was  the  United  States  Steel  Products 
Company  and  its  tender  was  the  lowest. 
The  other  tenders  were  from  British 
firms.  One  town  councillor  moved  that 
the  contract  should  be  awarded  to  the 
three  British  firms.  He  based  his  sug- 
gestion on  the  assertion  that  in  the 
works  of  the  American  company  the 
employees  were  not  allowed  to  be  mem- 
bers of  a  trade  union.  In  purchasing 
steel  from  America,  Britain  was  not 
only  getting  steel  but  the  blood  of  the 
working  class.  On  behalf  of  the  tram- 
ways committee  it  was  explained  that 
it  would  have  accepted  the  lowest  offer 


Westinghouse  to  Sell  Additional 
Common  Stock 

The  Westinghouse  Electric  &  Manu- 

^    ^    ^„^_ a  locomotive  engineer     facturing  Company  will  offer  $14,962,- 

on"the    Los    Angeles    Division    of    the     530  additional  common  stock  at  53  to 

Southern  Pacific,  succeeds  Mr.  Villette     preferred  and  common  stockholders  of     (the  American),  but  on  the  ground  of 

as  mechanical  expert.  record  April  16,  in  ratio  of  20  per  cent     unemployment  in  Britain  the  members 

Raymond  Boiselle,  mechanical  expert,    of   holdings.     The   net   profits    of    the     of  the  committee  thought  it  would  be 

Westinghouse  Traction  Brake  Company,     company    available    for    dividends,    for     hard  on  British  labor  to  send  the  order 

■  ■  the  fiscal  year  ended  March  31  (March 

estimated),  will  amount  to  about 
$12,000,000;  while  dividends  on  the 
shares,  including  new  issue  of  stock,  at 
rate  now  being  paid,  8  per  cent  per 
annum,  will  be  $7,182,000. 

The  directors  of  the  company  believe 


St.  Louis,  has  been  transferred  to  Wil- 
merding  as  representative,  Westing- 
house Air  Brake  Company  and  West- 
inghouse Traction  Brake  Company, 
Pittsburgh  district. 

F.   C.   Young,  industrial  representa- 
tive, Pittsburgh  district,  has  been  pro 


to  America.  The  committee,  however, 
could  not  afford  to  cut  out  the  Amer- 
ican offer  altogether  because  it  had  had 
large  quantities  of  steel  rails  from 
American  mills,  when  British  prices 
had    been  prohibitive. 

Another   amendment'  was    moved   to 


moted  to  representative,  Westinghouse  there  will  be  a   still  further  enlarge-     accept  the  lowest  offer  on  the  ground 

Air  Brake  Company  and  Westinghouse  ment    in    demand    for    the    company's     ■'    ■   ■'  ^■^  '  j  = '----  — j- 

Traction  Brake  Company,  same  district,  products,  due  to  public  attention  now 

S.  B.  Schrontz,  chief  clerk,  Pittsburgh  being    directed    toward    hydro-electric 

district   office,   has  been   appointed   in-  developments,  steam  railroad  electrifica- 

dustrial  representative,  Pittsburgh  dis-  tion,  industrial  electric   manufacturing 


trict,  assisting  Mr.  Young. 

E.  H.  Weaver,  industrial  representa- 
tive, Pittsburgh  district,  has  been  trans- 
ferred to  the  Chicago  office  as  inspec- 
tor for  the  Westinghouse  Air  Brake 
Company. 


processes,  further  development  of  ac 
tivities  in  the  radio  field,  and  a  widen- 
ing use  of  electricity  for  other  purposes. 
The  board  of  directors  has  no  present 
plans   for    substantial    enlargement    of 


that  if  Britain  ceased  importing  goods 
its  shipping  industry  would  be  ruined. 
Mr.  McWhirr,  chairman  of  the  tram- 
ways committee,  said  he  was  satisfied 
that  the  workers  of  the  American  com- 
pany were  employed  under  conditions 
that  compared  very  favorably  with 
those  of  the  workers  similarly  engaged 
in  Britain.  A  great  part  of  the  Glas- 
gow tramway  system  was  equipped  with 


plants,  but  it  has  deemed  it  advisable     rails    supplied    by    the    United    States 


New  Turbine  for  Pennsylvania 
Railroad  Electrification 

The  Pennsylvania  Railroad  has  re- 


Steel  Products  Company  and  there  was 
conclusive  evidence  of  the  value  of  the 
work  turned  out. 

The  proposal  to  accept  the  American 
tender  for  all  the  work  received  only 


to  increase  working  capital  by  making 
this  offering  of  additional  common 
stock.  It  is  explained  that  if  expecta- 
tions as  to  continuance  of  prosperous 
business  conditions  should  not  be  real- 
,        ,    ,  .,       w,><,+;„a-      ized,  the  additional  issue  of  stock  will     eighteen  votes  and  was  dropped.     On 

cently    purchased    from   tlie    Westing-  ^^^  company  in  a  favorable  posi-     a  vote  between  the  acceptance  of  the 

house  Electric  &  Manufacturing  t.om-     ^.^^  ^^  ^^^^^^^  .^^  ^  p^^  ^^^^  ^^^^^^  ^^^     ^^^^^  g^.^.^j^  ^^^^^  ^^^  ^^^  committee's 

1931,  which  become  callable  as  a  whole     proposal  dividing  the  work  between  the 
on  or  after  May  1,  1926.    The  Westing-     four  firms  the   latter  was  carried  by 
house  Company  has  $121,000,000  com- 
mon  stock  of   $50  par  authorized,  of 
which  $70,813,950  is  outstanding.   There 
is  $3,998,700  of  7  per  cent  cumulative 


pany  a  20,000-kva.  turbine  generator, 
complete  with  condensers,  auxiliaries 
and  switching  equipment.  This  unit 
will  be  installed  in  the  Long  Island  City 
power  plant,  which  supplies  power  to 
the  Pennsylvania  tunnel  and  terminal 
__    -    —         This 


000  authorized. 


St:1S^ShS2S-of  thi:     ^^^±^  outstanding  of  $4,000,- 

capacity  that  the  railroad  has  purchased 

for  this  power  house.     When  the  new 

unit  has  been  installed,  the  station  will 

contain   four   20,000-kva.   turbines   and 

one  of  the  original  8,000  kva.  units.    It 

is  the  intention  of  the  railroad  eventu- 


The 


Net  Income  Increases 

report     of     the     International 


General  Electric  Company,  Inc.,  for  the 

ally   to   replace   the   last   named   with  year   ended   Dec.   31,   1922,   shows  net 

another    20,000-kva.    machine,   making  income   of   $2,265,477,   after   expenses, 

the     final     capacity     of     the     station  interest    and    taxes,    equivalent,    after 

100  000  kva.  preferred  dividends,  to  $15.65  a  share 

Each  of  the  four  20,000-kva.  instal-  earned   on   $10,000,000   common   stock, 

lations    consist    of    one    high-pressure  This     compares     with     $1,973,072,     or 


condensing  steam  turbine  generator, 
producing  11,000-volt  power  at  25  cycles. 
This  rating  is  with  three-phase  opera- 
tion,   the    corresponding    single-phase 


$12.73  a  share,  in  1921.  The  surplus 
in  1922  after  preferred  dividends 
amounted  to  $1,565,477  against  $1,273,- 
073  in  1921. 


forty  votes  to  thirty-two. 
Metal,  Coal  and  Material  Prices 

April   17, 

Metals— New  York  1923 

Copper,  electrolytic,  cents  per  lb 16.675 

Copper  wire  base,  cents  per  lb 19.625 

Lead,  cents  per  lb ®*^9 

Zinc,  cents perlb 7.60 

Tin,  Straits,  cents  per  lb 45 .  25 

Bituminous  Coal .  f  .o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons 6.30 

Somerset  mine  run,  Boston,  net  tons 3.  375 

Pittsburgh  mine  run,  Pittsburgh,  net  tons.  .  2  00 

Franklin,  111.,  screenings,  Chicago,  net  tons  1 .  95 

Central,  111.,  screenings,  Chicago,  net  tons  1 .  575 

Kansas  screenings,  Kansas  City,  net  tons  2.625 

Materials 

Rubber-covered  wire,  N.  Y.,  No.   14,  per 

I.OOOtt 7.75 

Weatherproof  wire  base,  N.  Y. ,  cents  per  lb.  1 9 .  50 

Cement,  Chicago  net  prices,  without  bags  $2.20 

Unseed  oil  (5-bbl.  lots),  N.Y.pergal $1    195 

White  lead,  ( I  OO-lb.  kegl,  N.Y.,  cents  per  lb.  13.  375 

Turpentine,  (bbl.  lots),  N.Y.,  per  (al $  1 .  56 


708 


Electric    Railway    Journal 


Vol.  61,  No.  16 


Rolling  Stock 


Eastern  Wisconsin  Electric  Company, 
Sheboygan,  Wis.,  expects  to  purchase 
five  new  sedan  buses  which  it  is  planned 
to  have  in  operation  before  June  1. 

Warren-Jamestown  Street  Railway, 
Warren,  Pa.,  has  placed  an  order  with 
the  Kuhlman  Car  Company  for  four 
interurban  cars  of  the  latest  and  most 
approved  design  to  be  delivered  in  War- 
ren in  about  four  months.  The  length 
of  the  cars  will  be  45  ft.  over  all.  They 
will  have  a  seating  capacity  for  approx- 
imately fifty  passengers. 

Ohio  Valley  Electric  Railway,  Hunt- 
ington, W.  Va.,  has  purchased  forty  new 
steel  cars  at  an  estimated  cost  of 
$500,000.  The  cars  are  being  built  by 
the  J.  G.  Brill  Company,  Philadelphia. 
They  were  designed  especially  for 
Huntington  and  are  larger,  lighter  and 
considerably  more  comfortable  than 
those  now  in  service.  The  new  equip- 
ment is  expected  to  be  put  in  operation 
some  time  in  August.  The  cars  measure 
40  ft.  in  length  over  all  and  will  seat 
forty-eight  persons.  They  are  of  all 
steel  construction  and  entirely  modern 
in  design,  made  double  end  as  the  pres- 
ent cars  but  arranged  for  either  one- 
man  or  two-man  operation.  The  cars 
complete  will  weigh  about  17  tons,  as 
against  25  to  30  tons,  the  weight  of  the 
largest  car  now  in  service.  They  are  to 
be  equipped  with  four  35-hp.  motors 
and  air  brakes. 

San  Diego  (Calif.)  Electric  Railway 
has  ordered  from  the  American  Car 
Company  of  St.  Louis,  fifty  cars  to  be 
delivered  in  September.  They  will  cost 
$18,500  each,  or  a  total  investment  in 
new  equipment  of  nearly  $1,000,000. 
These  cars  are  of  the  latest  type,  con- 
vertible for  either  one-man  or  two-man 
operation.  They  are  double-truck  motor 
cars,  with  straight  sides,  round  ends  and 
arched  roofs.  Top  sash  stationary,  ex- 
cept four  on  each  side  to  be  pivoted. 
Seating  capacity  when  operated  with 
one  man  fifty-five,  with  two  men,  fifty- 
four.  Length  over  all,  47.5  ft.  Length 
over  dashes,  46.2  ft  Width  over  all, 
8.6i  ft.  The  doors  at  the  ends,  opening 
out,  will  be  a  new  departure  in  San 
Diego,  as  heretofore  all  the  company's 
large  cars  have  been  of  the  center 
entrance  type,  only  the  small  Birney 
safety  cars  having  the  end  entrance  and 
exit.  The  new  cars  will  be  equipped 
with  the  National  Pneumatic  Company's 
electric  pneumatic  safety  interlocking 
door  control.  The  control  is  operated 
by  push  buttons,  with  switches  for  one 
and  two  man  operation.  They  are  also 
to  be  equipped  with  Tomlinson  auto- 
matic couplers.  These  cars  will  also 
be  placed  in  the  general  service  on  the 
city  lines. 

Track  and  Roadway 

San  Francisco  -  Oakland  Terminal 
Railways,  Oakland,  Calif.,  has  started 
the  reconstruction  of  tracks  for  about 
a  mile  along  Grove  Street  in  Berkeley 


from    Berkeley   way   to   the   Alameda. 
The  cost  will  approximate  $100,000. 

Hydro-Electric  Power  Commission, 
Ontario,  Canada  will  spend  $150,000  on 
rebuilding  radial  roadbed  on  Lake 
Shore  Road,  New  Toronto,  Can. 

Madison  (Wis.)  Railways  has  an- 
nounced the  1923  budget  for  expendi- 
tures. It  includes  an  authorized  expen- 
diture of  $40,000  to  be  used  for  track 
and  line  improvement  purposes,  as  well 
as  for  additional  construction  work  and 
other  needed  improvements. 

Cleveland,  Ohio. — Traction  Commis- 
sioner Holcomb  recently  submitted  to 
the  traction  committee  in  behalf  of  the 
Cleveland  Railway  a  proposed  program 
of  improvements  to  cost  $869,807.  The 
plans  call  for  removal  of  worn-out 
tracks,  double  tracking  and  repaving 
in  all  sections  of  Cleveland. 

New  York  State  Railways,  Utica, 
N.  Y.,  will  spend  $150,000  in  improve- 
ments in  Utica.  The  James  Street  line 
will  be  extended  to  St.  Vincent  Street, 
new  tracks  will  be  laid  in  Genesee  and 
Bleecker  Streets  and  a  loop  will  be 
built  at  the  entrance  to  the  Yahnun- 
dasis  (Jolf  Club. 

Seattle,  Wash. — Repairs  to  Rainier 
Avenue  costing  more  than  $8,000  are 
said  to  have  been  necessitated  by  the 
city  street  department,  owing  to  the 
seepage  of  water  between  the  rails  of 
the  Seattle  &  Rainier  Valley  Railway. 
The  company's  right-of-way,  with  the 
exception  of  Dearborn  Street,  has  never 
been  paved,  owing  to  the  financial  con- 
dition of  the  company. 

Power  Houses,  Shops 
and  Buildings 

Louisville  (Ky.)  Railway  has  closed 
deals  whereby  it  has  secured  all  the 
property  on  Second  Street,  excepting 
one  lot,  in  the  area  in  which  interurban 
stations  will  be  erected.  The  company 
will  probably  bring  condemnation  pro- 
ceedings to  get  the  one  building,  which 
is  95  x  95  feet,  at  the  corner  of  Second 
and  Liberty  Streets. 

Wisconsin  Public  Service  Company, 
Green  Bay,  Wis.,  during  this  summer 
will  start  work  on  the  development  of 
another  large  hydro-electric  power 
plant  at  Caldron  Falls  site.  The  plant 
will  cost  approximately  $750,000  and 
will  be  located  on  the  Peshtigo  River. 
The  company  has  just  recently  com- 
pleted its  Johnson's  Falls  hydraulic  de- 
velopment, which  cost  approximately 
$700,000  to  erect. 

Public  Service  Corporation  of  New 
Jersey  expects  to  start  construction 
soon  on  a  $20,000,000  superpower  sta- 
tion. The  new  station,  which  will  add 
200,000  hp.  to  the  system's  capacity, 
will  be  built  on  the  Kearny  Meadows. 
The  power  furnished  by  the  addition 
will  be  used  for  industrial  and  domes- 
tic needs  of  northern  New  Jersey.  Mr. 
McCarter,  president  of  the  Public  Serv- 
ice Corporation,  has  stated  that  ar- 
rangements for  financing  the  enterprise 
have  been  completed. 


New  Incorporation 

San  Antonio,  Medina  Lake  &  Western 
Railway,  San  Antonio,  Tex.,  has  been 
incorporated.  Its  object  is  to  build  an 
electric  line  from  San  Antonio  to  San 
Angelo.  The  estimated  cost  is  $190,000. 
The  project  will  comprise  190  miles  of 
road  through  new  territory. 

Trade  Notes 

Nichols-Lintern  Company,  Cleveland, 
Ohio,  reports  that  the  demand  for 
N-L  car  equipment  has  been  very  good. 
Since  Jan.  1  orders  for  N-L  indicating 
signals,  sanders  and  ventilators  have 
been  exceptional.  A  continuance  of  the 
demand  is  expected  for  several  months. 

American  Insulated  Wire  &  Cable 
Company,  Chicago,  is  now  manufactur- 
ing magnet  wire,  having  begun  opera- 
tions on  April  1.  Its  products  are  sold 
under  the  trade  name  A-1  Magnet  Wire 
and  consist  of  the  following:  plain 
enameled;  single  cotton  covered;  double 
cotton  covered;  single  cotton  enameled; 
double  cotton  enameled;  single  silk  cov- 
ered; double  silk  covered;  single  silk 
enameled;  and  double  silk  enameled. 

Combustion  Engineering  Corporation, 
Ltd.,  and  the  Uehling  Instrument  (Com- 
pany have  recently  entered  into  an 
agreement  whereby  Uehling  interests 
in  the  Dominion  of  Canada  and  New- 
foundland will  be  handled  exclusively 
by  the  Combustion  Engineering  Corpo- 
ration, Ltd.,  with  principal  ofiices 
located  in  Toronto,  Montreal,  Winnipeg 
and  Vancouver.  The  Uehling  line  in- 
cludes such  fuel  economy  equipment  as 
COj  recorders,  SOj  recorders,  draft  re- 
corders, combined  barometer  and  vac- 
uum recorders,  absolute  pressure  indi- 
cators, etc. 

New  Advertising  Literature 

Hisey-Wolf  Machine  Company,  Cin- 
cinnati, Ohio,  has  issued  a  revised  bul- 
letin on  portable  electric  drills  and 
reamers.  A  reproduction  of  a  sectional 
drawing  shows  the  construction  clearly. 
Several  sizes  of  drills  and  reamers  are 
listed,  as  well  as  two  sizes  of  drilling 
stand,  or  drill  press,  in  which  the  Hisey 
drill  is  incorporated.  The  bulletin  is 
No.  106;  it  supersedes  Nos.  105-155. 

Link  Belt  Company,  Chicago  and 
Philadelphia,  has  recently  issued  a 
comprehensive  and  instructive  book, 
"Electric  Hoists  and  Overhead  Cranes." 
It  is  not  only  profusely  illustrated  with 
photographs  of  actual  installations 
showing  some  of  the  most  recent  Link- 
Belt  electric  hoist  applications,  but  with 
line  and  wash  drawings,  the  subject  of 
proper  installation  and  eflicient  opera- 
tion is  fully  covered.  Going  further 
than  the  usual  "catalog,"  Book  No.  480, 
as  it  is  known,  tells,  in  print  and  pic- 
ture, of  the  practices  and  methods  em- 
ployed by  users  in  widely  divergent 
fields. 


April  21,  1923 


Electric    Railway    Journal 


19 


IIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIi 

Transportation 

Superintendents — 

Get  in  on  this! 

The  installation  and  maintenance  of  brakes  is  a 
mechanical  department  job,  but  their  efficiency 
and  reliability  in  operation  are  of  greatest  im- 
portance to  you.  The  subject  of  brakes  deserves 
your  closest  study. 


iiiiiiiiiitiiiiiiiiiii.imiiiiiiiiiiiiiiiiiiiiim 


PEACOCK  BRAKES 

— for  quicker  stops 
— for  smoother  stops 
— for  safer  operation 

The  eccentric  chain-winding  drum  which  is  the  special  feature  of 
the  Peacock  Improved  Brake  makes  it  a  fast  as  well  as  an  unusually 
powerful  brake.  The  rapidity  with  which  it  will  bring  a  speeding 
car  to  a  dead  stop  will  be  valuable  both  in  improving  schedule  speeds 
and  preventing  accidents.  The  perfect  control  which  the  motorman 
has,  permits  of  smoother  stops.  If  you  want  better  operating  results — 
look  into  the  subject  of  better  brakes  for  your  cars. 


Peacock  Improved   12/52  Gear  Ratio  Brake 

National  Brake  Company,  Inc. 

890  EUicott  Square,  Buffalo,  N.  Y. 

Canadian  Representative :  Lyman  Tube  &  Supply  Company,  L'miteil,  Montreal,  Canada 
llllllllllllllllllllllllllllllllililllllllilililililllllilllilllllllllililllllilillllllilllli^ 


20 


Electric    Railway    Journal 


AprU  21,  1923 


1^  E/tvgiiveervs 


jForD,  SJacon  &  "5>avie 

Incorporated 

Business  Established   1894 

115  BROADWAY,  New  York 


PmLADKLPHIA 


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 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER.   MASSACHUSETTS 

RBPORTS — APPRAISALS — RATES — OPERATION — SERVICE 


Parsons,  Klapp,  Brinckerhoff  &  Douglas 


WM.  BARCLAY  FARSOS 
EUGENE   KLAPP 


B.  M.   BBINKERHOFF 
W.  J.  DOUGLAS 


Engineers — Constructors — Managers 

Hydro-electrio  Railway  Light  and  Industrial  Plants 

Appraisals  and  Reports 


CLEVELAND 
ISTO  Banna  Bide 


NEW  YORK 
84  Pine  8t 


STEVENS  &  WOOD,  Inc. 

ENGINEERS 

Design    and     Cwistructlon    of    Steam     and     Hydro-Klectric    Power    Stations, 
TransmlBBton  Lines:  Railroad  Electrification  and  Industrial  Planti. 

Beports  and  Valuations 

Management   and   Financing  of  Public  Utility   and   Industrial  Corporations. 


Mahoning  Bank  Bldg. 
Youngrstown.  Ohio 


120  Broadway 
New  York 


HEMPHILL  &  WELLS 

CONSULTING   ENGINEERS 

Gardner  P.  Wells        John  F.  Layng        Albert  W.  Hemphill 

A  PPRA  ISA  LS 

INVESTIGATIONS    COVERING 

Reorganization        Management        Operation        Constructioa 

43  Cedar  Street,  New  York  City 


THE  J.  G.  WHITE 
ENGINEERING  CORPORATION 

Engineers — Constructors 

industrial   Plants,   Buildings,   Steam   Power  Plant*,  Wata 

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  Rehabilitatioa 

Reorganization,    Operation,    Management 

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. 


Dwight  p.  Robinson  &  Company 

Incorporated 

Design  and  Construction  of 

Electric  Railwaye,  Shop;  Power  Station* 

125  East  46th  Street,  New  York 


Chicago 
Philadelphia 


Youngstown 
Los  Angeles 


Montreal 
Rio  de  Janeiro 


A.  L.  DRUM  &  COMPANY 

Consulting  and  Constructing  Engineers 

VALUATION  AND  FINANCIAL  REPORTS 

RATE  STUDIES  FOR   PRESENTATION   TO   PUBLIC  SERVICE 

COMMISSIONS 

CONSTRUCTION  AND  MANAGEMENT  OF 

ELFCTRIC  RAILWAYS 

76   West   Monroe   Street,  215  South  Broad  Street 

Chicago.    III.  Philadelphia,   Pa. 


DAY&ZIMMERMANN,Inc. 

EHGIHEER^ 

Vjfsi^n.    Construction 
7{epoHs,  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. 


Ajrril  21,  1923 


Electric    Railway    Journal 


21 


wriliniif«*»irjiifi««;ni 


"Universal"  Double-Truck   Safety  Car 


Detroit  Safety  Car 


Ft.   Wayne   Safety  Car 


Reasonable  in  initial  cost 
because  of  standardization 


Your  request 
brings    Catalog 
No.    103. 


Standardization  also  results  in  better  work  as  well  as  simpli- 
fication and  economy  of  maintenance. 

Let  our  experts  co-operate  with  you  on  your  transportation 
problems,  and  show  you  what  substantial  savings  can  be 
made  by  bringing  your  rolling  stock  up  to  the  hour. 


TKe  Birthplace  oP  the  Safety C^r" 


J.  ROWLAND  BIBBINS 

Engineer — 921  Fifteenth  St.,  Washington,  D.  C. 
TRANSPORTATION 

Complete  Transit  Surveys  and  Development  Pro- 
grams, adapting  Motor-Transport,  R.R.  Terminal  and 
City  Plans.  Traffic,  Service,  Routing,  Operation  and 
Valuation. 

EXPERIENCE  IN  20  CITIES 


Joe  R.  Ong 


Coiuulting  Transportation  Engineer 

Spmcialixing  in  Tra/Kc  Problem*  and  in  Mtthods  ta 

Improve  Serif  ice  and  Increate 

EKeiency  of  Operation 

PIQUA,  OHIO 


Andrew  Sangster  &  Company 


Consulting  Accountants 
New  York  and  Chicago 


Kate  InvMtlcatlons 
Depredation  Studies 


Consolldatlom 
Reports  to  Bankers 


25  Broadway,  New  York 


The  Most  Successful  Men  in  the  Electric  Railway 
Industry  read  the 

ELECTRIC  RAILWAY  JOURNAL 

Every  Week 


A  Single  Segment  or  a  Complete  Conunutator 

is  turned  out  with  equal  care  in  our  shops.  The  orders  we  All 
diSer  only  in  magnitude;  small  orders  command  our  utmost  care 
and  skill  just  as  do  laree  orders.  CAMERON  quality  applies  to 
every  coil  or  segment  that  we  can  make,  as  well  as  to  every 
commutator  we  build.  That's  why  so  many  electric  railway  men 
rely  absolutely  on  our  name. 

Cameron  Electrical  Mfg.  Co.,  Ansonia,  Connecticut 


KELLY,  COOKE  &  COMPANY 

Engineers 


149  BROADWAY 
NEW  YORK 


424  CHESTNUT  STREET 
PHILADELPHIA 


Byllesby 

Engineering  &  Management 

Corporation 


New  York 


208  S.  La  Salle  Street,  Chicago 


Tacoma 


THE  P.  EDWARD  WISH  SERVICE 

so  Churcli  St.  Stre€t  Kailivay  Inspection  131  SimU  M. 

NEW  YORK      DETECTIVES        BOSTON 


When  writina  the  advertiser  for  information  or 

prices,  a  mentioa  of  the  Electric  Railway 

Journal  would  be  appreciated. 


22 


Elecibic    Railway    Journal 


AprU  21,  1923 


A  Vital  Point  for  the  Reader 

of  this  Paper 


ABP  STANDARD  No.  1 

"To  consider  FIRST  the  inter- 
ests of  the  subscriber." 


EVERY  member  of  The  ABP  Inc.,  of  which  this  paper  is  onfe,  has 
subscribed  to  this  and  to  nine  other  standards  covering  every  depart- 
ment of  publishing  practice.  The  ABP  label  stands  for  all  that  is  best 
in  publishing;  the  things  which  make  a  business  paper  one  of  the  essen- 
tial working  tools  of  the  successful  business  or  professional  man. 


In  interpreting  Standard  No.  1  the 
constitution  bars  from  membership  pa- 
pers of  free  circulation,  publications 
which  are  owned  directly  or  indirectly 
by  an  association  or  an  advertiser;  and 
in  the  words  of  the  constitution  itself, 
— member  papers  "must  not  be  organs 
or  mouthpieces  of  any  house  or  combi- 
nation of  houses  to  further  its  or  their 
special  interest  as  against  the  joint  in- 
terest of  the  trade  or  class." 

This  assures  you  of  a  paper  without 
prejudice  or  bias;  one  which  must  be 
independent  of  any  consideration  other 
than  the  common  welfare  of  its  field. 

Because  such  a  paper  must  have  a 
legitimate  PAID  circulation,  its  control 
is  wholly  in  the  hands  of  the  subscribers. 
The  subscribers  determine  whether  the 


paper  shall  live  or  die  by  giving  or  with- 
holding their  subscriptions. 

This  is  not  true  of  the  paper  with  a 
circulation  controlled  by  the  ones  who 
issue  it;  which  goes  to  you  whether  or 
not  it  is  needed  or  wanted.  The  obli- 
gation of  such  a  paper  necessarily  is  to 
its  advertisers  or  whatever  interests  may 
be  back  of  it. 

The  ABP  type  of  paper  must  earn 
and  deserve  your  approval, — you  con- 
trol its  circulation,  its  life.  It  must  ren- 
der you  adequate  service;  it  must  fight 
your  just  battles;  it  must  deal  fairly  with 
every  factor  with  due  regard  to  the  rights 
of  other  factors.  Enlightened  selfishness 
justifies  the  fullest  support  of  such  a 
publication. 


Standard  No.  1  is  placed  first  because  it  IS  first  in  our  conception  of 
publishing  practice.  Everything  else  is  secondary  to  the  main  pur- 
pose of  serving  the  subscriber  with  courage  and  unswerving  fidelity. 


THE  ASSOCIATED  BUSINESS  PAPERS,  Inc 

JESSE  H.  NEAL,  Executive  Secretary 

HEADQUARTERS:  220  WEST  42nd  STREET  NEW  YORK  CITY 


April  21,  1923 


Electric    Railway    Journal 


\  23 


You  Can  Increase  Your  Effective  Power 


Of  all  the  power  developed  in  your  plant,  only 
that  which  is  available  for  production  purposes  is 
effective. 

Eighty  percent  to  ninety  percent  of  the  energy  con- 
tained in  the  coal  you  burn  is  wasted — some  by  heat 
losses,  and  a  large  portion  through  friction. 

The  fact  that  a  large  percentage  of  this  friction 
loss  is  unpreventable  merely  emphasizes  the  import- 
ance of  using  Standard  Oils  and  Greases  to  minimize 
that  part  which  can  be  prevented. 

For  instance:  In  the  cylinder  and  main  bearings, 
the  two  major  frictional  surfaces  of  a  steam  engine 
similar  to  that  illustrated,  there  is  a  large  friction  loss 
even  under  ideal  running  conditions.  In  the  average 
plant  this  loss  is  increased  by  failure  to  secure  a  correct 
lubricating  balance.*   Let  us  say  that  there  is  an  aver- 


age friction  loss  in  the  above  engine  operating  under 
the  best  of  conditions  of  10%— while  under  usual  con- 
ditions this  average  loss  is  20%.  The  difference  of 
10%  represents  what  it  is  possible  for  you  to  save 
when  you  obtain  a  lubricating  balance.* 

Many  traction  systems  are  keeping  their  preventable 
friction  losses  to  an  absolute  minimum  by  the  proper 
use  of  Standard  Lubricants.  These  oils  and  greases, 
made  from  specially  selected  crudes,  are  the  result  of 
our  experience  covering  over  one-third  of  a  century  in 
refining,  manufacturing  and  recommending  lubricants 
for  every  cor.ceivable  type  of  mechanism  operating 
under  many  different  and  difficult  conditions. 

You  will  increase  your  effective  power  and  thus 
decrease  your  production  costs,  when,  as  recommended 
by  our  lubricating  engineers,  you  use 


Standard  Oils  and  Greases 


*A  LUBRICATINQ 
BALANCE 


Too  thin  a  lubricant  produces  solid  friction — one  which  is  too  thick  pro- 
duces fluid  friction.  When  you  use  an  oil  which  will  prevent  the  former 
and  minimize  the  latter  you  have  a  lubricating  balance. 

The  Standard  Oil  Company  (Indiana)  maintains  a  corps  of  lubricating  engineers  to  help  you 
obtain  this  lubricating  balance,  so  necessary  if  you  would  decrease  your  production  costs.  They 
will  be  glad  to  recommend  the  proper  Standard  Lubricant  for  every  moving  part  in  your  plant, 
or,  for  one  machine  or  part  only. 

Our  nearest  branch  office  will  serve  you,  or  write  direct  to 


Standard   Oil  Company 

(INDIANA) 

965  S.  Michigan  Boulevard  CHICAGO,  ILL. 


24 


Electric    Railway    Journal 


April  21,  1923 


An  18  in.  Diameter  "GENUINE  OPEN  HEARTH  IRON"  Culvert 

Pipe  in  Use  on  the  Weldon-Jackson  Highway  in 

Northampton  County,  North  Carolina. 


Direct  wear  of  heavy  traffic  for  6  years  leaves 
no  mark  on  this  culvert — it's  a  NEWPORT 

The  above  illustration  shows  anything  but  an  ideal  instal- 
lation of  culvert  pipe.  However,  it  does  show  what  a 
NEWPORT  CULVERT  will  stand  under  the  most  adverse 
conditions. 

Speaking  of  cheap  installations,  the  laying  of  this  particular 
culvert  did  not  cost  more  than  10c  a  foot,  leaving  out  the 
consideration  of  breakage  that  has  to  be  figured  in  the  final 
cost,  as  well  as  replacements,  which  have  not  been  made 
to  date. 

NEWPORT  Culverts  of  "GENUINE  OPEN  HEARTH 
IRON"  are  without  equal  in  their  field. 


TrlE  N  ^GENUINE  OTEN  HEARTH  IRON/  I    CO 


"-oisiptjfe 


April  21,  1923 


Electric    Railway    Journal 


25 


A  Railroad  Man's  Experience  With 
The  Fox  Rotary  Sweeper 

"One  of  the  many  problems  confronting  operating  and  mechanical  forces  of  street  railways  is 
the  convertion  of  snow  removal  equipment  to  other  uses  during  the  spring,  summer  and  autumn 
months,  instead  of  allowing  it  to  lie  idle  as  has  been  the  case  up  to  the  advent  of  the  Fox  Rotary 
Sweeper.  The  introduction  of  this  broom,  mounted  on  an  automobile  chassis,  opens  up  new 
possibilities  in  this  direction.  Speaking  from  an  experience  of  twenty-two  years  I  would  say 
that  the  Fox  Rotary  Sweeper  has  been  a  God-s-nd  to  the  operating  departments  of  our  street 
railways." 

OUTSTANDING  FEATURES 


1.  "Flexibility  of  operation:  Can  be  operated  on 
any  paved  street,  and  will  sweep  snow,  slush  or 
sleet  from  rails  more  thoroughly  than  the  old- 
fashioned  sweeper. 

2.  Speed:  It  \vi\\  cover  a  given  distance  in  one- 
half  the  time  taken  by  an  electric  car  sweeper. 

3.  Self-contained  Motive  Power:  Its  operation 
in  sleet  or  hail  storms  is  not  affected  by  power 
failures  as  is  the  case  with  the  electric  car 
sweeper.  It  will  cover  territory  independently 
and  clear  the  right  of  way  for  the  progress  of 
cars. 

4.  Maintenance  and  Operation  Cost:  A  sav- 
ing of  one  man's  time  is  effected  in  the  operation 
of  the  Fox  Rotary  Sweeper  over  an  electric  car 
sweeper.  The  cost  per  mile  for  operating  an 
electric  car  sweeper  averages  74  2/5  cents,  while 


the   Fox   Rotary   Sweeper   can   be  operated   for 
34^  cents. 

5.  General  Utility:  The  broom  attachment  of 
the  machine  can  be  removed  from  the  chassis  in 
less  than  one  hour,  thus  converting  it  into  an 
emergency  truck  for  towing  cars,  carrying  re- 
placers  or  equipment  for  line  repairs,  etc.  The 
ease  with  which  replacements  of  rattan  are  made 
in  the  broom  of  the  Fox  Rotary  Machine  is 
worthy  of  mention,  as  compared  with  the  method 
that  has  to  be  employed  on  the  brooms  of  electric 
sweepers. 

6.  Efficiency:  The  Fox  Rotary  Snow  Broom  will 
negotiate  any  kind  of  a  street  railway  grade 
without  lessening  the  thoroughness  of  its  snow 
removal  work.  Illustrative  of  this  statement  is 
the  fact  that  when  our  electric  car  sweepers 
failed,  the  Fox  Rotary  Sweeper  successfully 
operated  and  kept  the  road  open." 


"From  actual  experience  in  snow  removal  work  on  a  fifty-mile  street  railway  during  the  winter 
of  1922-1923,  I  gladly  testify  that  the  results  achieved  by  this  machine  have  far  exceeded  the 
claims  of  the  manufacturers  for  it.  i 

It  is  an  unqualified  success." 

The  above  is  quoted  from  a  report  rendered  by  a  prominent  Street  Railway  official. 

FOX  ROTARY  SNOW  BROOM  COMPANY 

Two  Lombardy  Street,  Newark,  N.  J. 


^3Ks^s^;-«^r«s?» 


26 


Electric    Railway    Journal 


April  21,  1923 


"AJAX" 


The  practical  electric  arc  welder 
— it  works  under  railway  conditions 

Light  in  weight  and  easily  moved  about — that's  the 
first  advantage  of  the  "x\jax"  Electric  Arc  Welder. 

Its  extreme  simplicity  is  another  big  point  in  its  favor. 
It  dosen't  require  a  trained  w^elding  expert  to  use  it  and 
keep  it  in  w^orking  order.  With  it,  any  workman  of 
average  intelligence  can  learn  to  make  good  welds. 

But  above  all  else — its  high  ampere  capacity  under 
average  trolley  voltage  enables  it  to  make  deep,  strong 
welds  under  any  circumstances.  Low  voltage  results 
in  more  welding  failures  than  any  other  cause,  but  with 
the  "Ajax"  that  difficulty  is  minimized. 


Track  Grinding  Equipment  for  Every  Purpose 


"RECIPROCATING" 

The  machine  used  by  nearly  all  the  lead- 
ing electric  railway  companies  for  re- 
moving corrugations.  Many  companies 
keep  large  numbers  of  Reciprocating 
Track  Grinders  constantly  at  work,  witli 
the  result  that  car  operation  is  smoother 
and  more  quiet  and  depreciation  is 
retarded. 


"ATLAS" 

A  light,  fast  and  efficient  rail  grinder, 
especially  suitable  for  following  up  weld- 
ing operatio'ns.  jRemoves  surplus  metal 
after  welding,  and  grinds  down  to  a  long, 
smooth  approach  and  run-off  at  built-up 
joints.  Easily  derailed  to  permit  cars  to 
pass. 


"UNIVERSAL" 

A  rotary  track  grinder  for  highest  grade 
grinding.  Its  tilting  grinding  wheel 
enables  you  to  do  a  finished  job  around 
special  work,  in  grooves  and  along  gauge 
lines  of  rail.  Large  rubber-tired  derail 
wheels  for  removing  it  from  the  track. 


Railway  Track -Work  Company 

3132-48  E.  Thompson  St.,  Philadelphia,  Pa. 

30  Church  St.,  New  York 


AGENTS: 

1.  N.  Wood  Co. 

Eleitrical  Eiigineerin?  &  Mfy.  Co. 

Atlas  Railway  Supply  Co. 

P.  W.  Wood 

Eduipnient  &  En^neerins  Co. 

Boston 

Pittsbursrh 

OUleagrb 

New  Orleans 

London 

iaiBi3i3ifflffl5isi3i3iaaiaiaiai3i5iai3iaisraj5(aiffl3Mffl3i5i3isiBiSMHS^^ 


April  21,  1923 


Electric    Railway    Journal 


27 


When  did  you  have  the  last  "Pull  In"? 

If  you  can't  remember  the  last 
time  a  car  came  limping  in  with  a 
hot  box,  you're  lucky  —  or  wise! 

And  Brother  you  may  stick  a  pin  in  this: 

The  best  form  of  insurance  against  hot  boxes  is 

"Good  Oiling" 

In  other  words  a  little  care — and  just  enough  Texaco  Electric  Car  Oil. 

Our  Texaco  Lubrication  Engineers  will  be  glad  to  show  you  how  much,  or 
rather  how  little  oil  is  needed. 

The  Oils  will  talk  for  themselves,  but  in  the  meantime  let  us  say  this  about 
them : 

One  of  the  best  proofs  of  their  excellence 

is  the  number  of  properties  who  have  adopted  Texaco  Electric  Car  Oils. 


The  reasons  for  the  success  of  Texaco 
Car  Oils  on  journals,  armature  bearings 
and  axle  bearings  are  very  plain. 
They  saturate  readily  and  drain  properly 
with  various  grades  of  waste. 
They  give  equally  good  service  over  the 
widest  range  of  bearing  metals  when  ap- 
plied with  waste  pads  or  mechanical  oilers. 
They  feed  evenly  and  adequately  to  the 
rubbing  surfaces.  They  lubricate  thor- 
oughly and  prevent  glazing  of  the  waste 
or  pads. 

Texaco   Car  Oils   show   no  chemical    re- 
actions or  separation  in  use. 
They    meet    the    bearing    pressures    and 
speeds  encountered  in  the  work. 


Texaco  Electric  Car  Oils  are  manufac- 
tured in  two  grades:  one  for  summer,  one 
for  winter. 

The  proper  grade,  when  used  in  season, 
will  take  care  of  all  atmospheric  and  op- 
erating temperatures. 

Let  us  show  you  on  your  road  how  Texaco 
Car  Oils  reduce  hot  boxes,  promote  lub- 
rication efficiency,  save  oil,  save  waste, 
save  labor  and   reduce  maintenance  cost. 

You  will  like  the  way  in  which  we  go 
about  things.  And  soon  you  will  have  us 
co-operating  with  your  men  to  improve 
lubrication  all  along  the  line. 


There  is  a  Texaco  Lubricant  for  Every  Purpose 


THE  TEXAS  COMPANY 

DEPT*  R'l'  17  BATTEIOr  PLACE  -NEW  YORK  CITY 
HOUSTON  -  CHICAGO  "  NEW  TORK  " 

OFFICES  IN  PRINCIPAL  CITIES 


28 


Electric    Railway    Journal 


April  21,  1923 


April  21,  1923 


Electric    Railway    Journal 


29 


m  rr"t\ 


Sent  on  approved 


No 

advance 

remittance 

Small 

monthly 

payments 


^^^""^wTek **"'  ""'^^  STEINMETZ 

That  hour  after  dinner  or  say,  Monday  night — spend  it  with  STEINMETZ.  Read  along  with  him 
as  he  puts  before  you  his  views  on  the  theory  and  special  problems  of  electrical  engineering.  Get  the 
benefit  of  his  vast  accumulation  of  electrical  engineering  information.  Take  advantage  of  his  sug- 
gestions on  new  developments. 

gineering  are  now  available  in  this  special  library 
edition  in  a  handy  and  beautiful  form  and  bind- 
ing which  you  will  enjoy  —  and  at  a  price  a 
little  less  than  the  separate  volumes  in  ordinary 
binding. 


You  can  easily  do  so.  in  the  comfort  and  con- 
venience of  your  favorite  easy  chair.  The  new 
library  edition  of  the  STEINMETZ  books  makes 
it  possible.  The  nine  volumes  which  Dr.  Steinmetz 
has    contributed    on    the    subject    of    electrical    en- 


Keep  in  touch  with 
STEINMETZ 

You  probably  appreciate  the  value  of  the  STEINMETZ 
books.  They  have  been  called  the  foundation  of  electri- 
cal engineering  practice.  They  are  literally  the  electri- 
cal engineer's  one-foot  shelf  of  classics.  Their  recogni- 
tion is  world-wide.  In  Europe,  Japan,  South  America — 
in  every  corner  of  the  globe  they  are  accepted  standards 
and  guides. 

The  handlwok  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. 


Get  the  STEINMETZ  set 
and  the  STEINMETZ  habit 


Only  $4.00  in  10  day* 
and  $4.00  per  month 
for    8   months. 


Examine  the  books  for 
10  DAYS  FREE 

You   <-an  secure  ihe   STEINMETZ   ELECTRICAL 
ENGINEERING  LIBRARY   for    ten   days   free. 
Simply    fill    in    and   mail    the    coupon    below. 
This  will  not  oblig-ate  you  to  purchase.  You 
merely   agree   to    return    the   books,    post- 
paid, in   ten  days,  or  to  remit  ^.00  ii 
ten    days    and    S4.00    per    month    for 
eight     months.       Take     this     oppor- 
tunity   to    see    for    yourself    wha 
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 bound  library  e  ' 
tion  at  a  price  a  littl 
less    than    the    reg-- 
ular     editions 
the  books. 


30 


Electric    Railway    Journal 


April  21,  192S 


Apnl  21,  1923 


Electric    Railway    Journal 


38 


Other 

BOYERIZED 

Equipment 

Brake  Pins 
Brake  Hangers 
Brake  Levers 
Pedestal  Gibs 
Brake  Fulcrums 
Center  Bearings 
Side  Bearings 
Spring  Post  Bushings 
Spring  Posts 
Bolster  and  Transom 

Chafing  Plates 
McArthur  Turnbuckles 
Manganese  Brake 

Heads 
Manganese  Truck 

Parts 
Bushings 
Bronze  Bearings 


The  McArthur  Turnbuckle 

Lasts  longer  because  the  Boyerizing  Process 
puts  that  remarkable  toughness  into  it,  which 
withstands  the  wear  and  tear. 

More  than  that — it's  the  easiest  turnbuckle  to 
adjust,  and  has  the  surest  grip.  The  split  clamp 
construction  cannot  loosen,  once  the  little  nut  on 
the  side  has  been  tightened.  And  it  only  takes 
a  handy  monkey  wrench  to  set  it  up — there's  no 
big  lock-nut  to  jam  home. 

McArthur  Turnbuckles  make  brake  rigging 
adjustments  easy. 

Bemis'^Car  Truck  Company 

Electric  Railway  Supplies 

SPRINGFIELD,  MASS. 

Bepresentatives : 

Economy  Electric  Devices  Co.,  Old  Colony  Bldr.,  ChlcafO,  III. 
P.  P.  Bodler,  803  Monadnock  Bids..  San  Francisco.  Cal. 
W.  P.  McKenney,  54  First  Street.  Portland.  Oregon 
J.  H.  Denton,  1328  Broadway.  New  York  City,  N.  T. 
A.  W.  Arlin.  772  Pacific  Electric  Bldg-.,  Los  Angeles,  Cal. 


34 


Electric    Railway    Journal 


April  21,  1923 


A  late  model  4-cvHnder  Autocar 


"The  Sturdy  Autocar" 
Endorses  Edge  Moor 

THE  Autocar  Company,  pioneer  maker  of 
motor  trucks,  has  a  500  H.  P.  Edge  Moor 
in  its  big  plant  at  Ardmore,  Pa.  A  recent 
letter  from  the  Autocar  Company  says: 

"This  boiler  has  been  installed  for  several 
years,  and  is  giving  very  satisfactory  service. 

"We  operate  with  a  furnace  temperature  of 
2400°  F.,  a  temperature  at  top  of  first  pass  of 
950°  F.,  and  a  stack  temperature  of  425°  F., 
when  carrying  125%  of  rating  at  150  lbs. 
pressure. 

"As  the  main  purpose  of  a  boiler  is  to  absorb 
the  heat  from  the  fuel,  you  can  readily  see 
from  the  above  temperatures  that  this  Edge 
Moor  Boiler  is  acting  in  a  way  to  confirm  the 
confidence  we  had  in  it  at  the  time  we  made 
the  purchase." 

Edge  Moor  Water  Tube  Boilers  are  designed 
and  built  to  meet  the  conditions  imposed 
upon  modem  power  plants. 

The  Edge  Moor  catalogue  explains  the  im- 
portant advantages  of  this  boiler  that  have 
won  for  it  the  preference  of  industrial  leaders. 
Your  request  will  bring  a  copy  promptly. 

EDGE   MOOR    IRON    COMPANY 

Established  1868 
EDGE  MOOR,  DELAWARE 

New  York        Chicago         St.  Paul         Boston         Pittsburgh         Charlotte 


The  sturdy 

'Autocar 

Wherever  there's  a  road 


SOO  H.  p.  Edge  Moor  Boiler  with  Detroit  /&, 
stoker  in  the  Autocar  plant  at  Ardmore.  ICSA 


EdgeMqor 


OILERS 


m  is-ox*. 


k^l^%^^ 


z^mw.^sm.s 


i^ 


April  21,  1923 


Electric    Railway    Journal 


35 


^^ 


C^ 


1*« 


CONSOLIDATED  ELECTRIC  HEATERS 

have  been  installed  in  approximately  50,000  cars 
for  city,  interurban,  elevated  and  subway  service. 


Why? 


Because  Consolidated  Electric  Heaters  are  de- 
signed to  meet  the  ideals  of  maximum  service, 
minimum  cost  of  maintenance,  light  weight, 
compactness,  safety  and  comfort. 

Consolidated  construction  is  the  result  of  careful 
study  of  the  best  materials  for  heating  elements, 
the  most  effective  temperature  at  which  the  coils 
should  operate,  the  proper  placing  of  coils  and 
arrangement  oi  air  openings  to  secure  the  best 
results,  so  that  in  the  highest  degree  these  heat- 
ers fulfill  all  theoretical  as  well  as  practical  re- 
quirements. 

Types  for  all  forms  of  installation. 

TRUSS  PLANK  HEATERS 

GROSS  SEAT  HEATERS 

PANEL  HEATERS 

CAB  HEATERS 

Consolidated  Electric  Heaters  and  Consolidated  Visible 
Thermostats  make  the  ideal  car  heating  equipment. 

30  years'  experience  in  heating  has  enabled  us 
to  collect  a  vast  amount  of  data  on  car  heating 
costs  which  we  are  glad  to  place  at  your  service. 
Write  us. 


mmim 


// 


i/ 


// 


CONSOLIDATED 


CAR-HEATING  CO. 


New  York 


Albany,  N.  Y. 


Chicago 


36 


Electric    Railway    Journal 


April  21,  192S 


cnb   qnb   CP 


Leading  Life-Saving  Equipment 


Providence  Fenders 

For  many  years  standard  equip- 
ment for  leading  suburban  and 
interurban  electric  railway  lines 
in  America  and  abroad.  An  inex- 
pensive and  efficient  protection 
against  fatal  accidents. 


H.  B.  Life  Guards 

With  our  latest  improved  type  all- 
metal  basket,  H.  B.  Life  Guards 
for  city  cars  offer  adequate  pro- 
tection against  accidents  with 
minimum  maintenance  costs. 


Insist  on  Fending  Equipment  Manufactured  by 

THE  CONSOLIDATED  CAR  FENDER  COMPANY 

PROVIDENCE,  R.  I. 
General  Sale.  Agents  :WENDELL    &    MACDUFFIE   CO.,110  East  42nd  St.,  N.  Y. 


5  Vfi  aQs  cf  ^flf 


April  21,  1923 


EiiEQTEic    Railway    Journal 


37 


PROTECTION 


J.  ...-ajeaiiaisia;:^5is^a:{ 


ERVICE 


VULCABESTG 


NOARK 

Fuses 

Clips 
Cutout  Bases 
Service  Boxes 

N.  £.  C.  Standard 


The  finest  lamp 
is  inefficient 
in  a  dusty  shade 

Even  a  high  power  lamp  may 
give  poor  light  if  you  cover  it  with 
a  dusty  shade.  But  it  is  not  the  fault 
of  the  lamp. 

Quality  fuses,  too,  cannot  afford 
your  circuits  the  fullest  protection 
—if  you  mount  those  fuses  in  faulty 
clips  or  cutout  bases. 

NOARK  Fuses  assure  users  the 
utmost  protection  fuse  quality  can 
give.  But  they  give  still  better  ser- 
vice when  mounted  in  NOARK 
Fuse  Clips  or  NOARK  Cutout 
Bases. 


NEW  YORK 
41  East  42nd  St. 

ST.  LOUIS 
Boatmen's  Bank  Bldg. 


BOSTON  (9) 
161  Summer  St. 

CLEVELAND 
Engineers'  Bldg. 


:  .V^rt»'.*»«.«»WW«.?"'*-^ 


THE 

JOHNS-PRATT  COMPANY 

Hartford,  Conn. 


^^ 


CHICAGO 

35  So.  Desplaines  St. 

PITTSBURGH 
Bessemer  Bldg. 

ji.M^PPWiWwi.iiiwiijumii 


SAN  FRANCISCO 
Call  Building 

PHILADELPHIA 

Franklin  Trust  Bldg. 


38 


Electric    Railway    Journai, 


AprU  21,  1923 


Micrometer   Tests 

on  the  trolley  wire 
showed  no  appreciable  Wear 

MILLER 

Trolley  Shoes 

reduce  line  costs 

After  installing  Miller  Trolley  Shoes,  the  officials 
of  the  Portland-Lewiston  Interurban  began  a  little 
quiet  checking  up  of  wear  on  their  4/0  trolley.  And 
this  is  what  they  found  in  four  months — three  places 
with  a  wear  of  less  than  .001  inch  and  at  all  the 
rest  no  wear  could  be  noted. 

Miller  Trolley  Shoes  actually  cut  line  costs  materi- 
ally. They  wear  the  wire  less,  if  anything,  than 
wheels  and  do  not  cause  the  numerous  line  breaks 
that  occur  when  ordinary^  trolley  wheels  leave  the 
wire. 

Try  them  for  yourself 

Miller  Trolley  Shoe  Co. 

Boston-21,  Mass. 

Western   Representative:   L.    E.    GOULD 
1590  Old  Colony  BIdg.,  Chicago 


April  21,  1923 


Electric    Railway    Journal 


39 


iiilfe 


On  the 

W.,B.&A. 


Beckwith-Qiandler 

Paints  and  Varnishes 

It  means  something  when  a  road  like  the  Washing- 
ton, Baltimore  and  Annapolis  Electric  Railroad 
Company  uses  our  roof  paint,  truck  black,  and  inside 
varnishes.  It  is  also  significant  that  they  permit 
us  to  use  their  name  and  pictures  of  their  painting 
operations  in  this  connection. 

It  all  means  that  they  have  thoroughly  tested  these 
products  from  the  point  of  view  of  satisfactory  serv- 
ice and  economy,  and  find  that  they  meet  the  require- 
ments. 

Beckwith-Chandler  Car  Finishes  are  made  of  highest 
quality  ingredients,  properly  compounded  for  the 
particular  service  they  are  to  undergo.  They  are 
used  by  many  of  the  largest  steam  and  electric  roads 
in  the  country,  roads  on  which  the  character  of  car 
finishes  is  considered  of  vital  importance  in  making 
the  service  attractive  to  passengers. 

If^riie  for  further  information. 

The  Beckwith-Chandler  Company 
203  Emmett  St.,  Newark,  N.  J. 

320  Fifth  Ave.,  New  York 


ES 

^RTATION 


40 


Electkic    Railway    Journal 


April  21,  1923 


PuU  out  rope, 
Remove  oil  hole 
plug.  Insert  oil 
can  spout  and  fill 
oil    reservoir. 
Mo  need  to 
remove    the 
retriever    from 
car  or  take  apart. 

This  *'Phantom'* 
Picture  Shows 
How  It*s  Done. 


Two  Big  Factors  in 

Efficient  and  Economical 

Car  Maintenance 

The  No.  5  KnuUon  Trolley  Retriever  and  the 
Simplex  No.  3  Trolley  Base  have  been  the  atand- 
ards  of  high  speed  roads  for  many  years  because 
of  their  greater  efficiency  and  durability  and  low 
maintenance  cost. 

They  are  also  extensively  used  in  city  service  for 
the  same  reasons. 

Our  new  lubricating  feature  (see  "phantom"  view 
above)  still  further  increases  the  efficiency  and 
decreases  the  maintenance  cost  of  the  Knutson 
Retriever. 

The  Simplex  No.  3  Base  is  the  only  base  with  roller 
bearings  in  both  center  and  side  swivels  and  the 
only  base  THAT  NEVER   NEEDS  LUBRICATING. 

Write  for  full  information  and  prices. 

THE  TROLLEY  SUPPLY  COMPANY 

Specialists  for  Over  20  Years 

Massillon,  Ohio 


The  Only 
All  Steel  Base 
on  the  Market 

Never  Needs 
Lubricating 


April  21,  1923 


Electric    Railway    Journal 


41 


For  Heavy  Loads 
and  Hard 
Service 


In  Standard  and 

Self-Aligningr 
Types 


Heavy-duty     units 
built  to  the  highest 
standards    of    preci 
sion;    affording   maxi- 
mum   serviceability    uu' 
der     conditions     involving 
heavy  loads,  shocks,  jars  and 
vibrations;     opening    up    new 
avenues  to  power  saving  and  re- 
duced up-keep  costs;  built  in  both 
standard     and     self-aligning     types 


Our  engineers  will 
welcome  an  oppor- 
tunity to  work  w^ith 
yours,   in  the  applica- 
tion of  these  high-duty, 
X  high-precision  bearings  to 

'^         electric    railway    equipment 
with  a  view^  to  securing  maxi- 
mum anti-friction  efficiency,  min- 
imum maintenance  costs,  and 
continuity  of  service. 


jflinablc  /Ivenuc 


p«p^HT  WW  Mmmmm 

Lvnq  Island  City  New  York 


Manufacturers  of  "NORfflfl"  Precis:on  Bali  Bearings 


42 


Electric    Railway    Journal 


April  21,  1923 


Bates  Steel  Poles 


u*r 


Will 
Help 
Sell 

Your  Securities 


Use  Bates  Steel  Poles  with  your  other 
first-class  equipment  and  the  whole  instal- 
lation will  be  permanent  and  an  induce- 
ment for  your  security  buyers. 

Bates  Pole  installations  are  easily  main- 
tained. All  surfaces  are  exterior,  therefore 
are  quickly  and  cheaply  painted.  Bates 
Pole  prices  are  surprisingly  low. 


ates  ISbanded^l  teel 


russ 


0. 


ILLINOIS  MERCHANTS  BANK  BLDG.. 
CHICAGO,  ILL. 

Have  you  your  Bates  Treatise  on 
Steel  Poles? 


•-    \ 


m^^m 


3iimniuiiHiiiiiiiiMiiiiiiiiiHiMiiiniiiinniiiniiiniiiiiiniiiuuiiiiiuiinMinMiiiMiiiiniiiiiMiiniiiniiMiiiMiiniiiiiMniiiiniiiuiiuiininiiinitiiiiiiMiu 

I   PAGE-ARMCO    I 

STRAND  WIRE     I 


WIRE  corrodes  on  account 
of  chemical  and  physical 
dififerences  within  the  metal. 

Page-Armco  Strand  is  produced 
from  Armco  Ingot  Iron  (99.84% 
pure)  free  from  segregations 
which  would  tend  to  invite  cor- 
rosion. 


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  messenger  strand,  guy  wire 
or  strand,  telephone  wire  or 
strand,  trolley  span  wire,  ground 
wire  or  strand,  telegraph  wire, 
and  as  power  transmission  con- 
ductors. 


PAGE  STEEL  AND  WIRE  CO. 

Bridgeport,  Conn. 


Chicago 


New  York 


Bods- 


^liiiiiriiiiiitiiiiiiiiiiiiiiiriiiKiiiiimiimiiiiiimimti 


DISTRICT   S.\LES  OFFICES: 

Pittsburgh  Portland.   Ore. 

MAN'LF\CTUKERS    OP: 
■Armro  Ingot  Iron  and  Special  Analysis  Ste«l3. 
Wire — Plain   and  Galvanized — S[>rlng.  Ilop«,   T^e- 
phone.    Telegraph.    Bwid.    Strand.    Oxy- Acetylene 
and  KIcctric  Welding  Wire. 

Fence — Woven  Wire  for  Farm  and  Railway  Right 
nf  Way,  Wire  Link  Protection  for  Industrial 
'"Rn(3.  I^wns,  Schools  and  Estates,  and  Factory 
Partitions. 


iiiiiiriiiriiiniiiK liiiiiiiimiuMiniimimiiiiiimiiiiiiiiiiiiiiuiiiiiiiiniiiniiiiiiiiimniiiiiiiiiiHiimiiimiiiimifliiiii 


San    Francisco 


INGOT  IRON 


April  21,  1923 


Electric    Railway    Journal 


43 


DRE^V 

^^ 

Other  Drew 
Products 

Complete  Line  Direct 

Suspension  and 

Catenary   Material 

Reclaiming   P p  1  e 

Sleeves 
Pipe   Insulators 
Third  Rail  Insulators 
HighTension 

Porcelain 
Motorman's     Safety 

Mirror 
Pole  Line    Hardware 
Linemen's  Tools 
Bronze  Castings 


This  Drew  Cushion  Ear 


Prevents  Hard  Spots 


The  simple  and  effective  protection  of  the 
wire  at  the  center  section  of  this  cushion 
ear  ends  the  destruction  and  trouble  so 
often  developing  from  hammer  blows  of 
the  trolley.  Flexible  construction  that 
cushions  the  blow  from  the  trolley  length- 
ens wire  life,  prevents  arcing,  and  saves 
money. 

In  the  center  of  the  Drew  cushion  ear 
•^he  grove  is  hollowed  out  \  in.  deeper  than 
at  the  ends  of  the  ear.    There  is  no  pound- 


ing of  the  wire  at  the  center  of  the  ear. 
for  the  wire  is  gradually  driven  up  into 
this  hollow,  and  the  lips  of  the  ear  clinched 
over  the  wire.  Wear  on  the  wire  at  this 
critical  point  does  not  begin  until  all  of 
this  extra  space  at  the  center  of  the  ear 
has  been  used.  In  actual  use  the  clinching 
action  of  the  wheel  saves  the  wire  for  a 
remarkably  long  time. 

Complete  description  and  price  will  be 
sent  on  request. 


rew  lleeiric  ^nli  i( 


CLEVELAND,  OH  lO. 


ANDERSON    LINE    MATERIAL 

with 

Aetna     Insulation 

For  over  twenty  years,  Anderson  Line  Material 
has  been  a  leader  in  the  field  because  of  its  em- 
inently satisfactory  and  long  service.  Aetna  In- 
sulation has  helped  to  make  this  reputation  for  it. 

Aetna  Insulation  is  our  own  special  compound. 
Developed  years  ago,  it  has  continued  ever  since 
to  meet  the  exacting  requirements  of  electric  rail- 
road line  service. 

— Let  us  send  our  catalog — 


TRADE 


Albert  &  J.  M.  Anderson  Mfg.  Co. 


EatablUhed  1877 


289-293  A  St.,  Boston,  Msiss. 


Branches — New  York,  135  Bro.idway.  Philadelphia.  429  Real 
Estate  Trust  Bldg.  Chieafo.  105  So.  Dearborn  St.  London. 
E.  C.  4,  38-39  Upper  Thames  St. 


Res.  U.S.  Pat.  Off, 


a.EOUTBREO 


44 


Electric    Railway    Journal 


April  21,  192S 


Service  at  Rush  Hours 

with  Globe  Fare  Tickets 

People  buy  Fare  Tickets  in  books  or  strips 
so  as  to  avoid  the  necessity  of  carrying  small 
change.  And  after  having  bought  the 
tickets,  the  average  individual  will  ride 
more  frequently  because  he  finds  it  easier 
to  spend  tickets  than  cash. 

Tickets  are  easily  collected,  and  by  using 
them  much  of  the  delay  caused  by  making 
change  may  be  avoided.  Thus  the  ticket 
idea  helps  you  to  give  the  public  better 
service,  even  at  rush  hours. 

Service  attracts  patrons.  Tickets  encourage 
riding.  These  tw^o  forces  together  help 
materially  in  building  business. 

Globe  Ticket  Company,  116  N.  12th  Street,  Philadelphia,  Pa. 


Los  Angeles 


New   York 


San  Francisco 


10  seconds  to  change  wheels! 

BAYONET 

Detachable  Trolley  Harps 


Trolley  wheel  mileage  can  be  increased  and 
service  interruptions  reduced  when  Bayonet 
Trolley  Harps  are  used.  They  permit  re- 
moval of  wheel  and  harp  for  inspection, 
lubrication,  adjustment  or  repair.  The 
change  is  made  in  a  fraction  of  a  minute — 
no  tools  needed. 

With  Bayonet  Detachable  Harps,  there  is 
no  need  or  incentive  for  running  a  wheel 
which  needs  some  minor  repair.  That's  the 
kind  of  business  which  shortens  the  life  of 
equipment.  Bayonet  Equipment  helps  you 
to  prolong  its  life. 


Wheels 

Sleet  Cutters 

Bases  with  Detachable  Pole  Clamps 


Bayonet  Trolley  Harp  Co.,  Springfield,  Ohio 


April  21,  1923 


Electric    Railway    Journal 


45 


J- 


Painting 

with  the — 

i       Dayton 

Air  Brush 


■  ■:'^^^§^M^i^MSS^^^^^-^' 


Not  only  rough  work,  but  the  whole  job  of  painting,  enameling 
varnishing  the  ear  can  be  done  with  the  Dayton  Air  Brush,  with 
a  saving  of  time  and  of  labor  costs  that  will  make  a  real  show- 
ing in  the  annual  expense  of  maintaining  passenger  cars  and  all 
rolling  stock. 

Dayton  Air  Brushes  do  a  finished  job,  and  do  it  economically. 
They  do  not  waste  material — the  work  can  be  done  out  in  the 
shop  without  any  screen  or  booth. 

Write  for  details  and  prices. 

The  Dayton  Air  Brush  Company 

17    Maryland   Avenue,    Dayton,    Ohio 


Handles  all  materi- 
als from  the  lightest 
disinfectant  to  the 
heaviest  leads  and 
oils  without  special 
preparation. 


■V. 


Manufacturers  of 

EDWARDS 

Window  Fixtures 

Metal  Stop  Casings 

All  Metal  Sash  Balances 

Railway  Devices 

Top,  Bottom  and  Side 

Weather  Stripping 

Metal  Extension  Platform 

Trap  Doors 

Send  for  samples 


On  Twenty 

New  Gars  of  San  Francisco 
Municipal  Railway 


Another  indication  of  the  wide-spread  appli- 
cation of  our  equipment  is  found  in  the  use  of 
Edwards  trap  doors  on  the  unique  type  of  car 
illustrated  above.  Edwards  trap  door  and 
sash  fixtures  have  been  specified  by  leading 
steam  and  electric  railways  for  many  years. 

Send  for  our  illustrated  catalogues 

THE  O.M.EDWARDS  COMPANY,  Inc. 

Executive  Offices  and  Factory 

Syracuse,  New  York,  U.  S.  A. 

New  York,  N.  Y.  Chicago,  III. 

Canadian  Repreiientative:  Lyman  Tnbe  &  Snppljr  Co.,  Toronto  and  Montreal 


46                                                     ElectricRailwayJournal 
::imiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii::  ="""' "'" *""""" 


April  21,  1923 


tuuiiwiiiiiiiiiuiriiiiniitiiiiiiininiiriniiniiitiiiiiiiitiiiiiiimiiiiiiiiiiuiiiiitiiiitimiiiiiiiiiiiir 


Ingomyama 

Lions  {ingomyama)  and  vendors  of 
cheap  motor  brushes  have  something  in 
common. 

They  are  great  goat-getters. 

Generally  speaking,  our  sympathies  do 
not  go  to  the  goat  except  when  he  be- 
longs to  an  operator. 

Then  our  hat  goes  into  the  ring. 

There  are  only  a  few  good  brands  of 
motor  brushes  and  only  one  Morganite 
method  of  prescribing  to  fit  the  motor's 
need. 

Let  your  goat  gambol  in  this  safe  pre- 
scribed area.  It's  time  to  stop  gambling 
with  its  safety — you  said  it! 


Main  Office  and  Factory: 
SI 9  West  38th  Street,  New  York 

DISTRICT   ENGINEERS   AND  AGENTS: 


Nine  Times  Out 
of  Ten 

The  quality  of  Electric  Traction  Service 
is  in  direct  proportion  to  the  quality  of 
the  equipment  employed. 


;3<*s-.-X* 


If  you  are  not  using  Nuttall  BP  Helical 
Gears  and  Pinions,  you  have  a  way  to  a 
vast  improvement  in  your  equipment, 
and  an  inevitable  improvement  in  your 
service. 

If  you  are  not  using  the  New  Nuttall 

13-E     trolley     base    you  cannot    only 

improve  but  can  perfect  that  part  of 
your  equipment. 

Every  improvement  in  equipment  brings 
a  corresponding  improvement  in  service, 
and  every  improvement  in  service  shows 
instantly  in  more  dollars  and  cents. 

Let  us  send  you  our  literature 
on  the  two  sure  money  makers. 

RJ).NUTTALL  COMPANY 

PmSBURGH*;  PENNSYLVANIA 


;  Electric  Power  Equipment  Corp., 
13th  and  Wood  Sts..  Phila- 
delphia 

:  Electrical  Eoglneerlng  &  Mfg. 
Co.,  909  Pwm.  Ave..  Pitta- 
burgh 

;  J.  F.  Drummey,  75  Pleasant 
St.,    Revere.    Massachusetts 

;  W.  B.  Hendey  Co.,  Hoge  BIdg., 
Seattle 


Special  Service  Sales  Co.,  20*J  : 
Russ  Bldg.,  San  Francisco,  I 
California  : 

Special    Sen'ice    Sate«    Company,  I 

502  Delu  Bldg..  Los  Angeles; 
Railway    &    Power    Engineering  I 

Corporation,    Ltd.,     131    East-  ! 

ern     ,\ve.,    Toronto,    Ontario,  ! 

-Seatllo  : 


nkuiiiiiiiiiimimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuitiiiimiiiiiiiiiiiitiiiiiiiiiiiii 


I  All    Westinghouse    Electric     &     Mfg.    Co. 

=  District  Offices  are   Sales  Representatives 

I  in  the  United  States  for  the  Nuttall  Elec-  I 

I  trie  Railway  and  Mine  Haulage  Products.  = 

=  In   Canada:   Lyman   Tube   &   Supply   Co.,  • 

=  Ltd.,  Montreal  and  Toronto.  I 

-ilillilliiiiiiiiillHiiiiiiiiiiiiiiiiiiiiuiiiiiiiiuiiiiMliiiiit Ml iiiiiiiiiiiiiiniimiiniiiiiiinitiiriiiiii iim iiiiiiiiiiiiiiii^J 


Electric    Railway    Journal 


I 


47 


The 

COLUMBIA 

Commutators 


— are  made  in  any  size  and  of  the 
best  material. 


3313  Atlantic  Ave.,  Brooklyn, 


N.  Y. 


l^iiniiniHiiHniiiiiuiiiuniiiuiiMiiiiiiiiniuiiiiiiiuMiiMiiiiiuiniiiiiiiiiiiiiiMiiiiiJiinuuiiuniiiiiiniiiiiuiiiiiintiiiuiiiruiuiniMnuiiiuiuiiiiMUMiiiniMiiiiiMi^ 


C^^^^^_^  ""i^  j^   \^^y^<x^. 


Our 

Name 


Even  when  greasy  you  can  tell  "Tool  Steel"  by  the  groove. 

The  Tool  Steel 
Gear  and  Pinion  Co. 

CINCINNATI,  O. 

^'«»«« iiiiiiiiiimiiiniiniiimiimiin iraiiiiiiitniiniiimiiiiiimiiii miiiiiii ii i iiiiiiiiiiunii iimiini iiiiiiiinimimiiiniiiiiiiiimimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiii iiiiiiii iiiiiiiiiiiiiiiimimiiiimHii 


48 


Electric    Railway    journal 


April  21,  1923 


Root  All  Spring  Steel  Life  Guard 


The  most  perfect  working  guard 
on  the  market 

Costs  no  more 

Abundant   references   gladly   furnished   to 

verify  the  above  claims. 
Play  Safe!     Any  guard  that  gives  unsatis- 
factory performance  is  expensive  at  any 
„,„-  price. 

Do  not  compare  this  guard  with  the  so-called  H-B. 

SPECIFY  ROOT  ALL  SPRING  STEEL  LIFE  GUARDS 

on  your  cars 

The  ROOT  SNOW  SCRAPER  has 
solved  the  problem  of  removing  snow 
from  the  tracks  and  keeping  the  cars  on 
time. 

The  scraper  shown  here  is  our  No.  7  for 
either  hand  or  air  operation. 

"It  Never  Fails  to  Clean  the  Rails" 

ROOT  SPRING  SCRAPER  CO.,  KALAMAZOO,  MICH. 


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  particular*  in  connection  with  our  type*  A,  B  ft  C 
adju*ter*  made  for  everjr  (tyle  of  car  truck. 

GOULD  COUPLER  CX)MPANY 

30  East  42nd  St.,  New  York  City  Works:  Depew,  N.  Y.  The  Rookery,  Chicago,  III. 

llllllHimWHilltHflllilllllillllllllllllllHIIIIIIIIIilllllllllllllllllllH 


April  21,  1923 


Electric    Railway    Journal 


49 


iRyiNGSui^i^ 


For  Safety  and  Service 


Ijpm  TRADEMARK  -p^ 
rvingSafsteP 
(PATENTED)  m^^         REG.U  SPAT  OFF.  Jl 

ABSOLUTELY    NON- SLIPPING  ALWAYS 


A  service  based  upon  the  convenience 
and  safety  of  passengers  needs  this  car 
safstep.  Its  non-slipping  quality  is 
permanently  inherent  in  its  structure  — 
not  dependent  upon  mats  or  lead  or 
abrasive  insets.  I  ts  narrow  steel  members 
grip  the  foot  even  when  worn  smooth. 
And  the  safstep  is  an  open  step  —  dust 
and  dirt  fall  through,  are  not  tracked 
into  the  car.  Yet  the  mesh  is  so  small 
that  canes  or  crutches  cannot  go  through. 
Safstep  equipment  means  speed  and 
safety  for  passengers  getting  on  and  off. 
Write  for  Catalog  3A28. 


Irving  Ironworks  CO. 

LONG  ISLAND  City.  N.Y.,  U.S.A. 

MANUFACTURERS  OF 

„  ^"     TRADEMARK  ^    A 

RVINGSUBWAf 

(PATENTED)  ■■■#  REG.U.S.PAT.OFF.         *1 

THE  FIREPROOF  VENTILATING  FLOORING 


MOORE  RAPID 

TECTROMELT  Furnaces 

for 
RAILWAY  REPAIR  SHOPS 

The  Lehigh  Valley  Transit  Co. 
have  been  operating  a  'Lectro- 
melt  Furnace  for  over  two 
years  making — Alloy-Steel  Car 
Wheels — Brake  Shoe  Heads — 
Rail  Separators — Car  Replacers 
— Tie  Plates,  etc.,  etc.,  etc. 

Have  you  considered  the  'Lectro- 
melt  Furnace  in  your  shop,  for 
controlling  the  cost  and  quality 
of  your  castings,  as  well  as  mak- 
ing them  when  they  are  needed? 

Let  us  tell  you  what  it  will 
cost  to  make  castings,  using 
your  scrap  and  power. 

PITTSBURGH  ELECTRIC 
FURNACE  CORPORATION 

Largest  Makers  of  Arc  Furnaces  in  the  World 

Pittsburgh,  Pa. 

Offices  in  All  Principal  Cities 


60  ElectricRailwayJournal  April  21,  1923 

giiMiiiiitiHiiiiiiiiiiuiitiiiimiiiiiiiiMinMiiitMiHiiiiiiiiniMiiiMHiiniitiiriiiniiiHiiiMiiiiniiiiiiiiiiiiiiiiiiiniiiiiniiimiiiuim  ||iinitiiiiniiinniiiiiiniiiiiiuuiiiiiiiiiiiMiimiiiiiiiiimiiiuiiiiimiiMiimiitiiiMiitiiiiiiiimiiuiiiiuiiiiiiiiiuiiim 


The  Baker 

Wood  Preserving  Company 
CREOSOTERS 

Washington  Court  House,  Ohio 


Cross  Ties 
Lumber 


Bridge  Timbers 

Posts 
Piling 

Treated  and  Untreated 


We  solicit  your  inquiries 


Drip  Points  for 
Added  Efficiency 

They  prevent  creopin^  moisture  and  Quiokly  di-ain  the  petti- 
coat in  wet  weather,  keeping  the  inner  area  dry. 


Creosoting    Plant    located 
Washington  Court  House,  Ohio 
On — Penna.  R.R.,  B.  &  O.  R.R.,  D.  T. 

Operating    Mills    in    Southern    Ohio 


I       I 


The  Above  Insulator — No.  72 — Voltages 
Wet  31.400.  IJne  10.000. 


-Test— Dry  64.000 


&  I.  R.R. 


Our  engineers  are  always  ready  to  help  you   on   your  g'lags 
insulator  problem.     Write  for  catalog. 


Hemingray  Glass  Company 

Muncie,  Ind. 

Est.   1848 — Inc.   1870 


^tliHllilitrilliiiiiiiriluriMiiiiiiiiit(llilllllitliiiiiii:iiliiiiiiliriiiiiiiiiiniiiiiiiiiiiiiiiiiliiillMillliiiriiiiHiriiiiiMiiiiiriMitiririiiiilll)tiiiiie      'VHiiiiiniimiiiiiiMiiiiiimii.nitMiiiMiiiiiiiiiiiiiiiiiiiiitiiitiiiiiiiiiiiiiriiiNiiitiiiiiiiMiiiiii>itilifmfmMMmiimniiiiiiiiii>niimiiiw 
Siitiiiiiiiiiiiimiiiiiiur till iiiiiiiiiiiitiiiiiiiiiiiiiitiiiiiiiniiitiiii.iiiiiiiiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii i iiiiift  ^     viiiiiiiiiiimiiiiiiiMimiiHiiiiiiiHiiiiiiMiiitiiiiiiniiHiiiiiiiiiiiiiiiniiitiiiiiiiiiiitiiiiiiniiiiiiiniiMMi iiHiiiiiiiiiiiiiiiiiitiiiiiiiuiiiir 


TRUCK  WITH  TOWER  IN  RUNNING  POSITION 

This  3-Section 

TRENTON  TOWER 

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 
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. 

iiiiiHiHumHuiiiiiimiiMiiiiiiiiiiiiiiiiiitniiiMiiiiiiiiHiiiiiiiiiiiuMiiNhiiiimiiiimimniiiiiiiiiiiiiimHiimiiiitiii 


American 
Rail  Bonds 


CROWN 

UNITED  STATES 
TWIN  TERMINAL 
SOLDER 
TRIPLEX 

Arc  Weld  and  Flame  Weld 

Send  for  new 
Rail  Bond  Book 


American  Steel  &  Wire 
NBWYORK  Company 


HIIIIDli 


iniiintiimimiiiiiiHimitiiMi 


MiiifliiiiiiiiiiiiimiimiiRiiiiimiiiiiiiiiiiimiiiiiiiiiiiittyiiimiiiiiiiiiiiimiiiiniiR 


April  21,  1923 


Electric    Railway    Journal 


51 


3HUiiiiiiiiiiihiiiiiiiiMnMiinMiiiMiiiniiiniiininniMii:iiiiiiiiiniiuiiiNiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiuiiiiiiiii)iiiiHiiiniiii^      sn 

^  AMELECTRIC  PRODUCTS  | 

BARE  COPPER  WIRE  AND  CABLE  | 
TROLLEY  WIRE  I 


SlllllirillllllHIIIIIIIlllllllllllllllllllllHIIIIIIHIIIilllllllllllHIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIimilHIIIUHIIIIIIimilltlllHIHIIIIII 


E  wmi 


BARE  AND  INSULATED 


Bee:,  n.  S.  Pat.  Office 


Incandescent  Lamp  Cord 


WEATHERPROOF   WIRE 
AND   CABLE 

PAPER  INSULATED 
UNDERGROUND    CABLE 

MAGNETIC    WIRE 


I           AMERICAN  ELECTRICAL  WORKS  I 

I                                    PHILLIPSDALE,  R.  I.  | 

i                                 Boston,    17  6    Federal ;    Chicago,    112    \V.    Adams :  = 

=                                 Cincinnati,   Traction   Bldg. ;    New  York.   233   B'way  E 

~iiiniiiiinMniiiniMniinHiniiiiMitiiiniiiiiiiiiiinMiinniMimiiiiiiiiiiniiiiiiiiiiiiniMiiiiiiiiiiiiiiiiiiintiiiitMiiiiiiMiitiiiiiiiitiiiiiiiiiP 

uiiMinMniiinMniiiiiiiiiMiiiiiiiiiiiiriiiiiiiMnniniiiuiiiniiMiiiiiiuiiiiiiMniiiiiiiiiiiiiiiiMiiiiiiiMiiiiiiiiiiriiitiiiniiniMiiiiiiiiiiiimi^ 

I  We  are  prepared 

I                    to  handle  any  high  grade  proposition  where  I 

I                 VARNISHED  CAMBRIC  | 

I                                Wires  and  Gables  | 

I                                                    are  required.  | 

I     When   using   quality  Wires   and    Cables   use   quality  Tapes,  i 

I                 "MANSON"  Taoe.  "OKONITE"  Tape,  "DUNDEE"  Tapes  | 

I                  THE  OKONITE  CO.,  Passaic,  N.  J.  | 

Incorporated  1884  = 

BaleB  Offices : 


I  Rome  Merit  Wins  Customers  | 
I  Rome  Service  Holds  Them  | 

ROME  WIRE  COMPANY        | 

•  Main  Plant  and  Executive  Offices:  Rome,  N.  Y.  1 

I  "Diamond"  Branch:  Buffalo,  N.  Y.  | 

I  DISTRICT  SALES  OFFICES:  I 

I  New  York,  30  Church  St.                   Chicago,  III.,  14  E.  Jackson  Blvd.  I 

i  Boston,  JIasK.,  Little  Bids.          Detroit,   .Mich.,  35  Parsons  St.  | 

i  I.09  .-inBelis.  Cal.,  J.  O.  Pomeroy,  33fi  Aznsa  St.        3113-L  | 

^iMiiitatiiiiiiiiiiiitiitiiniiuiinMiitiiiniiiMiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiitiiiiiiiiiiii[imiuiiiiiiiiiiniiiiiiiiiiiiiiiR 
9iiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiii>iiiiiiiiiiimiiiiiiiiiitiiiiiiiiiiiitiitiiiiiiiiiii)iiiiiiiitiiitiiiiiiiiiiiiiiiiiitiiMtiiiiiMiitiiMiiiiiiiiiiiiiiiitii..ii*j 


*JiJ«//^ 


.NEW  YORK  ATLANTA 

SAN  FEANCISCO 

AgimU:  Central  Electric  Co.,  Cbicago, 
111. ;  Pettingell- Andrews  Co.,  Boltoa, 
Mass. ;  The  F.  D.  Lawrence  Electric  Co., 
Cincinnati.  Ohio;  Novelty  Electric  Co., 
Philadelphia,  Pa. 


BARBOUR-STOCKWELt  CO. 

205  Brondway     Cambrtdge|><yrt,  Mafn. 
f"«taWi»hetl    185." 

MAnufacfurer«   of 

SpecifJ  Work  for  Street  Railways 

Frogs,  Crosslnjrs,  Switches  and  Mates 
Turncuts  and  Crass  Connections 
Kerwin  Portable  Crossovers 
HcwiU  Articulated  Cast  Manga:ne^Cros.<)in!r.<< 

TT.S  rROMPTLY 


I    I 


=  TRADE  MARK. 

fdiiuiiiliiiiiiMiiiiiir iiiiiiiiiiiiiiii iiiiiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiriiiMniMiiiitiiiiiiiiiiiiiiiiiiiiiiiirriiiiiiii 


^iniiniiiMiimiiiiiimimimimimmiiiiiniMnMiiMiiMiiMiiiiJiiiiiiiiiiiMiMNmiiiiimiMiiiiiniimiriiiiiiiMiiiiiirinriiimiiiniiiiiitiin 


SniiiniiitiiiiiiMuiiiiiiiuiiiiiiiiiiiiiuiiiiiiimiiiuiiuiiiniiiiiiiiiiiiniiMiiiiiiiiiiit t ll^rMIllltllltllllrl1lllnlll^llnlllIlllllllllll^      uiiiiiiiiiiiniiiiiiiiiiiiiitiiiiiiii uiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiuiiiiiiii ii iiiimiiu iiiiiiiiiiiiiiiniiiiiiir'^ 


AlMc< 


/NCI9tf 


"American'^ 

JNSULAnNG 
^UACHEVEHir 

rl  C  OJ»f fATTT 


Mil 


philadelphiaiica 
ennsylvaniaUJ'.A. 

"American"  Electric  Railway  Automatic  Signals. 
RECLAIMING   MACHINES  »     for  recovering 
INSULATING    MACHINES/    insulated  wire 


jm^^r 


International  Creosoting 
&  Construction  Co. 

i  Galveston,  Texas  | 

i  Plant — Texarkanjt        Beaumont        GalTCstoB  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.'  | 

TitliltliliiiitiiiiiiitiiiiiiiiiiniiiiiiniinMiiiiiiiiiiiitiiiiiiiiiiuiiiiiinMiiinlilllMlilillliiiiiiiliiiiiiiniitiiitliniitlliirlltiiiiiiitMiiiiillitllii: 
^iiiiiiiiiiiiiniiinliiiiniiiiiitiiniiiniitiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiMiniiiiiiiiiiiiHiiniiHiiiiiiiiiiitiiiiiitiiiiii^ 

Chapman 

I  Automatic  Signals 

I  Charles  N.  Wood  Co.,  Boston 

?iiiiMiiHiifnirnhiiiiininriiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiitiiiiiiiiiinMiMiniiiiiiiiMiiiiiiiiiiinMnii~ 


::iiillliuiMntiiiiMiirMiiriniiHnMiiMiiiMiiMiiiiniiiiirmiMniiiiriMiiriiiiriiiMiiiiiimirMiimimiiiiirinmiirMirmmnMniiim 
^iiiiiitiiiHiiiiiiiniiiiiiiuiiiJiiMiiiiniuiiiiiiiiiiMinMuiiiiiiiirniiiMiiiMiiiHiiiiiiHiiMiiiMiiMiiiiiiMiiiMiiiiiiiMiriiuMiiniuiiriiiuiin!: 

U.  S.  ELECTRIC 
AUTOMATIC  SIGNAL  | 

for  single  track  block  signal  protection    I 

United  States  Electric  Signal  Co.    | 

West  Newton,  Mass.  1 

aiininiiiuiiniiiiniiiiiiiitiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiMiiiiJiiiiiitiiiiiiiiitiiiiiiiiiiiiiiMiiiiiMiiiMiiiiiiiiJiMiiiiiiiMiitniiiiiitiiriiiiiiii? 

^niiimiimiiiniiiitiiiiiiiiiiiniiiiiiimiiiiiiimiiiiiiiimu:Miiiiiiiiirii:iiniiiiiiiiiiiiiiitiiiiiiiii iiiMiiiiiiiniiiiiiiiiiiiiiiiiimiiiini^      »fniMiiMiMiiimiiiiiiiimiMUMiiriiiiiiiriiiMniirMinimiutiimiirniMiiMiiMiiriiiMitMmiinniuiMiiinMiiMiiiiiiMiniimm 

Standard  Underground  Cable^Co. 

Pittsburgh,  Pa.  ''  | 

Miinuf.ieturers  of  = 

Copper,  Brass,  Bronze  Wires.  Rods,  Tubes  I 

Copper  Clad  Steel  Wire  § 

Insulated  Wire  of  all  kinds  i 

Lead  Covered  and  Armored  Cable*  i 

Cable  Terminals,  Junction  Boxes,  etc.  | 

i     Boston.     Washing-ton.     Pliiladolpliia.     Pitt^iburfrh.     Seattle,     Chlcagro.  1 

i     New  York.  Atlanta,   San   Franci.sco.    Drtroit.    Los  Angeles.  St.  Louis  1 

%iiitillllinillilitiiiiiiiiiiiiiiiiiiliiiiniiiriniiiiniiiiiiiiiiiiiiiiniiiiniiiiiitiniiiiiiiiiiMiMniiitiiniirtiitMiMiiiili(lllirillllllllillliniiif7 


j  Peirce  Forged  Steel  Pins 

I    with  Drawn  Separable  Thimbles 

S  Your  best  insurance  against  insulator  breakage 

I  Hubbard  &  Company 

I  PITTSBURGH,  PA, 

Saiiiimiiiiiiiniiiiiiiiiuiiimiiiiiiiiiiiiiiiiiiiiimiinimiiiiiimiiniiiiiiiiiiiiiniiiiiimiiiiimnniiiiiimimiiiiiiiiiiiiiiiiniiiiiiiiiiiiiii 


52 


Electeic    Railway    Journal 


April  21,  1923 


lu     fliKimiiiiitiiiimiiMiiiiiiriiniiiiiiiiiiiiiiiiiiniiiiiiiiiiiiii 

=         B 
I         I 


iiiitiiitiiitiimiHiiiHiiiMiitiiiiMiiiuiiiiiiiiiiiiiiitiinmiitiiiilur'' 


GET  OUT,  DIRT! 


Spring  Time 

is  Track  Time 

Track  grinding  is  inexpensive  with  a  Seymour  "MIDGET" 
Grinder  because  it  is  a  "one-man"  machine  that  does  all 
the  work,  and  does  it  efficient!)'  too! 

Light  in   weight,  fast,   capable   of  any  kind   of  grinding — is 
there  a  "Midget"  Grinder  in  your  track  department? 
Write  for  Descriptive  Catalog 

E.  P.  SEYMOUR  PORTABLE  RAIL 
GRINDER  CO. 


Waltham,    Mass. 

^tiiiniiiniiiiitiiHiiiMMiHiiifiiiiiiiiiriiMiiHiMuiiiMiiiiiiiiiiiiiiiiiiiitiiiHiiiiiiiiniiiiiiiiiiitiiiiiiiiiiiiir-r- 


■T'tllliri  Ml  r 


rtimfHMcniriiiiiiiHitiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiuHiiiiiiiiiiiiiiHftnitiiittiiiimitiiitiitiimiHiimttHiwiHiMiuiUHiiHniiMitiiiitiiir 


K  -' 


The  Standard 
of  the  World 

Made   in    two    tyfws   for   all    kinds   of 
work. 

For  ordinary  work  we  recommend  the 
Standard  Type;  where  the  current  m 
the  rail  is  feeble,  intermittent  or  en 
tirely  absent,  the  High  Sensibility 
Type.  Both  are  covered  by  Bulletin 
G-200.  Send  for  it. 


1^ 


ITlFRrSMlTH  COMB 


•ANY 


ElectricallnatCTmicnt».McWrgan<lCtrcuttPrgaKcrg|l 

MAIN  OFFICE:  ^^  WORKS:  | 

212gWoolworthBldg.,New  Ycrk  Bethlehem,    Penna.  1 

Offices  in  Principal  Cilia  In  U,  S.  and  Canada  3 

rfltlltmillltlilllllMllliHllllliiiiiitiiiiiiiiiilliMiifiiiimiiiiiimiitiiiiitiiiiiiiHiiliilliiiiiHIlliiiiniimtHilllliUiiiliiiiiiiiiiiiiHlimiiiHi^ 


Steel  Chisel  on  one  end  I 

— Broom  on  the  other  i 

Both  Ends  of  the 

PAXSON  I 
Track  Broom  are  Business  Ends 

I     — for  which  reason  they  hare  been  the  choice  of  railwar  men   for  | 

I    25  years.  i 

I    Made   of   flat  steel   aiirinc  wire.     Fits   fro^,   switches   and   rrooTee.  | 

I     Has  strong  ash  handle  with  steel  chisel  on  other  end.    Broom  is  llcbt  I 

I    in  weight  but  strong  In  constmction.    Send  for  a  sample— 7on  will  = 

I     t>e  pleased.  i 

J.  W.  PAXSON  CO.  I 

Manufacturerm  | 

Nicetown  Lane  and  O  St.,  PhiladelphU.  Pa.  | 

7|llltlllilliniiliiiiitriiiiiinilllilMlllllllllllliilllinilllllllliilMirMiiiiiiiiHiiiiiiiiii(iiiiiiiuiiiiriinMiiiiiuiiniliiilitiiiiiiiiuiiiiiiiiiiiitip 

uiiiiiMiiiiniMiiiiHiMiiiiiMiniiniiniiittiiiiiiniiiiiniiitiiiiuiiiriHiiniiiiiiiiiiiiiiiiriniMniiiiiiiiiiiiliiniillilinilUiiiiMiliiiiiiiHiiiniu 

I   W  HjfA  R  T  O  N  I 

I  Special  Trackwork 

I  For  Street  and  Steam  Railways 

I     Steel  Castings  Gas  Cylinders 

I  ORIGINATORS  OF 

I  Manganese  Steel  Trackwork 

I        WM.  WHARTON  JR.  &  CO.,  Inc. 

I  Easton,  Pa. 

I  Ot/ier  Plants: 

i  Tiylar-Whirton  Iron  &  Steel  Co.,  Tiogi  StMl  tc  Iron  Co., 

I  High  Bridge.  N.  J.  Pblladelphli,  Pa. 

I  Phlladelpbli  Boll  ft  Machine  Co.,  Pblladelphla.  Pa. 

^iiniiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiMiiiiHiiiiiiiiiiniiiiiiirnuriiiiiiniiiiiiiriit(t<itiiiiiiiiiMiiitiiiiiiiiiiiiiiliiiriiiiiiiiiiiiiiiiiiiiiiiiniiiitii 

MHllilitiiiiMiitiniiininiiiiiiiHiiiiriiiiiiniiiillMiiiiiiiiiliiiiuiiiiliiiiiiilkirlliiiiniiiiiimiiiiiiiiiittiiiiiiiiiiiiiiiiiiiiitiiltllliiiiitliiiiiii 

j    Lorain  Special  Trackwork  | 
Girder  Rails 

I                 Electrically  Welded  Joints  p 

I             THE  LORAIN  STEEL  COMPANY  | 

I                                               Johnstown,   Pa.  | 

I                                                           Sales  Offices:  | 
s      Atlanta                       Chicago                       Cleveland                       New  York    i 

I                                     Philadelphia                                   Pittsburgh  | 

i                                              Pacific  Coast   Representative:  = 

=                                 United  States  Steel  Products  Company  | 
i     Los  Angeles                  Portland                   San  Francisco                  Seattle     | 

=                                                     Export  Representative:  c 

1              United  States  Steel  Products  Company,  New  York,  N.  Y.  = 


^iiiiiHiiniiiiimitiiiiiniiimiiHiiiiiitiiimiiiiiiiiiiitiiimiiiiimiiiiimuimHtiitiimiiHiiiiiiiitniiiiiniiiniiiiimiiiriimiiiiMrn 


April  21,  192; 


Electric    Railway    Journal 


68 


iiuuiiiiiuiiiiiiiiiiiimuiuimiiiuiiuiiiiiiuiiiiiiiiiuii uiiuiiiiiiiiiiiiiiiiiii i iiimiiii iiiiiiiiiiiuiiiimiiiiiimiiiiiiiuiiiiiimiii iiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiu.iiiiiiiiiiiiiiiiiiin iiiiiiiiiiiimiiiii iiiiiiiiiiiimiiiiiiiiiiiiii iiiiiiiiiiiiiiiiinnii| 

The  Indianapolis  Switch  &  Frog  Co.,  Springfield.  Ohio  | 

Indianapolis  Economy  Products  That  Make  Dollars  "Grow" 


Indianapolis  Solid  Manganese: 

Frors.  CroBslnri.  M»t«8  and  ToDjue-»wltche».  Sui)«r-<iii»Uty 
materials.  Pur-excellent  deelrns.  Gives  manr  Utci  to  one.  ol 
ordinary  construction  and  when  worn  down.  CAN  BB  RE- 
STORED by  INDIANAPCXLIS  WBLDING. 

Indianapolis  Electric  IVelder: 

Hffldent,  Rapid.  ECONOMICAL,  Durable.  Price.  $2.00  (per 
day  lor  three  hundred  days)  thoroturhly  det>endabl«  every  daj 
in  the  year,  upkeep  about  76  cents  per  month.  LAST  A  UFE 
TIME. 


Indianapolis  Welding  Steel: 


nuxated  heat  treated  Metal  Electrodes,  insure  Unifom.  De- 
pendable Weld"  that  are  from  76  per  cent  to  100  per  cent  more 
efflcLent.  than  the  "MBSLT,"  from  the  same  HIch  Grade  basic 
stock,  Hotrea'ed. 


Indianapolis  fVeldtng  Plates: 

Eliminate  "Joints"  and  "Bonds"  in  Street  Track.  Hlcher  In 
Strength  and  Conductivity  than  the  unbroken  Bail.  Installed 
according  to  instructions,  iiave  .roven  THORODGHLT  DE- 
PENDABLE, dvirlnr  10  TEARS  of  "Time  and  Usam"  TEST. 
Extensively  used  in  48  STATES  and  CUONTIBS.  Recornixed 
as  paramount  MAINTENANCE  ELIMINATOBa. 

Indianapolis  Ifelding  Supplies: 

CABLES.  HELMETS.  LEINSES.  CARBONS. 

Turntables: 

Ball-bearing,  for  ash-pits,  stora^fe  yards,  etc 

Indianapolis  "Economy"  Products: 

are  Pre-eminently  "Money  SaT»r»."  YES — "Money  Makers"  for 
Electric  Railways. 


urluillliniiniintiniliniMlMiiiMiMinniHiliniiHlilllliniiiMiniiniiliiliniiiiiinilllHlllliniiillllltMllMinnniiuMiiiMliiiiniiiirMililiniillllinilunniiuMiniiiiriiiMlUMniiniliniitiiiniiMiiniiiiiiiiiiiliiHil^ 
aiilllllllllimiiiliimiiiiiinil iiiiil iiiiiiilJiiiiiiiiJiiiiriiuiiiiiiiii iniijiiiiiiiiii iiiiJiiiniiiil mil iiiiiiliiii        anlililiililiuiiuiiiiiiuiuillliiiiuiiiililiiiniliiiiliiiiiiiii iiiiiiniiiiiii iiMiiiiiniiiiiiiiiiu.iiiii miuiiii I mill 


High-Grade  Track 
Work 

SWITCHES— MATES— FROGS— CROSSINGS 

COMPLETE  LAYOUTS 

IMPROVED  anti-kick  BIG-HEEL  SWITCHES 

HARD  CENTER  AND  MANGANESE 

CONSTRUCTION 

New  York  Switch  &  Crossing  Go. 
Hoboken,  N.  J. 

iiiiimiiinimiiiniiiiiiiimiiiiimiimiiiiiimiimuiiiiiiimimiimiiiiimiimimimiiiiiiiiiiiiiiiiiiii iiiuiiiiiiimiiiHiiiiiiiiiiim 

iiiiTnimiilliiiiimimimiimiimimimiimimiiimmimimiliiiimiimimimimiriiimimiimni iiiiiriiiiiiiiiiiimiimiimirm 

BUCKEYE  JACKS 

High-grade  R.  R.  Track  and  Car  Jacks 

The  Buckeye  Jack  Mfg.  Go. 

Alliance,  Ohio 

niiMiiiiiiiiiMiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiniiiriiiiiiiiiiiniiiiiiiiiiiiiiiiuiiiiiiiiiiii 
atinn miiimiiiiiiiii miiiiiiii miimililimiii iiiiimiimiiiiimiimimiimimu rmimimiimi it mi 


SPECIALISTS 

in  the 

Design  and  Manufacture 

of 

Standard — Insulated — and 
Compromise  Rail  Joints 

The  Rail  Joint  Company 

I  61  Broadway,  New  YoHc  City  | 

3  1 

3  i 

^iniiiiiuuiiiiiiniiHiuiiiMiiiiiiniiMiiHiitiiiuui«ininiiMiiHiiniiniiiiiiiiMMiiiniiiiiiiMiiiiiiiiiiiiiiiii)iiiiiiiiiiiriiiiiiiHiniiiiiiiMP 
MiiiiiiiiiiniiniiniiuiiiiiiHiiiiiiiiiiHiiniMMiiiiiiiiiiiiiiiiiniiniiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiMiuiiMiiiiiiitiiH 

NASHVILLE  TIE  COMPANY 


Cross  Ties: 


White   Oak.   Chestnut,   and  Treated   Ties. 
Oak  Switch  Ties 


ROEBLlNt 


Prompt  shipment  from  our  o<wn  stocks. 
Headquarters — Nashville,  Tenn. 

A.  D.  Andrews,  Terre  Haute,  Ind.,  Representative 

^llllHlllMlluililiiniiiiiliiiiiiiiuillllluilililliiiliiiiiiiMiiiiiiilinlinillllliniiiiiiiiiniiuiluiiiiiiiiiiiiiiiiinlluilllliriiitllilMliiiiillUE 

^11 mil mimimimuiliiliiiiiir u mimimmiimii mimmimimimimimimimimlilimimilllimimiir 


GODWIN    STEEL 
PAVING     GUARDS 


Adapted    to    all    types 
of    rails    and 


I  INSULATED  WIRES  AND  CABLES  I 

I     JOHN   A.    ROEBLING'S    SONS   CO..    TRENTON,   NEW   JEMSMX    | 

iiiimiimiimiimiitiiMi riiimiimimiiiimtiiiiiiimummimiimiimimiimmiimimii mtimiimimiimimiimimiiiii 


Proven    by 
service       te 
economically  pre- 
vent    seepage    and 
disintegration        o  t 
street  railway  pavin( 


If  rite      for      Illustrated 
paTing.  gm^  Catalog  No.  20. 

W.  S.  GODWIN  CO.,  Inc.^'^^  12  E.  Lexington  St.,  Baltimore,  Md. 

^tiiiiiiiriiiiiiiiiiiiriilliiiiliniiitiiiriiiiiiiiiiiiiiiililiiuiiuiiilliiiiiuiiiiiiiriiiiiiilNiiiliillllilllllliiiillitiiiiiiiiiiimiiiiimimt'llimmi 


:<iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiitiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiitiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiii'       _..,,,, iiiiiijiiuiiiiiiiiiiiiiiiiuiiiiiiiiiiiMiiMitiiiiiiiitiiitiiiiiiiiiiitiiiiiiitiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiimiutMiiniiir. 


I    Shaw  Lightning  Arresters  I 

I                              Standard  in  the  Electric  Industries  | 

I                                                 for  35  years  s 

-  3 

Henry  M.  Shaw  i 

I                      ISO  Coit  St.,  Irvington,  Newark,  N.  J.  I 

^iiiiiiiMiiiiiiiiiriiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiriiuiiitiiiuiiiiiiiiiiiitiiiiiirriiiiiiiiiiiifiiiiiiiiiiriiiriiiMiimniiiimiiiiK 


■J imiiimiimiimii miimiro i i mm imimiii i imiuiiiimniiimiimiimimiimiriiiiii|i      ■niiiiiimmimimiimimmiimimii immirmmimimniiimimimimii immiimmiimimimimimiiuiumiiiiiiiini  d 


AUTOMATIC  SIGNALS 

Highway  Crossing  Bells 
Headway  Recorders 

NACHOD  SIGNAL  COMPANY,  INC. 
LOUISVILLE,  KY. 


I  Transmission  Line  and  Special  Crossing  | 

I  Structures,  Catenary  Bridges  | 

I  WRITE  FOR  OUR  NEW  DESCRIPTIVE  CATALOG  | 

I  ARCHBOLD-BRADY  CO.  I 

1     Engineers  and  Contractors  SYRACUSE,  N.  Y.  | 

^irjMMMnMniiniinMiiniMimiiiiniiMiimiiiiiuMiiiiiiimMiiiiinMiirmirinimMiiMmiimiiriinMiiiiiiiiiiiiiiimiimimiiMiM^^^ 


/app  InsuhtorCoJncJeR^Xf 


=  Trade  Mark  = 

:fiHMiiiiiiiniiiiiiiiiHiiiniinMiiiiiiiiMiniiiiiiimiiiiiiiiiiiiiiiiiiitiiiiiiiHimiiiiiiimiiiimmiiiiiiiiiiiiiniiiiiiiiiiniiiiiiiiiiiitimiiiiii^ 


iniiiiiiitiiiiiiiiHimiiitiiiiiiMiiiiiiitiiiiiiDiiii 


iiiiiimiiitiiiiiimiiMiiiiiiMiiiiiiiiini iiiiiim iiiiiiiitmiiiimiiiiiiiiiR 


54 


Electric    Railway    Journal 


April  21,  1923 


giininnMiiiiiiiiiiiniMiiMiiitiniMinMiiiHi<iriiiiiiiiii)iiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiitiiiMiHiitiiiiiiii(iii(imiiiiiiiiiiiiiiiiHiit!k     ^iiiiiiiiiiiiiiiMmiiiiiiiniiniMiiiiiiiiiiiiiiiMiiiiiitiiiMiiriiiiiiiiMiiiiiiriiiiiUMiniiiiiiiitiiuiiiriiiiirtiiriiirtiiitiiiriiiriiirMiiniiiinini^ 


£1 

11 

II 


B««r.  U.  8.  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 
EstablhheJ  1893 

68  Church  St.,  New  York  542  So.  Dearborn  St.,  Chicago 

"Worka:  Schenectady,  N.  Y.  8F 


i   € 


Ohmer  Fare  Registers  | 

To  sell  transportation  profitably  each  sale  | 

should  be  separately  indicated  and  per-  | 

manently  recorded.  | 

The  retail  merchant  has  long  recognized  | 

this  business  principle.  | 

Electric  railway  managers  apply  it  sue-  | 

cessfully  to  their  business  by  means  of  I 

Ohmer  Indicating  and  Recording  Fare  | 

Registers.  | 

OHMER  FARE  REGISTER  CO.  | 

Dayton,  Ohio  | 


HiiiiiiniriiiMuiiiniMiiiiiiiniiiiiuMiiiiiiiiiiiiiiiiiiiuiiitiiiiiiiiiiuMniiiiiiiiiiiiiitiiiiMiiiiiiiiiiiiiiiiiiii.iiiiiiiiiiittiMiiiiniiiiiiiiiiiiiiiit:    riiiiiiiiiiimiiiiiimiiiiMtiiiiiiiitiiiMiiMiiMiiiinriniiiiiiiiiiiiiiiiiiiiiiiiiiiiMiriiriHiiiiriiniir'iiiuiniiniiiiiiiitiiiiiiiiiiitiiiiiiiHiiiHiiin 
uiiiiMiiiiiiiHiiiniiiniiHiiiMiimiiuiiMiiiiMiHiiiiiiiiiiiiininiiiMiiiiiMiiiniiniiMiiiriiniiuiiHiinMiniiniiiiiiiiiiiiiiiniiniiiMiniiiMiiiiiiifiiiiriiiniiuiiiiiiiniiiiiiiM^ 

THE  BABCOCK  &  WILCOX  COMPANY 


85    Liberty    Street,    New  York 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 


BRANCH  OFFICK.S 
Boston,  49  Federal  Street 
Philadelphia.  North  American  Building 
Pittsburgh,  Farmers  Deposit  Bank  Builaing 
Ci  KVEi.AND,  Guardian  Building 
<~HiCAQO,  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 

BR.4NCH  OFFICES 
Detroit,  Ford  Building 
New  Orleans,  521-5  Baronnc  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  Buildit  g 
Havana,  Cuba.  Calle  de  Aguiar  104 
San  Juan,  Porto  Rico,  Royai  Bank  Building 


MmilllHIllllllMilcillllliilllllllimi nriiiillilliuiiiniiiiiiiiriiiliiiiiiiiiiiiiinu riiiFllliniriiiiiiiillliliiiilllllllilimiiiiliiliniiriiiiiiiirriliriiiriiirilltllllliiiiiiiiiiilllillliHiiiriiiiiiui iMiriiiiiilllllliiiiiiirriiillllliniiiniiiiiiiriiiillliMiiriiiiriiiriiriiiiiiiiiiriiirillur 

uiiiiiiuiiiniiralimillllllliraiMllluniiiniiiniiiiiiiiiiniiiiiiiiniiiiiiiiiMiiiiiiuiuiliiiiiir iiiiiiiii iimiiiiiiiiiimiiiiiiiiiiiiu     giiiiiHiiiiiriiniiiiiiiiiiiiiiiiiiiriiiiimniii imiiiiiiiiuiiiuiuimiiiiiiiji imiiiiiiiiiiiiiiiiiiimii iiiiiiiimimiiiiiiiiiiii':. 


I  Don't  throw 

I  the  oily 

I   waste  away! 


I  Save  Money  By  Reclaiming  It! 

i  This   oil    extracting  machine   is   reclaiming    hundreds   ol    gallona   of  | 

5  perfectly   good   lubricating   oil    and   many    pounds  of    waste   for   the  = 

=  Milwaukee    Electric   Railway    &.   Light   Co.    as    well    as    many   other  = 

1  companies.     It  will  do  the  same  for  you.     It  is  widely  used  aa  a  § 

1  real   economy  producing   equipment.  = 

i  Write  for  full  detaiU  I 

I  OIL  &  WASTE  SAVING  MACHINE  CO-  I 

i  Philadelphia,  Pa.  | 

^iiiiiMiiHrMniiimiiiiiiiiiiiiMiiMHiitMiiiiiiiiiiiiiiiiniimiitiimiiiMiiimiiiiiiiMiiiiiiiiiiiiiHiiiiiiiiiiiifiiiiiiiimiitmiiiiiH 


We  Specialize  in 
Electric  Railway  Lubrication 


Tulc,  a  lubricant,  gives  many  advantages,  i 

in  operation  and  reduces  the  cost  of  lubri-  I 

cation.      Our    service   men   are    engineers,  | 

and  besides  advising  proper  methods,  will  I 

pack  your  cars,  show  you  how   and   why  | 

Tulc    should    be    used,    and    get    money-  I 

saving  results.     Ask  us  for  details.  i 

The  Universal  Lubricating  Co.  | 

Cleveland,   Ohio  I 


Scientifically   ancl     I 

accurately    compounded    to     i 

reduce  lubricating  costs.     I 

^iiiiilMiiiililimiitiiiiiiiiiiiiiiHllliltiiiuiiitiiinMiMM-.iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiimiiiiiiiii'HiiiiiiiHiiiiiiiiiiiiiiiiitiiiiiiiiiiir 


VENTILATORS 


April  21,   1923  ELECTRIC     R  A  I  L  W  A  Y     J  OURN  A  L  55 

g„„ ,„„ , , ,„„„ , numuu .uumu , .|     | « ' > "" ' "" mi......i.m„M„..„,..,ra,„.mm ,mn.i,<mii...m.imim...».UMii'^ 

I  Car  Seat  and 

I  Snow  Sweeper  Rattan 

5  For  60  years  we  have  been  the  largest  im- 

I  porters  of  rattan  from  the  Far  East.     It 

I  is  therefore  to  be  expected  that  when  Rat 

I  tan  is  thought  of  our   name,   "Hej'wood- 

I  Wakefield,"  instantly  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 

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.                       HeywDod-Wakefleld  Co. 

1  516  West  34th  St..  New  York             141.5  Michig-an  Ave..  Chicago 

i  E.  JJ".  Boyle,  Monadnock  Bide..  San  Francisco,  Cal. 

i  F.  N.  Grijg,  630  Louisiana  Ave.,  Washington,  D.  C. 

=  Railway  and  Power  Engineering  Corp..  Toronto  and  Montreal 

I  G.  F.  Cotter  Supply  Co.,  Houston,  Texas 

^iinimiiniiiiiiiiiiiiiiimiiiiiimiiniim niiiiiiiiiiiiiiiii ii iiiiiii iiiiiiiiiiiiiiiiuiiimii iiiiniiiiiiiig     liiiiiiuiiiiuimiiuiiiiiiiniimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiui iiiiiiii iiiiiiiiiiiiniii iimimiiiiiiiiiiiii iiuimi: 

•llllMilllllililltiiiiiiillill iiiiiiiiiiiiiiiii 1 1 11 1 11 iiMinr iiiiiiiiiiiii IIIIIII iiiiiiiiiiiiiiiiiiiiiiliiniiiiiiiiiiiiiiiiiiiiiiii I Ill 1 11 nil I iiiitiliiiiiniiiiim iiii i lig 

Motor  Overhaul  Is  Expensive      | 

Your  replacement  coils  should  be  absolutely  I 

dependable.  | 

More    than    thirty   years    experience    in    the  I 

production   of   armature    and    field    coils    for  | 

railway  motors  has  qualified  us  to  give  you  | 

coils  which  will  stand  up  in  the  most  severe  | 

service.  They  are  made  in  a  shop  specializ-  | 

ing  on  this  work  alone.     Every  job  receives  I 

the  constant  supervision  of  a  manager  who  | 

has  made  coils  ever  since  the  days  of  coil-  | 

wound  armatures.  | 

•  5 

Let    us   quote  you   our   prices  § 

Elliott-Thompson  Electric  Co.  | 

Ajax    Building,    Cleveland,    Ohio  | 

« niiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiMiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiriiiniiliiiiiiiiiiiiiiiiiitiiiiiMiiiiiitiiiiiiiiitiiiitiiiniiiiiiiMiiriiltlll^ 

uiiiiiniiiiiiiiiiiimiiiilliilriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiii:      uitiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiHiiiiiiiiiiininiriiiMiiiiiiiiiiriiiitiiiiiiiiliilili 


THE  N-L  New  Style  Type  C  Venti- 
lator is  absolutely  weatherproof,  lays 
low  on  roof,  looks  well  and  meets  every 
requirement  of  ventilation. 

More  than  seven   thousand  N-L   Ventilators 
sold  during  1922. 

The  Nichols-Lintern  Company 

7960  Lorain  Ave.,  Cleveland,  O. 

N-L  Produeta  manufaetvrad  and  Mold  in  Canmds  by 

Railway   and    Power   Engineering   Corporation,   Ltd., 

133  Eaitem  Avenue,  Toronto,  Ontario 


i   75%  of  the  electric  railways 


B-V  Punches 


I  Send  tor  Catalog 

1    BONNEY-VEHSLAGE  TOOL  CO.,  Newark,  N. 


E 


I  mum 


PS 


^iiiimiiminiiiuiMiuiMiiiiimiiMiimimniiiMmiimiMiiiiriiiinimiMiinmiiiiiniiiiiiiiiiiiniMiimiuimMiiMiuiiminiiiiimii^ 
stMiniiitiiiiniiiiiinniiuMiuiiiniiuiiiuiinniuMiiiiiniiiiiiiiiMiiiiiiiMiiiiinnniiiMiiMiiiMinMiiiiniMiiiMutiiiiiiiiMiiMiiiiiiiiiiniiib 

I  fILUS-CiailLiliiS  I 

I  MawmiKn,  WI5.   u.5.a.  (^    I 

I  Electrical  Machinery,  Steam  Turbines,  Steam  Engines,  I 
1  Condensers,  Gas  and  Oil  Engines,  Air  Compressors,  | 
I  Air   Brakes  | 

^illlltillitiilltllllllllllllllliliinillliliitliiiiiillliiliiiiiiililllilillllllllllilllHlliiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiT 


Car  Heating  and  Ventilation 

is  one  of  the  winter  problems  that  you  must 
settle  without  delay.  We  can  show  you  how 
to  take  care  of  both,  with  one  equipment 
Now  is  the  time  to  g^t  your  cars  ready  for 
next  winter.     Write  for  details. 

JSI^     The  Peter  Smith  Heater  Company 
I  ^nnnifnrS        1725  Mt.   ElUolt  Ave..  Detroit.  Mich. 

nMiiniiniiitMiiMiifMiiiiniiiiiiitiiiniiiiiiiMiniiiiiiniiitiiiiiiniiiiiiiMiiuiiiiiiiiiuiiiiiiiitiiiiiiiiiiiiiimiiiiiiriiiiniiitiiiiiiiiiiimiinR 
aiitiiiuiiitiiiiMiiiiiniiininnniiiiiiitiiiiriiiiiiiiiiiiiiiuiitiiiiiiiiiiiniiniiiiiiiiiiitiiiniiiiiiiiiitiiiniiiiiiitiiiitiiniiitiiiniiiiiiiniiiiiii 

FORD  TRIBLOC 

A  Chain  Hoiit  that  excels  in  every  feature.  It  ho 
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.,  Philadalplua 

..illllllllllllHlllllllltllllllllllllltlllllllllHIIIIIIIHIIIIIIIIIIIIIIIIIIIIIIItlllllimillllllllllllllllUIIIIIIIIUIIMIIIIIIIIIIimHIIHIIIIIMIIIIII 


56 


Electric    Railway    Journal 


AprU  21,  1923 


giimiiimiiiiniHmiiniimiiiiiiiimmiimimimnimiMiimiiiiiiiiiimiiimtiiiriiiiMiiiiiiiiiniiiiiHiiniiimiiiiiiiiiim 


Broad  and  Wall     1 1  ^ale  &  Kilburn  Seats 


Here  stand  the  proud  buildings  of  great 
financial  institutions,  in  New  York's 
Golden  Acre. 

Each  square  foot  of  land  sustains  a 
fabulous  valuation  and  must  yield  a 
commensurate  return. 

There  are  no  great  financial  institu- 
tions located  on  some  streets  scarce  a 
stone's  throw  distant  from  this  favored 
spot — streets  equally  blessed  with  ma- 
terial advantages,  but  obscure. 

Ah!  There's  the  rub — obscure! 

And  yet  these  great  financial  institu- 
tions, paying  tremendous  sums  for  the 
privilege  of  their  place  in  the  sun,  main- 
tain that  they  "do  not  advertise." 

What  IS  "advertising"? 


[Published  by  the  Electric  Railway  Journal  in  co-operationl     I 
with  The  American  Association  of  Advertising  Agencies]     | 


Suitable  types  for  any 
kind  of  railway  car  or 
motor  bus. 


Neat 
Light 
Strong 
Simple 


Stfel  Seal 
Light 
If  eight 


It  will  pay  you  to  consider  Hale  &  Kilburn 
Seats  for  your  new  cars  on  the  basis  of  ( 1 ) 
Passenger  comfort,  (2)  Attractive  appear- 
ance, (3)  Lower  maintenance. 

Let  us  submit  quotations 

Hale  &  Kilburn  Corporation 

American  Motor  Body  Co.,  Successors 
Workti  PHILADELPHIA 


NEW  YORK 

30  Church  St. 

ST.  liOUlS 
Theresa  and  Clark  Area. 


CHIC.\00 
McCormlck  Bldg. 

ATLANT.t 
Candler  Bide. 


LOS  .\.NOELES  £ 

44  7  E.  3d  St.  I 

FBI8C0  1 

7 1  First  St.  = 


^illlllliliiiriiililMliiMiiiriiiiiriiiiiiiiiiiiiiiiiiilinillliiiiillliirilllliiniiiliiitiiilriiiiiilliliiiiiiiiilliililililiiiniiilliinililiiiiiiiiiiiitiiiiiir:     *4iJiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiri)HiiiriiiiiiiiiiiiiiiiriinMiiii)riiiiiiiiiiM>iiiiiiiiM)iinitiniiiuiiiiiiiiiiiiriii;iiiiiiniiitriiirrMiriiiiiiui 


iHji 


milltlllllllllltllllllMlttlllllllltllinillHIIIIllllHllllllllllllltlllMllllllimMllltllllllllllilllllllMIIIIMIIIIIKIIIIHIIIimillllllliMIIIIIIIIKlllt 


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. 


AiiiiiiiiniiiiiiiUMiniiiHiiiiiiiiiiHiiiniiiiiittiiiiiiiiiiiiiiiiiuiiiiHiimmiiiimniifiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiMiiiiiimiiiiiiiiiiimiin^ 

i  -  i 

£  * 

I 

E 


Typ«  K-u 


The  International  Register  Co. 

15  South  Throop  Street,  Chicago,  lllino  i 


The  success  of  the  One 
Man  Car  is  largely  de- 
pendent upon  the'system 
of  fare  collection  and 
type'of  fare  box  used. 

Let  us  explain 

The  Cleveland  Fare  Box  Co. 

Cleveland,    Ohio 

Canadian  Cleveland  Fare  Box  Co.,  Ltd. 
PRESTON.   ONT. 


iiriiiiniiMiiiiiiiiiiiiiiiiiiiiiiiniiiiriiiiiiiiiiiiiiiiiiii Miiiiiitiiiiriiitiiiiiiiifriiniiiiiiiiiiiiir 


niiiitiiv      4iiiiuiiiiiiiiiiiiniiiriiiiiiiniiitiiiniiiuiiiiiiiiiiniiiniiiitiiiMiniiiiiiniiiniiiiiiitiiiiiiiiriiiiiiiiiiiiriiiiiiiiiiiiiiiiiMiiiMiniiiiiiHiiimic 


liniiiiiiiiiiiiiiiiiuililiiiniiuiiiiiirMlluilltiliiuiiitliiinitlllilntiitllllliiiiilllluiliiiimilllliilllliiilnlllilinilinillHllllllluillllluiilb      ^iiiiiiitiiriiiiiiiiiiiiniiiiHiiiiiiitiiirtiiitiiniiiiiiiiiriniiiiiiiiiiiiiiiiiiriiiHitiiiniitiiitiiiiiiiHMiniiniiitiiiiiiiniiirrintiiitiiimiiuiiiip.. 


JOHNSON  l^- 


Adjustable 


The  beet  changer  on  the  market. 
Can  t>e  adjusted  by  the  conductor  to 
throw  out  a  varying  number  of 
coins,  neceBsary  to  meet  changee  in 
rates  of  fares. 


Flexible 


Each  barrel  a  separate  unit,  oermlt- 
ling  the  conductor  to  interchange 
the  barrels  to  suit  his  personal  re- 
quirements, and  to  facilitate  the  ad- 
oition  of  extra  barrels. 


JOHNSON  FARE  BOX  COMPANY         I 

Raventwood,   Chicago,    III.  | 

nMiifitnmmiiiiiiiiiniiiiiiiiitiiimiimmiitmiiiitiimiiiiniiiHiiniiiiiiimiiiiiiiiiiriiriiiiuiiiiiimiiiinniiitfiiiHiimimiiiiiiiiiiii^ 


company       Cwj  .  Direct  ^ 

Automatic         I 
Registration       | 

By  the  | 

Passengers        | 

Rooke  Automatic      I 
Register  Co.  | 

Providence,  R.  I.  E 

^itiiitiiiiiiiimiitiiiiiiiiitiiiitiiiiiiiHiiiiiiiitiiiniiitilliMiniiiirMiiMiiiitiriiitiiiiiiiiiiiniiiitiniiuiiHiiiiituiiiiiininriiiHMtniiiiiiiiF 

jiiitiiiuiiiniiiiiiiiiiiHiiiitiiiniiiiiiiiiiittiiiiiiiiiiiiniiiiiiiiiiiniiiiiiiiiiiniiiiiiiiiiinriiiiiitiiiiiiiiitiiiiiiiitiiiriiiijiiiitiiniiiniiiiiiii^ 

Communi-  I 
cations  to  = 
rtoaresa  All     f 

BUSH         I 

lERMINAL    i 

(Z20  36th  St.)  I 

Brooklyn,      i 

N.Y.  % 


ELECTKIC  HEATER  EQUIPMENTS 


GOLD  aR  KEATING^ 
LIGHTING  CO. 

NEW  YORK  CITY 


PATENTED 


Literature  on  1 
i  THERMOSTAT  CONTROL  EQUIP.MENTS  Reqaett       § 

!>inlliiiiii>MiiMiHiiiitiiniiiiiiiiiiiiniiiiiiiniiiiiiiiniiittiiiiiiitiriirriiiiiiiriiiniiitiiniiiiiiiiiimiimiUiiiiiiiiiiiiiniiiiniiirMiiMiiriiic 


April  21,  1923  ElectricRailwayJournal  57 

iiiiiimiiiiiiiiiiiiiiiiiiiHiiiiiiiiniiiiiiiiMiiiiiMiiifiiimiiiiiimiiHiiimiiiiiiiiiiiiiiiiiiiiiuiimiiniimiiiiiimiiiiiiiiiiimiiiMn  eiiiiinirMimiiiiiiiiiiHiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiimiiiiiirmiuiiHiiiiiiiiiiiiiiiHiiiiiiNiiitiiiiiiiiiiiiniiiiimiiiiimu 


The  No-Staff  Brake 

for  any  size  and 

type  of  car 

Apply  the  advantag-es  of  the  slafHess  brake 
with  its  space-saving  features,  to  all  your 
cars.  Ackley  No-Staff  Brakes  are  adaptable 
to  any  kind  of  service.  The  eccentric  chain- 
winding  drum  insuTes  quickest  applications 
and  maximum  power. 

Price  only  $32.00 


JiiiniriMiniiuiiiMliiiiiiiPiiHiiiniiiiiintiiiiiiuiiiiiiiiiiiiuiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiinMiiiiiiiiiiiiiiiiiiiiiiiiitiiiiinnn    ^ 

iiniiiniiiiiniiniiiiiiiiiiiirniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMttiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiMiiiiiiiitiiiiiiiniiiiiiiniiiiiiiitiiiiiiiiiiiiiii(»       s 


MOKE-JOAES 

"nGER-BEQNZE" 

AXLE 

/ANDAEMATUEE 

BEARINGS 

Moi  always  me  cAeapesi,  bui  eVer 
JoWesi  in  u/iimaie  cosi 


MOBE-JQNKS  BRASS  &METAL  CO. 

S(.  Louis.  A\isstnii-i. 


Griffin  Wheel  Company 

McCormick  Building 
Chicago,  111. 


GRIFFIN 

F,  C<.  S. 
WHEELS 

ForJ^Street  and  Interurban 
Railways 


Chicago 
Detroit 
Denver 


FOUNDRIES: 

Boston 
Kansas  City 
Council  Bluffs 


St.  Paul 
Los  Angeles 
Tacoma 


HiiiiiiiiiiMiiiiii'iin'riiniiitiiitiiiiiiiiniiinMiniiiiiiiitiiiMiiiiiiiiiiiiiiimiiiiiiiniiriiiniiitiiiiiiiniiitiiiniiiiiiiriiiuiiiiniiutiiMuim    ?^iiiiiiiHiiMiiiiiiiiiiiiiiiiiiiiiiitiii>iiiiiiHiiiiiiiniiiiiiniiitiiiMiiiiiitiiiiiiiiiiiiiii(iiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitimiiiiiiiiiu 
;MuiiiiMiiiiiiiniiiuiiiiMijiuiiMiiiiiiiJiiiiiMii»iiiirnrinMiiiMiniiiiiMjMiiiiiiiMiiriiiniiiiiiiuiiiuii»iiHiiiMiiiMiiMiuMiiiiiiiiiiiifiiiiMiiMiiuiMiiiiiiniiniiiiiiiiiiiiiiiniiiiiiiiiiiuiniiiHiJMiniiiiiiiiii^  iiiriiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiuiiuiiiiiiiiiiii 


MAIL     THAT     ORDER     TO      NIC 


iiiiiriiniiMiiiiiiiiiMimimiiiiiiiiMiiiiii»iiiiiimiiiniiuiiiniiniii»iiiiiiiiiiiniiiuiinuiiiiiiiiiiiiii»iiniiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiMiiiiiiiiiiiiiitiiiuiiiiiiiiiiiiiiiiiiiHiiniiniiiMiiiiiniiiiiiiiiiii^ 

'illiiiiiiiliillliriimiuirimii iiiiiiriii lllliilllllliiiiiiiiiiiiiiiiiiiiiiiiil liiiiiliijllllllllllllJllillliliiiiiiiiliriiiilirJiiiiiiiill  ^        milllliuillllllirilllllnlllllltllliilljlllllllllllllillllllllllllltllljllllllitllljllllllllllllllllllliillilliiliiiiiiilllllllllllllllllllllltlllllliillllliii 


STUCKI    i 

SIDE     I 

BEARINGS  I 

A.  STUCKI  CO. 

OU*«-Bld(. 
PHtsbunK,  Pa. 


pAIUWAy  I  fTIUIT  y  fjOMPAWX 

Sole  Manufactvreri 
"HONEYCOMB"  AND  "ROUND  MIT"  VENTILATORS 

for  Monitor  and  Arch  Roof  Cars,  and  all  clasaee  of  building*; 
■I«o  ELECTRIC  THERMOMETER  CONTROL 

of  Car  Temperaturcfl, 

141-161  West  99a  St.  Write  for  1388  Broadwar 

Chicago,  m.  Catalogut  New  York,  N.  Y. 


iiiiiitiiiniiitiiitiiiiiiiiiiiiiiiiiiitiiiiiiniiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiimiiiniiiiiiiiiiuiiiiiiiiiiinriiiiiiiiiiiiiiiiiiiiiiiiR      .iiiHiiiiiiinHniitniiiiiiiiiiiiiiiiiitiiitMiiiiinnininiiniiiiiiiriiiiiiiiiiiriiuiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiMiiiiiniiiiiiiiiiiiiiiMiiiiitiimiiiiH 
illlllilllillliiltiliniiniiitiiiiiiiiiiiiirMiiiiiniinriiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiitliiiiiiiMiiiiiilliiiiiiiiiiiiiiiiMiiiiiiiiiiliiililt^      ^iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiMiitiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiniNiiiiiiiiiiiciiMiiiiiiitiiiiiiiiiiiiiiuiiiiiiiiiiiiiiiKiiiiiiiiiir 


i      i 


Car  Seating,  Broom  and  Snow  Sweeper 

Rattan,  Mouldings,  etc.    ■  | 

AMERICAN  RATTAN  &  REED  MFG.  CO.  I 

Brooklyn,  N.  Y.  | 

AMERICAN  means  QUALITY  I 

RATTAN  SUPPLIES  OF  EVERY  DESCRIPTION  f 

^iiiiiiHimiiiiMiiiiiiiiiiiiniiiuiiiiiiiiiiiiiiiiiiiiniiniiiniiiniiiiiiiuiiiiiiiiiiiitriiiiuniiiiiintiiiiiiiiiiiiiiiiiiiiiiiiiiuiitHiiitiiiiiiiiiiiiiF 
giiiiiiiliiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiMiiiiiiiiiiiMiriMiiiiiitiiiiriiiriiiitiiiiiiiirtiiiiiiiriiiiiiiriiiiMiriiiiiitiiiiiiiiriiiiiiiiiiiiiiiiriiiiiriiiitiii 
SS  New  Uters  in  the  Last  4  Month* 

KASS  SAFETY  TREADS 

present  an  Unusual  Combination 

In  that  they  give  BETTER  RBSTJLTS  AT  LESS  COST 
Uamifactured  and  Sold  bv 

Morton  Manufacturing  Company,  Chicago 

'•iiiiiiiiiiiiiiiiiiHiiiimimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiitiiiiiiiiiiiiiuiiitiiiiiiiiimiiiuiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiitiiiuiuiS 


Gets  Every  Fare  1 

PEREY  TURNSTILES    I 
or  PASSIMETERS         | 

Use  liiem   In  yonr  Prepannent  Areas   mai        i 
Street  Cars  i 

Percy  Manufacturing  Co.,  Inc.      f 

30  Church  Street.  New  York  City  | 

^iiiiiiiiniiniiiniiuiiiliiniiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiniuiiiitiiiiiiiiiiiiiiniiniinniiiinimiiniiniiiiiiiiiiniHiir 
■jiiniiMiiMiiiiiiiuiiiiiiiiiiniuiiiiiiiiiiiiiiiniiiiiMiiMiiiiiiiiiiiiiriiiiMiiiiiiiiiiiiiriiiiiiiiiiiriiiiiiiiiiiiMitiiiiiiiiiiiiiiiMiiiiiiiiiiiiUMHi^ 
I    SAMSON  SPOT  WATERPROOFED  TROLLEY  CORD    1 


Trsfle  Mark  Reg.  U.  8.  Pat.  GIT.  | 

1      Made  of  extra  Quality  stock  flnnly  braided  and  smoothly  finished,  s 

i  Carefully  Inspected  and  guaranteed  free  from  flaws.  = 

=  Samples  and  information  gladly  sent.  | 

f  SAMSON  CORDAGE  WORKS,  BOSTON.  MASo.        | 

rfiiiimiiiiiiimiiimiiiiiiiiiiiiiiiiiniim)ii>iniMiiiiiiiiitiiiiiiniiiiiiiuiiiniHiiiiiiiiiiiiiiniiiiiittr;<iti>'riitiiiiiiiiiiiiiimiiiiiii;!iiiiiiiB 


58 


Electric    Railway    Journal 


April  21,  1923 


Searchlight  Section 


POSITIONS  VACANT 


LINE  Superintendent  wanted  for  an  East- 
ern company  operating  fifty  miles  of 
transmission  lines  witliin  an  area  of 
forty  square  miles.  Must  be  familiar 
with  high  voltage  work  and  be  able  to 
handle  men  efficiently.  Give  reference 
and  salary  expected  witli  first  letters. 
P-540,  Electric  Railway  Journal.  10th 
Ave.  at  36th  St.,  New  York. 


WANTED  at  good  salary,  competent  form- 
maker  to  repair  and  build  new  armature 
coil  forms.  In  applying  give  experience 
and  references.  (Signed)  National  Ar- 
mature &  Electric  Works,  Bluefield, 
W.   Va. 


POSITIONS  WANTED 


MASTER  mechanic,  twenty  years'  experi- 
ence, would  like  to  connect  with  railway 
department  of  an  oil  company  :  Al  refer- 
ences from  past  and  present  employers. 
PW-541,  Elec.  Ry.  Journal.  Old  Colony 
Bldg.,  Chicago.  111. 


SUPERINTENDENT  of  transportation 
with  a  proven  successful  record  of  18 
years  on  high  grade  properties  solicits 
correspondence  with  managers  that  are 
in  need  of  a  capable,  practical,  progress- 
hive  superintendent  of  transportation, 
that  can  get  results.  At  present  em- 
ployed. Present  relations  pleasant,  per- 
sonal reasons  for  desiring  change.  High 
grade  references  as  to  character  and 
ability.  Address  PW-537,  Elec.  Ry. 
Journal,  Leader-News  Bldg.,  Cleveland,  O. 


SUPERINTENDENT  of  transportation. 
Twenty  years'  experience  in  electrical 
line,  operating  city,  interurban  and  sub- 
urban property.  Good  record  based  on 
long     experience     with     large     property. 

Present   relations  are   pleasant,   personal 

reasons  for  desiring  a  change.     PW-533. 

Electric    Railway    Journal,     Old    Colony 

Bldg.,   Chicago,   111. 


TRUSTEES  SALE 

By  decree  of  the  Common  Pleas  Court  of 
Montgomery  County,  sitting'  in  equity,  the 
Norristown  Truat  Company.  Trustee,  will 
sell  at  the  Court  House,  Norristown,  Pa.,  in 
Court  room  No.  1  at  one  o'clock  P.  M.  on 
Monday.  April  30.  1923,  all  the  charter 
and  franchise  rights,  together  with  all  its 
property,  leaseholds,  railway  and  transmis- 
sion lines,  rolling  stock,  and  all  property- 
real,  personal  and  mixed,  of  the  Montgomery 
Transit  Company,  whose  built  line  extends 
from  Trooper  to  Harleysville.  all  in  Mont- 
gomery County,  and  about  12%  miles  in 
length,  with  contract  connections  into 
Norristown  and  other  points.  See  full  ad- 
vertisement in  Norristown  Herald.  Further 
information  furnished  by  Trustee.  Certified 
check  of  $5,000  required  to  be  filed  with 
Trustee  one  hour  before  sale  by  bidders. 
'  10  per  cent  at  close  of  sale,  balance  sixty 
(60)  days  after  confirmation.  Knock  down 
price  (150,000.    Further  conditions  at  sale. 


I  By  Norriatown  Trust  Company, 

i  Trustee. 

=  Aaron  S.  Swartz.  Jr. 

I  Franklin  L.  Wright. 

I  Solicitors. 

I  Norristown.   Penna. 

'itllMlltllllMIIIIIIMMMKtlMllllllllttlltlMIIIIIII 


FOR  SALE 


I  Street  Cars  and  Parts 


FOR  SALE 


New  Wheels 

70—30  in.  Cast  Iron  Wheels 
23/2  in.  tread,  flange  ^ 
in.  X  \}i  in.,  hub  7y2 
in.  X  4-}4  in.,  rough  bore 
3^  in.,  dish  2J4  in. 

TRANSIT   EQUIPMENT  CO. 

Cars — Motors 
501  Fifth  Avenue.  New  York. 


FOR  SALE 

20— Peter  Witt  Cars 

Weight  Complete,  33,000   Iba. 

Seat  53.  4 — G.  E.  No.  258-C  Motors 
K-12-H  Oontrol.  West.  Air  Taylor  Trucks. 
R.H.  Type.    Completek 

ELECTRIC  EQUIPMENT  CO. 

Commonwealth  Bldg:.,  Philadelphia.  Pa. 


■  ■HMH IHUHIinMIt^ 


IM.iUti,mMllllllllllliMIIII>.>l,.,l 


EARCHLIGHT  I 

ERVICE  I 

ECURES  I 

ATISFACTORY  I 

ALES  I 

20041 

illKllllllllllllllHIUMinillHMIIMIIUHIIUIIIi; 


The  Commission  offers  for  sale  the  follow- 
ing t-omplete  street  cars,  car  bodies,  trucks. 
motors,  etc.  Sealed  Tenders  addressed  to 
the  Chairman,  endorsed  "Tender  for  Street 
Cars  and  Parts"  will  be  received  until  noon 
of 

May  12th,  1923 

at  the  offices  of  the  Commis.sion.  Public 
Utilities  Building.  .^5  Yong-e  St..  Toronto. 
Ontario.  A  chequie  for  5%  of  the  amount 
of  the  offer,  payable  to  "The  Toronto 
Transportation  Commission.'"  drawn  on  and 
acfopted  by  a  Canadian  chartered  bank, 
must  accompany  each  Tender.  Tenders  for 
the  whole  or  part  of  the  lot  offered  will  be 
received.  The  cars  and  materials  offered 
are  now  on  the  Commissions  property  in 
Toronto,  and  Tenders  must  be  based  on 
acceptance  as  and  where  the  cars  and  ma- 
terials are  located. 

59  Sintle-truok  ears  complete  with 
O.K. -67   motoriit. 

6  Single-truck  cars  complete  with 
G.F:,-1000    motors. 

1  Brill  M.T.  truck  car  complete 
with   G.E.-67   motors. 

'Z  Single  truck  trailer  cars  complete. 
Also  11  sinste-tnick  motor  car 
bodies    and    trucks     ( no    motors) . 

7  I>ouhle-truck  closed  motor  car 
bodies     <no    motors   or   trucks). 

10  Sinffle-trncks  (no  bodies)  with 
G.E.-IOOO  motors;  6  O.E.-IOOO 
motors  and  6  pairs  of  wheels 
(no  trucks  nor  bodies). 

A  condition  of  the  acceptance  of  any 
Tender  is  that  the  cars  or  materials  must 
be  removed  by  the  tenderer  from  the  prop- 
erty of  the  Commission  within  one  calendar 
month  from  date  of  notification  of  accept- 
ance from  the  Conmiission  to  the  Tenderer 
by  registered  mail. 

Copies  of  a  detailed  inventory  may  be 
secured  and  appointments  to  inspect  may 
be  arrange  through  the  Executive  Depart- 
ment. Public  Utilities  Building.  35  Yopge 
St..  or  the  Rolling  Stock  Department  4 
Sherboume  Street. 

The  higrhest  or  any  tender  not  necessarily 
accepted. 

H.  H.  COUZENS. 
General  Manager, 

I  TORONTO  TR.^NSPORTATION 

I  COM>IISSION. 

tllllltllllllllMMIIMMIIII 


■  ■MIMIHIIIIIIIIMIMIIIIIMMMlllHrilllllMIMMIIIIIIMIIIIIII 


ItlltlMMIIIIIIIIIIttlllMIIIII 


No.  201—2—3—6. 

~t°"i''-c£l'*"^''*^  Passeiwer  and  Baggage  Cars — Wood  Body. 
End  Bkitrance  Cane  Seat.  Monitor  Roof  Motor  Q.S^57. 
OuaOruple.  3-Turn  Control  Westlnghonse.  K-14.  Single  End 
Brakes.  Westinghonse.  Compressors.  Nat.  Brake  &  ElectricCo 
^i^.S.S*"'*'"  '^™<*s-  3*-">    Wheels.   4% -in.  Axles.  Each 


No.  207. 

Interurban  Passenger  and  Baggage,  AU  Steel  Center  Entnuioo 
?  ,  „,  •  ^to*"""-  Westinghouse.  306  V  4  Quadruple.  Con- 
trol Westinghouse  Hi,..  Brakes.  Westinghouse  with  Nat 
Brake  Compressor.  B.B.2.  Baldwin  Trucks.  34-in.  Wheels.  5-lii 
Axles.   $4,500.00. 


Buffalo,  N.  Y 


Ten    othtT  cor*  in  very  good  condition  art  covered  by  our  Bulletin— mailed  anon  reauest 

BUFFALO  HOUSE  WRECKING  &  SALVAGE  CO. 


Phone,  Fillmore  1856 


April  21,  1923 

Bnectric  Railway  Jouma. 


[MfKSKIILiKlffiff  g[ieiJl]@ra 


59 


^•■•"••"■■■"""* <••■" 


lllllllltlllKMIIIIIIIIItMIHIIIt (IIMMIHMM 


illllllllMltlMIMMIIIIIIIItlllllliiliMIl 


FOR  SALE 


10  B^^N^Y  O^^  M^^  3^^^'^'^  C^^^ 


Apply  to 

PURCHASING  AGENT,  BOSTON  ELEVATED  RAILWAY 

108  Massachusetts  Ave.,  Boston,  Mass. 


;iitiiiiiiiiHiiiiii 


"Searchlight"  | 

IS  I 

Opportunity 

Advertising  [ 

— to  help  you  get  | 

what  you  want.  j 

— to  help  you  sell  j 

what    you    no  | 

longer  need.  | 

Take  Advantage  Of  It 

For  Every  Butinett  Want 
"Think  SEARCHLIGHT  First"    | 


I  FOR  SALE 

I  G.E.CO.  ROTARY  CONVERTER 

i  60   cy.,  13.*^0  or  6000   v.  A.C.  to  590  v. 

i  D.C.,  3300  kw. 

i  Includes  the  following-: 

I  Item  1 — Type  HCC.  16  pole,  2200  kw..  460 

I  r.p.m.,  590  v.  Synchronous  Conrer- 

I  ter  with  booster  and  instruments. 

I  Item  3 — 3     type     WC,     60     cy..    900    kva.. 

=  13.200-6600    V.    pnmary.    368    v. 

=  secondary,  water-cooled  Transform- 

I  era  with  10%  taps  above  and  below 

=  normal  and  50%   starting^  tap. 

=  Item  3 — Complete   3  panel   switchboard  for 

I  the  above.     Built  1917 

I  Has  been  ran  only  for  test — prompt  ship- 

I  ment— attractive  price 

I  Picture  of  Converter  appeared   in 

I  March  17th  issue. 

Apply  General   Chemical   Company 

i  40  Rector  St..  New  York.  N.  Y. 


I  ROTARY    CONVERTER 

1  1 — 300-kw..  35-cy.  West.    Will  sell  or  trade 
i  for  60^;y.  Converter  ol  same  capacity. 

I  KANKAKEE  £  CRBANA   TRACTION  CO. 
I  Urbana.  111. 


100  lb. 

Steel  Rails 

with   angle   bars 
FIRST    CLASS    RELAYERS 

Subject   to   Inspection   at    Destination 
for  Prompt  Shipment 

Write  or  Wire 

HYMAN    MICHAELS    COMPANY 

531  Peoples  Gas  BIdgr..  Chicago 

or  1312  1st  Natl.  Bank  Bldff.. 
Pittsburgh.  Pa. 

Other  Offices  at:  New  York,   St.  Louis. 
Detroit,  San  Francisco 

We  carry  in  stock  rails   from 
50  to  90   per   yard. 


^rii(iiiiuiiirriiiiiiirtniiiiiiriiiriiiiiiiHiiiiiiiiiiMiMiniiiiiiiiiiiiiiiiiiiiniitriitriitiriitiiiiiiiniiniitiiinintriii[iiiiitiiiiiiitiiiniiiiiiiiiiii'     iiitriitiiiniiniiiiiiiniiiiiiiiinriiiiiiiniiniiniiiriiiiiiniiitiiiiiuiiiiiiiiiiiiiiniiiiiiiiiniiiiiiiiMiiiriiiiiniiiiiimHiiiniiitiittiiiiiiitimiir 

I    The  Kalamazoo  Trolley  Wheels 

1  have   always  been   made   of  en- 

i  tirely  new  metal,  which  accounts 

I  for  their  long  life  WITHOUT 

I  INJURY  TO  THE  WIRE.    Do 

i  not  be  misled  by  statements  of 

I  large  mileage,  because  a  wheel 

I  that  will  run  too  long  will  dam- 

i  age  the  wire.     If  our  catalogue 

i  does    not    show    the    style    you 

I  need,  write  us — the  LARGEST 

I  EXCLUSIVE       TROLLEY 

I  WHEEL    MAKERS    IN    THE 

I  WORLD.  I 

I  THE  STAR  BRASS  WORKS  [ 

i  KALAMAZOO,  MICH.,  U.  S.  A.  | 

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CHILLINGWORTH  | 

One-Piece  Gear  Case*  | 

Seamless — Rivetless — Light  Weight  | 

Best  for  Service — Durability  and  = 

Economy.    H'rife  Us.  | 

Chillingworth  Mfg.  Co.       | 

Jersey  City,  N.  J.  I 

^'■■"'■■■i "'■■iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiHiiiiiiiHiiitiiimiiiiiiiiiiiiriHiiiiiMiiHiiiiiiii (himiiiiiiiii iiiitiiiiiiiiiinr 

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11% 

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STLOUIS-MO. 

U.S.A. 

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^CARNEGIE' 


When  you  think  of  Steel— think  of  Carnegie 

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~ttii'''iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiMiiiiiiitiiitiiMiiiiiitiiiitiiiiiiiitiiiiiriiitiiiiiiiiiiiii iiiiiiiiiiitiiiiHiiiiiniiiiiiiiiiiiiniitiiiiiiiiiB 

'iitiiiiiiiiiiiiitiiiiiiiiiiiitiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiitiiiiiiiiiiiiiiiitiiiiiitiiiiriiiiiiiiiiiiiit'' 

^lAFFOEiDI 

ROLLER  BEARINGS  f 

Cut    Power    Require-  | 
ments  in  Half  | 

Prevent  hot  boxes  and  i 
resiilting  journal  troubles:  i 
check  end  thrust  and  do  | 
away  with  all  lubrication  i 
difficulties  BECAUSE —       | 

They  Eliminate  i 

Journal  Friction         | 

Guaranteed  Two  Years    i 

itk  tor  Weraturt  | 

STArrOIlD  HOLLCH  DEADf/yol 
CAH  TkUCK  COHPOHATION  S 

LAW  TON.  MI^H  USA  S 


sFit  A.B.R.A.  and  M.C.B.  Stand- 
lord  Journain;  Readily  Applied  to 
=  Equipment  Noto  in  Use. 

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60 


Electric    Railway    Journal 


AjyrU  21,  192S 


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 


Advertininc,  Street  Car 

ColUff,  Inc.,   Barron  O. 
Mr  Circuit  Breakers 

Roller  Smitli  Co. 
Air  Beceivera  A  Aftercooleri 

InrerBoU-Kand  Co. 
.\iiimeter8 

Roller-Smith    Co. 
Anchors,  Ouy 

Blec.  Service  Supplies  Go. 

Ohio  Brass  Co. 

Drew  Elec.  &  Mfg.  Co. 

Westinghouse  E.  &  M.  Co. 
Armature  Shop  Tools 

Armature  Coil   Equip.  Co. 

Elec.  Service   Supplies  Co. 
Automatic      Return      Switch 
Stands 

Kamapo  Ajax  Corp. 
Automatic    Safety    Switch 
Stands 

Ramapo  Ajaz  Corp. 
Axles 

Bemis  Car  Truck  Co. 

St.  Louis  Car  Co. 
Axle  Stralchteners 

Columbia  M.  W.  &  M.  I.  Co. 
Axles,  Car  Wheel 

temis  Car  Truck  Co. 
rill  Co..  The  J.  G. 

Citrnegrie    Sleel    Co. 

Westingbouse  E.  &  M.  Co. 
Babbitt  Metal 

More-Jones  B.  &  M.  Co. 
Babbittlnc   Devices 

Columbia  M.  W.  &  U.  I.  Co. 
Badges  and  Buttons 

Elec.   Service   Sup.  Co. 

Int.  Register  Co..  The 
Bearings  and  Bearing  Metals 

Bemis  Car  Truck  Co. 

Columbia  H.  W.  &  It.  I.  Co. 

Drew  Elec.  &  Mfg.  Co. 

General   Electric  Co. 

Gilbert  k  Sons  B.  F.  Co..  A. 

Le    Grand,    Nic 

Hore-Jones  Br.  A  Metal  Co. 

St.  Louis  Car  Co. 

Westinghouse  E.  A  M.  Co. 
Bearings,    Center   and    BoUer 
Side 

Burry   Railway    Supply    Co. 

Stucki  Co..  A. 
B««rings,  Roller 

Statlord  Roller  Bearing  Car 
Truck  Corp. 
Bearings,   Roller,    Ball   A 
Thmst 

Norma  Co.,  The 
Bells  and  Gongs 

Brill  Co.,  The  J.  G. 

Columbia  M.  W.  A  M.  I.  Co. 

Consolidated  Car  Heatl'g  Co. 

Blec.  Service  Sup.  Co. 

St.  Louis  Car  Co. 
Boilers 

Babcock  A  Wilcox  Co. 

Edgemoor  Iron  Co. 
Boiler    Tubes 

Edgemoor  Iron  Co. 
Bond  Testers 

Amer.  Steel  A  Wire  Co. 

Elec.  Service  Sup.  Co. 
Bonding   Apparatns 

Amer.  Steel  A  Wire  Co. 

Elec.    Ry.   Improvement  Co. 

Elec.   Service  Sup.  Co. 

Indianapolis  Switch  &  Frog 
Co. 

Ohio  Braes  Co. 

Railway  Track-Work  Co. 

Rail  Welding  A  Bonding  Co. 
Bonds,  Rail 

Amer.  Steel  A  Wire  Co. 

Drew  Elec.  A  Mfg.  Co. 

Eleo.   Ry.  Improvement  Co. 

Elec.  Service  Sup.  Co. 

General   Electric  Co. 

Indianapolis  Switch  A  Frog 
Co. 

Ohio  Brass  Co. 

Pace  Steel  &  Wire  Co. 

Railway    Track    Work    Co. 

Rail  Welding  A  Bonding  Co. 

Westinghouse  E.  A  M.  Co. 
Bond  Testers 

Roller-Smith  Co. 
Book  Publishers 

McGraw-Hill  Book  Co. 
Boxe«.  Switch 
.lohns-Pratt  Co. 
Brackets      and     Cross     Arms 
(See      also      Polee,       Ties, 
Posts    Etc.) 

Bates  Exp.  Steel  Tr.  Co. 

Drew  Elec.  A  Mfir.  Co. 

Electric  Ry.  Equipment  Co. 

Blec.   Service  Sup.  Co. 

Hubbard  A  Co. 

Ohio  Brass  Co. 
Brake  Adjusters 

Gould  Coupler  Co. 
National   Ry.  Appliance  Go. 
Westinghouse  Tr.  Br.  Co. 
Brake  Shoes 
Amer.  Br.  Shoe  A  Fdy.  Co. 
Barbour-Stockwell    Co. 
Bemis  Car  Truck  Co. 
Brill  Co.,  The  J.  O. 


Columbia  M.  W.  A  M.  I.  Go. 
St.  Louis  Car  Co. 
Brakes.    Brake    Systems    and 
Brake  Parts 
Ackli-y  Brake  &  Sup.  Corp. 
AlUs-Chalmers  Mtg.  0», 

temis  Car  Truck  Co. 
riU  Co..  The  J.  G. 
Columbia  M.  W.  A  M.  I.  Go. 
Safety  Car  Devices  Co. 
General  Eflectric  Go. 
National  Brake  Co. 
St.  Louis  Car  Co. 
Westinghouse   Tr.    Br.   Co. 
Brooms,   Brushes,   Etc. 
Worcester  Brush  A  Scraper 
Co. 
Brooms,     Track,     Steel     and 
Rattan 
Amer.  Rattan  A  Reed  Mfg. 

Co. 
Paxson  Co..  J.  W. 
Brushes,  Carbon 
GeneraJ   Electric  Co. 
Jeandron.  W.  J. 
Le  Carbone  Go. 
Morganite  Brush  Co. 
Westinghouse  E.  &  M,  Co. 
Brushes,  Graphite 

Morg-:intte  Brush  Co. 
Brushes.    Wire,   Pneumatic 

Ingersoll-Rand  Co. 
Brush  Holders 
Anderson    Mfg.    Co.,    A.    A 

J  .M. 
Columbia  M.  W.  A  M.  I.  Co. 
Buses,  Motor 
Brill  Co.,  The  J.  G. 
St.  Louis  Car  Co. 
Bus  Seats 
Hale  A  Kilburn  Corp. 
Heywood-Wakefield  Co. 
Bushings 
National   Vulcanized  Fibre 
Co. 
Bushings,  Case  Hardened  and 
Manganese 
Bemis  Car  Truck  Co. 
Brill   Co.,   The  J.   G. 
St.  Louis  Car  Co. 
Cables.  (See     Wires     and 

Cables) 
Cambric    Tapes,    yellow    and 
black  Tarnished 
Irvington  Vamish  A  Ins.  Co. 
Mica  Insulator  Co. 
Carbon  Brushes  (See  Brushes, 

Carbon) 
Car  Panel  Safety  Switches 

Westinghouse  E.  A  M.  Co. 
Cars,  Dump 

Differential  Steel  Car  Co. 
Car  Lighting  Fixtures 

Elec.   Service  Sup.  Co. 
Car    Panel   Safety    Switches 
Consolidated  Car  Heatl'g  Co. 
Cars.   Passinger,  Freight,  Ex- 
press,   etc. 
Amer.   Car  Co. 
Brill  Co..  The  J.  G. 
Kuhlman  Car  Co..  G,  C. 
National  Ry.  Appliance  Co. 
St,  Louis  Car  Co. 
Wason  Mfg.  Co. 
Cars.  Gas.  Rail 

St.   Louis   Car   Co, 
Cars,  Second  Hand 
Electric  Equipment  Co. 
Transit   Equipment   Co. 
Cars,   Self-Propelled 

General    Electric   Co. 
Castings,    Brass.    Composition 
or  Copper 
Anderson    Mfg.    Co..    A.    A 

J.  M. 
Columbia  M.  W.  A  M.  I.  Co. 
Drew    Elec,    A   Mfg.    (3o. 
More-Jones  Br.  A  MetaJ  Co. 
Castings,  Gray  Iron  and  Steel 
Bemis  Car  Truck  Co. 
Columbia  M.  W.  A  M.  I.  Co. 
St.  Louis  Car  Co. 
Castings,  Malleable  and  Brass 
Amer,  Br.  Shoe  A  Fdy.  Co. 
Bemis  Car  Truck  Co. 
Columbia  M.  W.  A  M.  I.  Co. 
Le  Grand,  Nic 
St.  Louis  Car  Co. 
Catchers       and       Retrievers, 
Trolley 
Elec.   Service  Sup.  (3o. 
Ohio  Brass  Co. 
Trolley  Supply  Co. 
Wood  Co..  (3has.  N. 
Catenary  Construction 

Archbold-Brady  <io. 
Ceiling  Car 

Pantasote  Co..   The 
Change  Carriers 

Cleveland  Fare  Box  Co. 
Circnit-Breakers 
(Seneral  Electric  Co. 
Roller-Smith  Co. 
Westinghouse  E.  A  M.  Co. 
Clamps    and    Connectors    for 
Wires  and  Cables 
Anderson    Mfg.    Co..    A.    ft 
J.  ». 


Elec.  Ry.  Equipment  Co. 
Blec.  Service  Sup.  Co. 
General  Electric  Co. 
Hubbard  A  Co. 
Ohio  Brass  Co. 
Westinghouse  E.  A  M.  Co. 
I^leaners  and  Scrapers     Track 
(See      also      Snow-Plows, 
Sweepers  and  Brooms) 
BriU  Co..  The  J.  G. 
Root  Spring  Scraper  C!o. 
St.  Louis  Car  Co. 
Clusters  and   Sockets 
General   Electric   Co. 
Coal   ad   Ash   Handling    (See 
Conveying      and      Hoisting 
Machinery) 
Coll     Banding    and     Wlndhig 
Machines 
Armature  (!oil  Equip.  Co. 
Columbia  M.  W.  A  M.  I.  Go. 
Elec.   Sei-vice  Sup.  Co. 
Colls,   Armature  and   Field 
Columbia  M.  W.  A  M.  I.  Co. 
General   Electric  Co. 
Elliott-Thompson   Elec.    Co. 
Rome  Wire  Co. 
Westinghouse  E.  A  M.  Co. 
CoUs,   Choke  and  Kicking 
Elec.   Service  Sup.   Co. 
(Jeneral   Electric  Co. 
Westinghouse  E.  &  M.  Co. 
Coin  Counting  Machines 
Cleveland  Fare  Box  Co. 
Intern'l  Register  Co. 
Johnson  Fare  Box  Co. 
Coin   Sorting   Machines 

Cleveland  Fare  Box  Co. 
Coin  Wrappers 

Cleveland  Fare  Box  Co. 
Commutator    Slotters 
Elec.   Service  Sup.  Go. 
General  Electric  Co. 
Westinghouse  E.  A  M.  C3o. 
Commutator    Truing    Devices 

General   Electric  (Jo. 
Commutatotrs  or  Parts 
Cameron  Blec'l  Mfg.  Co. 
Cleveland    Armature    Works 
Columbia  M.  W.  A  M.  I.  Co. 
Greneral  Electric  Go. 
Mica  Insulator  Co. 
Westinghouse  B.  A  M.  Co 
Compressors,    Air 
(Jeneral  Electric  Co. 
Ingersoll-Rand    Co. 
Westinghouse  Tr.  Br.  Co. 
Compressors,  Air  Fortable 

Ingersoll-Rand  Co. 
Condensers 
AlliS'Chalmers  Mfg.  Co. 
General   Electric  Co. 
Ingersoll-Rand   Co. 
Westinghouse  E.  A  M.  Co. 
Condensor  Papers 

Irvington  Varnish  A  Ins.  Co. 
Connectors.   Solder!  ess 

Westinghouse  E.  A  M.  Co. 
Connectors,    Trailer   Car 
Consolidated  Car  Heating  Co. 
Elec.   Service  Sup.   Co. 
Ohio   Brass  Co. 
Controllers  or  Parts 
Columbia  M.  W.  A  M.  I.  Co. 
General    Electric  Co. 
Westinghouse  E.   A  M.  Co. 
Controller   Regulators 

Elec.   Service    Sup.   Co. 
Controlling  Systems 
(Jeneral   Electric  Co. 
Westinghouse  E.  A  M.  Co. 
Converters.    Rotary 
AUisChalmers  Mtg.  Co. 
General   Electric  Co. 
Westinghouse  E.  A  M.  Co. 
Conveying   and   Hoisting   Ma- 
chinery 
Columbia  M.  W.  A  M.  I.  tto. 
Copper   Wire 

Anaconda  Copper  Mining  Co. 
Cord  .-\djusters 
National   Vulcanized  Fibre 
Co. 
Cord,   Bell,  Trolley,   Register, 
Brill  Co.,  The  J.  G. 
Eiec.   Service  Sup.  Co. 
Internat'l  Register  Co..  The 
Roebling's  Sons  Co..  John  A. 
St.  Louis  Car  Co. 
Samson   Cordage   Works 
Cord  Connectors  and  Couplers 
Elec.    Service   Sup.   Co. 
Samson    Cordage    Works 
Wood  Co..  Clhas.  N. 
Cord.  Trolley 
Trolley  Supply  Co. 
Couplers,   Car 
Brfil  Co.,  The  J.   G. 
Gould  Coupler  Co. 
Ohio  Brass  Co. 
St.  Louis  Car  Co. 
Westinghouse  Tr.  Br.  Co. 
Cranes 

AI1l8-C%a1mers  Mfg.  (30. 
Cross  Arms   (See  Brackets) 
Oossing  {Foundations 

Intematllonal   Steel  Tie  Co. 
Crossings 
Ramapo  AJax  Ciorp. 


Crossing     Signals      (See     Sig- 
nals.   Crossing) 
Crossing,  iYog  A  Switch 
Wharton,   Jr..   A  Co.,   Wm, 
Ramapo  AJax  Corp, 
Crossing  Manganese 
Indianapolis  Switch  A  Frog 

Co. 
Ramapo   AJax   Corp. 
Crossings,  Track   (See  Track, 

Special    Work) 
Crossings,  Trolley 

Ohio  Brass  Co. 
Culverts 

Newport  Culvert  Co. 
Cnrtaiiis  and  Cnrtaln  Fixture* 
Brill  C!o..  The  J.  G. 
Edwards  Ck>.,  Inc.The  OM. 
Elec.   Service  Sup.  C!o. 
Morton  Mfg.  Co. 
Pantaeote  (3o..  The 
St.  Louis  Car  Co. 
Cut-Outs 

Johns-Pratt  Co. 
Dealer's  Machinery 
Elec.  Equipment  Co. 
Foster  Co..    H.   M. 
Derailing    Devices     (See    also 
Track   Work) 
Wharton,   Jr.,  A  Co..  Wm. 
Derailing    Swiehes,    Tee    Rail 

Ramapo    Ajax    Corp. 
Detective  Service 

Wish-Service.  P.  Bdward 
Doors  A  Door  Fixtures 
Edwards  Co..  aic..Tho  O.  Jf. 
Hale   A    Kilburn  Corp. 
St.  Louis  Car  Co. 
Door   Operating  Devlees 
Brill  (:o..   The  J.  G. 
Consolidated  Car  Heatl'g  Co. 
General    Electric   (3o. 
Nat'l   Pneumatic  Co..   Inc. 
Doors,   Folding  Veatlbnle 

Nat'l    Pneumatic  Co..    Ine. 
Drills,    Rock 
Ingersoll-Rand  Co. 
Drills,  Track 
Amer.  Steel  A  Wire  Co. 
Elec.  Service  Sup.  Go. 
Ingersoll-Rand  Go. 
Ohio  Brass  Co. 
Dryers,  Sand 

Elec.  Service  Sup.  Co. 
Ears 

Ohio  Brass  Co. 
Electrical    Wires   and    Oablis 
Amer.  Electrical  Works 
Roebling's  Sons  A  Co.,  J.  A. 
Electric  Grinders 
Railway    Track-Work    Co. 
Seymour  Rail   Grinder  Co. 
Electric  I,o<-omottves 

St.  Louis  Car  Co. 
Electrodes,    Carbon 
Indianapolis  Switch  A  Frog 

Co. 
Railway    Track-Work    Co. 
Electrodes,  Steel 
Indianapolis  Switch  A  Frog 

Co. 
Railway   Track-Work   Co. 
Enamels 

Beckwith-Chandler    Co. 
Engineers,    Consulting,     Coh- 
tractlng  and   Operating 
Allison  A  Co..  J.  S. 
Andrew.    Sanprster  A  Co. 
Archbold-Brady  Co. 
Arnold  Co.,  The 
Beeler.  John   A. 
Bibbins.  J.  Rowland 
Byllesby  A  Co..   H.  M. 
Day  A   Zimmerman.   Inc. 
Drum  A  Co..  A.  L. 
Ford.  Bacon  A  Davlis 
Hemphill   A  Wells 
Hoist.   Eneelhardt  W. 
Jackson.  Walter 
Kelly,   Cooke   A  Co. 
Ong.  Joe  R. 
Richey.  Albert  S. 
Robinson  A  Co.,   Dwight  P. 
Sanderson  A  Porter 
Stevens  A  Wood,  Inc. 
Stone  A  Webster 
White  Eng.  Corp..  The  J.  G. 
Engines.  Gas.  Oil  or  Steam 
Allis-(3halmers  Mfg.  Co. 
Ingersoll-Rand   Co. 
Westinghouse  E.  A  M.  Co. 
Extension    Platform    Trap 
Doors 
Edwards  Co..  Inc.The  O.  M. 
Fare   Boxes 
Cneveland  Fare  Box  Co. 
Johnson  Fare  Box  Co. 
Nat'l  Ry.  Appliance  Co. 
Ohmer  Fare  Register  Co. 
Fences,     Woven     Wire     and 
Fence   Posts 
Amer.   Steel   A  Wire  Co. 
Fenders  and  Wheel  (Guards 
Brill  Co..  The  J.  G. 
Consolidated  Car  Fender  Co. 
Elec.  Service  Sup.   (^. 
Le  Grand,  Nic 
Root  Spring  Scraper  Co. 


St.  Louis  Car  Co. 

Star  Braas  Works 

Trolley  Supply  Co. 
Fibre  and  Fibre  Tubing 

Westinghouse  E.  &  M.  Co. 
Field  CoUs    (See  Coils) 
Flangeway  Guards,  .steel 

Godwin  Co..  Inc..   W,  S. 
Flaxllnum    Insulation 

Nat'l  Ry.  Appliance  Co. 
FloodllghU 

Elec.  Service  Sup.  Co. 
Flooring,   Orating 

Irving  Iron  Works 
Forgings 

Carnegie  Steel  Co. 

Columbia  M.  W.  A  M.  I.  Co. 
Frogs  A  Oossings,  Tee  Rail 

Ramapo  Ajax  C^rp. 

Frogs,     Track      (See     Track 

Work) 
Frogs,  Trolley 

Ohio  Brass  Co. 
Funnel    Castings 

Wharton,    Jr..    Inc.,    A    Co.. 
Wm. 

Furnace,  Electric 

Pittsburgh    Eiec.    Furnace 
Corp. 
Furniture,  Metal  Office 

Edwards  Ck)..  Inc.The  O.M. 
Fuses,    Cartridge,    Non-Reflll- 
able 

Johns-Pratt  Co. 
Fuses  and  Fuse  Boxes 

Columbia  M.  W.  A  M.  I.<k>. 

Consolidated  Car  Heatl'g  Co 

(General  Bleetric  Co. 

Westinghouse  E.  A  M.  Co. 
Fuses,  Cartridge.   Reflllable 

Johns-Pratt  Co. 
Fuses,  High  Voltage 

Johns-Pratt  Co. 
Puses,   Rcailable 

Columbia  M.  W.  A  M.  I.  Go. 

General  Electric  Co. 
Gaskets 

Westinghouse  Tr.  Br.  Co. 
Oas-Eaectrie  Oars 

General  Electric  Co. 
Gas    ProdBcers 

Westinghouse  E.  A  M.  Co. 
Gates.  Car 

Brill  Co..  The  J.  Q. 

St.  Louis  Car  Co. 
Gear  Blanks 

Carnegie  Steel  (^. 
Gear  Cases 

ChilllnKworth  Mfg.  Co. 

Columbia  M.  W.  A  M.  I.  Co. 

HJlec.  Service  Sup.  Oo. 

Westinghouse  E.  A  U.  Co. 
Gears  and  Pinions 

Ackley   Brake   A  Supply 
Corp. 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  A  M.  I.  Go. 

Elec   Service   Sup.  Oo. 

General    Electric  Co. 

Nat'l    Ry.    Appliance  Ce. 

Nuttall  Co..  R.  D. 

Tool  Steel  Gear  &  Pinion  Co. 
GeneratlngSets,   Oas-EIectrie 

(Jeneral  Electric  (3o. 
Generators 

AlliS'Cnialmera  Mfg.  (X>. 

General    Electric    (3o. 

Westinghouse  E.  A  M.  Co. 
Girder  Ralls 

Lorain  Steel  Co. 
Goggles — Eye 

Indianapolis  Switch  A  Frog 
Co. 
Gong    (See  Bells  and  Gongs) 
(Ureases     (See    Lubricants) 
Grinders  and  Grind.  Supplies 

Indianapolis  Switch  A  Frog 
Co. 

Metal  A  Thermit  Corp. 

Railway    Track-work    (3o. 
Grinders,   Portable 

Railway   Track-Work  Co. 
Grii)der8,    Portable    Electric 

Railway    Track-Work   Oo. 

Sevmour  Rail  Grinder  Co. 
Grinding   Blocks   and   Wheels 

Railway    Track-work    Oo. 
Gronnd  Wires 

Paee  Steel  &  Wire  (^. 
Guard  Rail    Oamps 

Ramapo  Ajax  Corp. 
Guard  Ralls,  Tee  Rail  A 
Manganese 

Ramapo  Ajax  Cocp. 
Guards.   Trolley 

Elec.  Service  Sup.  Co. 

Ohio    BrasB    Co 
Hammers    Pneumatls 

Ingersoll-Rand    C!o. 
Harps,  Trolley 

Anderson    Mfg     Oo..    A.    A 
J.  M. 

Bayonet  Trolley   Hsrp  Oe 

Blec    Service  Sup.  Oo. 

More  Jones  Br.  A  Metal  Ce 

Nuttall  Co..  B.  D. 

Star  Brass  Works 


April  21,  1923 


Electric    Railway    Journal 


61 


Portable  Air 

Compressors 
Pneumatic    Grinders 
Pneumatic   Rail    Drills 
Pneumatic     Wood 

Borers 
Pneumatic    Wrenches 
Riveting     Hammers 


Rushing  a  Rush  Job  Faster 

When  the  new  crossing  must  go  in  over  night,  and  preliminary 
cutting  out  must  be  done  with  minimum  delay  to  traffic — that's 
when  Ingersoll-Rand  Pneumatic  Tie  Tampers  do  yeoman 
service. 

First — with  a  cutting  tool  they're  used  for  cutting  out  paving 
and  breaking  up  the  concrete  base  around  the  old  special  work. 

Then  they're  used  for  tamping  in  the  ballast  around  the  new 
work. 

The  saving  in  time  is  big,  and  the  saving  in  cost  is  bigger.  It 
pays  to  have  Pneumatic  Tie  Tampers  on  your  road.  Let  us 
tell  you  what  others  are  doing. 

Send  for  Tie  Tamping  Bulletin  From  9223  . 

INGERSOLL-RAND  COMPANY 

11  Broadway,  New  York 

Offices  in  all  large  cities 


Iii^eriSoU  -Rand 

i^^^^  183-TT 


62 


Electric    Railway    Journal 


April  21,  1923 


Thornton  Trolley  Wheel  Co. 

Weslerij  Electric  Co. 
Ueadllcliui 

Blec.  Service  sup.  Co 

6«aieral   Bleciiic   Cu. 
.  Ohio  Brass  Cu 

St.  Louis  Car  Co. 

Trolley  Supply  Co. 
Headllnine 

Pantaeote  Co..  The 
Beatem,  Oar   (Klrtiru  ) 

Consolidated  Car  Heatl'g  Co. 

Gold  Car  Heal.  &  i^^ni.  cv. 

Kan  Ky    AppUance  Co..  P. 

Smith  Heater  Co..  Peter 
Helmets — Welding 

Indianapolis  Switch  &  Frog 
Co. 

Kailway   Track-Work   Co. 
Heaters^    Car,    Hot    Air    and 
Water 

Elec.    Service  Sup.   Co. 

Smith  Heater  Co..  Peter 
HoistK  and   Ufts 

Columbia  M.  W.  &  M.  I.  Co. 

Ford   Chain    Block   Co. 
Hoists.    Portable 

Inrersoll-Rand  Co. 
Hydraulic    Machinery 

Allis-ChalmerB    Mtg.     Co. 
XnstrumMits  Measuring,  Test- 
ing and  Recording 

Elec,   Service   Sup.   Co. 

General  Electric  Co. 

Roller-Smith  Co. 

Westinghouse    E.    &   M.   Co. 
Insulating    Cloth,    Paprr   and 
Tape 

General   Electric   Co. 

Irvineton     Varnish     &     Ins. 
Co. 

Mica  Insulator  Co. 

National  Vulcanized  Fibre 
Co. 

Okonite  Co. 

Stand.    Underground   Cable 
Co. 

Westinghouse  E.   &  M.  Co. 
Insulating  Silk 

Irvi  ngton     Varnish     &    Ins. 
Co. 
Insulating    Varnishes 

Irvington     Varnish     &    Ins. 
Co. 
Insulation    (See  also  Paints) 

Anderson.   M.   Co..   A.   & 
J.  M. 

Electric   Ry.    Equlptmt.    Co. 

Electric  Service   Sup.   Co. 

General    Electric  Co. 

Irvington    Varnish    &    Ins. 
Co. 

Mica  Insulator  Co. 

Okonite   Co. 

Westinghouse    E.   &   M.    Co. 
Insulators     (see   also    Line 
Material) 

Anderson,    M.    Co.,    A.    & 
J.  M. 

Drew  Elec.  &  Mfg.  Co. 

Electric    Ry .    Equipmt .    Co. 

Electric  Service  Sup.  Co. 

General   Electric  Co. 

Hemingray   Glass   Co. 

Irvington  Varnish  &  Ins. 
Co. 

Ohio  Brass  Co. 

Westinghouse   E.    &   M.    Co. 
Insulators,     Combination 
Strain 

American   Porcelain    Co. 
Insulator  Fins 

Drew  Elec.  &  Mfg.  Co. 

Elec.   Ser\'ice  Sup.    Co. 

Hubbard   &   Co. 
Insulators.  High  Voltage 

Lapp  Insulator  Co..  Inc. 
Insurance,  Fire 

Marsh    &   McLennan 
Slacks     (See   also    Cranes, 
Hoists  and  Lifts) 

Buckeye  Jack  Mfg.  Co. 

Elec.  Service  Sup.  Co. 
Joints,  Rail 

(See  Rail  Joints) 
Journal  Boxes 

Bemis  Car  Truck  Co. 

Brill  Co..  J.  G. 

St.  Louis  Car  Co. 
Junction   Boxes 

Std.  Underground  Cnble  Co. 
Lamps,  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  B.  &  M.  Co. 
Lamps.  Signal  and  Marker 

Nichols-Lintem    Co. 
lAntems.    Classification 

Nichols-Lintem    (^o. 
Lightning    Protection 

Anderson.   M".  Co.,   A,   & 
J.    M. 

Elec.   Service  Sup.   Co. 

General   Electric  Co. 

Ohio   Brass  Co. 

Shaw.  Henry  M. 

WestinghouRe   E.    &   M.    Co. 
IJnfl    Material     (See    also 
Brackets,   Insulators. 
Wires,  etc.) 

Anderson.    M.   Co.     A.    &. 
J.  M. 


I     Archbold-Brady    Co. 

Columbia  M.  W.  &  M.  I.  Co. 

urew  Elec.  &  M'fg.  Co. 

Electric    Ry.    Equipmt.    Co. 

Elec.   Service   Sup.   Co. 

Hubbard   &   Co. 

More-Jones  Br.  &  Metal  Co. 

Ohio   Braes   Co. 

Westinghouse  E.  &  M.  Co. 
Lockers.  Metal 

Edwards  Co..  Inc. .The  O.  M. 
Locking  Spring  Boxes 

Wharton   Jr..    &   Co..    Wm. 
f^eomotives.    Electric 

General    Electric  Co. 

Mr-Guire-Cummings  Mfg.  Co. 

Westinsrhouse  E.  &  M.  Co. 
Lubricating   Knglneers 

Galena    Signal    Oil    Co. 

Texas  Co. 

Universal    Lubricating   Co. 
Lubricants,  OH  and  Grease 

Galena  Signal  Co. 

Texas  <o. 

Universal    Lubricating    Co. 
.Vluehine  Tools 

Columbia  M.  W.  &  M.  I.  Co. 
.Wachine   Work 

Coiunjbia  M.  W.  &  M.  I.  Co. 
.Wuclii.-.ery,    Insulating 

Amer.  Insulating  Mach.  Co. 
.Maitgancbe   Mteel   Cast.ngs 

Wharton.   Jr..   &  Co..   Wm. 
.Manganese  Steel  Guard  Ralls 

Ramapo  Ajax  Corp. 
.Manganese   Steel    Switches 
Frogs  &  Crossings 

Ramapo  Ajax  Corp. 
MangancHP   Steel    Special 
Track    Work 

Wharton.  Jr..  &  Co.,  Wm. 
Manganese   Track-work 

Indianapolis  Switch  &  Frog 
Co. 
Meters   (See  Instruments) 

Elec.  Service  Sup.  Co. 

Roller-Smith  Co. 
Mica 

Miea   Insulator  Co. 
Molding.   Metal 

Allis-Chalmers  Mfg.   Co. 
Motor  Buses    (See  Buses. 

Motor) 
Motorman's    Safety    Mirrors 

Drew  Elec.  &  Mfg.  Co. 
.Motormen's  Seats 

Allis-Chalmers  Mfg.   Co. 

Brill  Co..  J.  G. 

Elec.    Service   Sup.   Co. 

Wood  Co..  Chas.  N. 
Motormen's  Seats 

Heywood- Wakefield  Co. 

St.  Louis  Car  Co. 
Motors,    Electric 

Weetinghouse  E.  &  M.  Co. 
Motors   and   Generators,   Sets 

General    Electric  Co. 
Nnts  and   Bolts 

Barbour-Stock well    Co . 

Bemis    Car    Truck    Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Hubbard   &   Co. 
Ohm  met  ^8 

Roller-Smith  Co. 
Oils    (See   Lubricants), 
Omnibuses    (See  Buses. 

Motor) 
Oxy-Acetylene    (See  Cutting 

'.\pparatns  Oxy-Acetylene) 
Paint  Guns 

Dayton   Air   Brush   Co 
Paints   and    Varnishes    (Insu- 
lating) 

Ackley  Brake   &  Supply 
Corp. 

Mica  Insulator   Co. 
Paints   &   Varnishes, 
Preservative 

Bec-kwithChandler   Co. 
Paints    and    Varnishes    for 
Woodwork 

Beckwith-Chandler  Co. 

National  Ry.  Appliance  Co. 
Paint  Spraying  Devices 

Dayton    Air   Brush    Co. 
Pavement   Breakers 

IngersollRand    Co. 
Paving  Guards,  Steel 

Godwin  Co..  Inc.,  W.  S. 
Pacing  Material 

Amer.  Br.  Shoe  &  Fdy.  Co. 
PIrkups.  Trolley  Wire 

Drew   Elec.    &   Mfg.   Co. 

Elec.    Service    Sup    Co. 

Ohio   Brass   Co. 
Pinion  Pullers 

Columbia  M.  W.  &  M.  I.  Co. 

Drew   Elec.    &   Mfg.   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  llttlngs 

Westinghouse  Tr.  Brake  Co. 
Planers  (See  Machine  Tools) 
Plates  for  Tee  Rail  Switches 

Ramapo   Ajax   Corp. 
PlierK.    Rubber    Insulated 

Elec.    Service   Sup.   Co. 
Pneumatic  Tools 

IngersollRand  Co. 
Pole  Line  Hardware 

Drew   Elec.    &   Mfg.   Co. 

Ohio  Brass  Co. 


Poles.  Metal  Street 

Bates  Exp.  Steel  Truss  Co. 

Elec.  Ry.  Equipmt.  Co. 

Hubbard  &  Co. 
Pole  Sleeves 

Drew  Elec.  &  Mfg.  Co.' 
Pole  Reinforcing 

Drew  Elect.   &  Mfg.  Co. 

Hubbard  &  Co. 
Poles   &  Ties  Treated 

Baker  Wood  Preserving  Co. 

International    Creosoting    & 

Construction  Co 
Poles,   Ties,    Posts,    Piling    & 
Lumber 

Baker  Wood  Preserving  Co. 

Bell  Lumber  Co. 

International    Creosoting    & 
Construction   Co. 

Le  Grand.  Inc..  Nio 

Long  Bell  Lumber  Co. 

Nashville   Tie   Co. 
Poles,    Trolley 

Anderson   Mfg.  Co..  A.  & 
J.  M. 

Bayonet    Trolley   Harp   Co. 

Bell  Lumber  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Elec.    Service    Supplies    Co. 

Long  Bell  Lumber  Co. 

Nuttall  Co..   R.  D. 
Poles,  Tubular  Steel 

Blec.  Ry.  Equipmt.  Co. 

Elec.   Service   Sup.   Co. 
Porcelain,  Special  High  Volt- 
ge 

Lapp  Insulator  Co..  Inc. 
Pot  heads 

Okonite    Co. 
Power  Saving  Devices 

National  Ry.  Appliance  Co. 
Pressure  Regulators 

General    Electric  Co. 

Westinghouse    E.    &   M.    Co. 
Pumps 

AUis  Chalmers  Mfg.   Co. 

Ingersoll-Rand  Co. 
Pumps,  Vacuum 

IngersollRand  Co. 
Punches,   Ticket 

Bonney-Vehslage    Tool    Co. 

Intern'l  Register  Co..  The 

Wood  Co..  Chas.  N. 
Rail  Braces  &  Fastenings 

Ramapo   Ajax   Corp. 
Rail  Grinders   (See  Grinders) 
Bail   Joints 

Carnegie  Steel   Co. 

Rail  Joint  Co..  The 
Rail   Joints — Welded 

Indianapolis  Switch  &  Frog 
Co. 

Lorain    Steel   Co. 
Rails,    Steel 

Carnegie  Steel  Co. 
Railway  Paving  Cinards.  Steel 

Godwin  Co..  Inc.,   W.  S. 
Railway   Safety   Switches 

Consolidated  Car  Heat.  Co. 

Westinghouse    E.   &   M.    Co. 
Rail  Welding 

Alumino-Thermic    Corp. 

Metal  &  Thermit  Corp. 

Railway   Track-Work   Co. 

Rail  Welding  &  Bonding  Co. 
Rattan 

Amer.  Rattan  &  Reed  Mfg. 
Co. 

Brill  Co..  The  J.  G. 

Elec.    Service    Sup.    Co. 

Hale  &  Kilburn  Corp. 

Heywood-Wakefield    Co. 

St.  Louis  Car  Co. 
Reclaimers.   Waste  &   Oil 

Oil   &   Waste   Saving   Mch. 
Co. 
Reg'sters  and  Fittings 

Brill  Co..  The  J.  G. 

Elec.    Service   Sup.   Co. 

Intern'l    Register   Co..    The 

Ohmer  Fare  Register  Co. 

Rooke   Automatic   Rg.   Co. 

St.  Louis  Car  Co. 
Reinforcement.   Concrete 

Amer.  Steel    &  Wire  Co. 

Carnegie  Steel   Co. 
Repair  Shop  Appliances   (See 
also    C-oil   Banding   and 
Winding  Machines) 

Columbia  M.  W.  &  M.  I.  Co. 

Elec.   Service   Sup.   Co. 
Repair  Work    (See  also  Coils) 

Columbia  M.  W.  &  M.  I.  Co. 

General    Electric   Co. 

Westinghouse   E.   &   M.  Co. 
Replacers.  Car 

Columbia  M.  W.  &  M.  I.  Co. 

Elec.   Service   Sup.   Co. 
Resistances 

Consolidated    Car    Heal.    Co. 
Resistance,  Grid 

Columbia  M.  W.  &  M.  I.  Co. 
Resistance.    Wire   and   Tube 

General    Eleclri c   Co . 

Westinghouse   E.    &   M.   Co. 
Retrievers.    Trolley     (See 
Catchers    and    Retrievers, 
Trolley) 
Rheostats 

General   Electric  Co. 

Mica   Insulator   Co. 

'Vestine-house  E.  &  >r.  Co. 
Roller  Bearine^s 

Stafford  Roller  Bearing 

Car   Truck   Ck>rp, 
Roofing  Car 

Pantasote  Co.,  The 
Sanders,    Track 

Brill  Co..  The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 


Elec.  Service  Sup.  Co. 

Nichols-Lintem    Co, 

Ohio  Brass  Co. 

St.  Louis  Car  Co. 
Sash  Balancers 

Edwards  Co..  IncThe  O.  M. 
Sash  Fixtures,  Car 

Brill  Co..  The  J.  G. 

Edwards  Co..  Inc.TheO.  M. 

St.  Louis  Car  Co. 
Sash.  .Metal,  Car  Window 

Edwards  Co..*  Inc., The  O.  M. 

Hale    &    Kilburn    Corp. 
Scrapers,    Track    (See    Clean- 
ers and  Scrapers,   Track) 
Screw  Drivers,  Rubber 
Insulated 

Elec.    Service    Sup.    Co. 
Seats.   Bus 

St.  Louis  Car   Co. 
Seats,  Car    (See  also  Rattan) 

Amer.   Rattan  &  Reed  Mfg. 
Co. 

Brill  Ckj..  The  J.  6. 

Hale   &    Kilburn    Corp. 

Heywood-Wakefield  Co. 

St.  Louis  Car  Co. 
Seating  Materials 

Brill   Co..   J.   G. 

Heywood-Wakefield    Co. 

Pantasote  Co..  The 

St.  Louis  Car  Co. 
Sliades,  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 

Consolidated  Car  Heat.  Co. 

ETlec.    Service    Sup.    (^o. 

Nat'l    Pneumatic   Co..    Inc. 
Signals.  Indicating 

Nichols- Li nlern    Co. 
Signal   Systems,  Block 

Elec.    Service   Sup.    Co- 

Nachod  Signal   Co.,   Inc. 

U.   S.   Elec.    Signal  Co. 

Wood  Co.,  Chas.  N. 
Signal     Systems,     Highway 
Crossing 

Nachod  Signal  Co.,  Inc. 

U.  S.  Elec.  Signal  Co. 
Slack    Adjusters     (See    Brake 

Adjusters) 
Slag 

Carnegie  Steel   Co. 
Sleet   Wheels  and  Cutters 

Anderson  Mfg.  Co..  A.  & 
J.    M. 

Bayonet    Trolley   Harp   Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric   Ry.   Equipmt.   Co. 

Elec.    Service  Sup.   Co. 

More-Jones  Br.  &  Metal  Co. 

Nuttall  Co.,   R.  D. 
Smokestacks.    Car 

Nichols-Lintem    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. 

Fox   Rotary  Snow  Broom 
Co. 

St.  Louis  Car  Co. 
Soldering   and    Brazing    Ap- 
paratus    (See    Welding 
Processes  and  Apparatus) 

Irvington    Varnish    &    Ins. 
Co. 
Special  Trackwork 

Lorain  Steel  Co. 
Spikes 

Amer.  Steel  &  Wire  Co. 
Splicing   Compounds 

Westinghouse  E.   &  M.  Co. 
Splicing  Sleeves   (See  Clamps 

and    Connectors) 
Spray    Nozzles  . 

Drew    Eleo.    &   Mfg.   Co. 
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. 

St.  Louis  Car  Co. 
Steel  Castings 

Wharton.  Jr..   &  Co..   Wm. 
Steel  and  Steel  Products 

Morton    Mfg.    Co. 
Steps,  Car 

Morton  Mfg.  Co. 

Universal   Safety   Tread   Co. 
Steps.  Ladder  &  Stair,  Non- 
Slipping 

Irving  Iron  Works 
Steps,  Safety 

Irving  Iron  Works 
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. 
Subway  Grating 

Irving  Iron  Works 
Subway  Boxes 

Johns-Pratt  Co. 
Superheaters 

Babcock  &  Wilcox   Co. 


Sweepers,  Snow    (See  Snuw 
Plows,  Sweepers  and 
Brooms  > 
Switches,  Safety 

J()linrf.-Pralt  Co. 
Switch  Stands 

Indianapolis  Switch  &  Frog 
Co. 
Switch   Stands  &   Fixtures 

Ramapo    Ajax   Corp. 
Switches.  Selector 

Nichols-Lintem  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.  & 
J.  M. 

Elec.   Service   Supplies  Co. 

General    Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Synchro«roi>e>i 

RoUei'-Smith  Co. 
Tamper  Tie 

Inpersoll-Rand  Co. 

Railway    Track-Work    Co. 
Tapes  and  Cloths   (See  Insu- 
lating Cloth.  Paper  and 
Tape) 
Tee  Rail  Special  Track  Work 

Ramapo    Ajax   Corp. 
Telephones    and    Parts 

Elec.   Service   Supplies   Co. 
Terminals,   Cable 

Std.  Underground  Cable  Co. 
Testing  I>evice8.  Meter 

Jolins-Pratt  Co. 
Testing  Instruments    (See  In- 
struments, Electrical  Meas- 
uring.   Testing,  etc.) 
Thermostats 

Consolidated  Car  Heat.  Co. 

Gold  Car   Heating  &  Light- 
ing Co. 

Railway  Utility  Co. 

Smith  Heater  Co.,  Peter 
Ticket  Choppers  &  Destroyers 

Elec.    Service   Supplies  Co. 
Tickets  and  Transfers 

Globe  Ticket  Co. 
Ties  and  Tie  Rods.  Steel 

Barbour-Stockwell    Co. 

Carneeie  Steel  Co. 

International    Steel    Tie    Co. 
Ties.  Wood  Cross   (See  Poles, 

Ties,  Posts,  etc.) 
Tongue  Switches 

Wharton.  Jr..  &  Co..  Wm. 
Tool    Steel 

Carneerie   Steel    Co. 
Tools.  Track  &  I^tiscella neons 

Amer.   Steel  &  Wire  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Elec.    Service   Supplies  Co. 

Hubbard   &  Co. 

Railway    Trackwork    Co. 
Torches,  Acetjiene    (See  Cat- 
ting   .\pparatus) 
Tower  Wagons  and   Auto 
Trucks 

McCardell    &   Co..   J.   R. 
Towers  and  Transmission 
Structures 

A  rch t>o Id-Brady    Co . 

Bates   Exp.   Steel   Truss  Co. 

Westinerhouse   E.    &   M.    Co. 
Track    Expansion.    Joints 

Wharton.    Jr..    &    Co..    Inc., 
Wm. 
Track    Grinders 

Indianapolis  Switch  &  Frog 
Co. 

Railway   Track-Work   Cto. 

Seymour  Rail  Grinder  Co. 
Trackless   Trolley   Cars 

St.  Louis  Car   Co. 
Track,  Special  Work 

Barbour-Stockwell  Co. 

N.  Y.  Switch  &  Crossing  Co. 

Ramapo   Ajax   Corp. 

Wharton.  Jr.  &  Co..  Inc..  W. 
Transfer  Issuing   Machines 

Ohmer  Fare  Register  Co. 
Transfer    (See  Tickets) 
Transformers 

Allis-Chalmers  Mfg.   Co. 

General  Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Treads,    Safety,   Stair,    Car 
Step 

Morton  Mfe.  Co. 

Universal   Safety   Tread  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  Saipply  Co. 
Trolley  Bases,  Retrieving 

.\ckley  Brake  &  Supply 
Corp. 

Anderson    Mfg.   Co..    A.    & 
J.  M. 

Elec.    Service    Supplies    Co . 

Nuttall  Co.,  R.  D. 

Ohio  Brass  Co. 

Western   Electric  Co. 
Trolley  Buses 

Brill  Co..  The  J.  G. 

General    Electric    Co. 

Westinghouse  E.  &  M.  Co. 
Trolley  Material 

Drew    Elec.    &    Mfg.    Co. 

Ohio   Brass   Co. 
Elec.    Service   Sup.   Co. 

Miller  Trolley  Shoe  Co. 


AprU  21,  1925 


Electric    Railway    Journal 


63 


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Brake  Shoes 
A.E.R.A.  Standards 


I  Diamond  "S"  Steel  Back  is  the  Best  Type  i   I    {LjUA^ 

i    V  CORRECT  IT 


Standard 
Patterr»« 


USE  LE  CARBONE  CARBON  BRUSHES 


foi 


SAFETY 
CAR 


i    D-67  for  Narrow  Treads 
I    D-87  for  Wide  Treads 


I     American  Brake  Shoe  and  Foundry  Co.      | 
I  30  Church  Street,  New  York  f 

I    332  So.  Michigan  Ave.,  Chicago        Chattanooga,  Tenn.     | 

QiiiiniiuiiuiiiuiiiiHiiiHiiniiiiiiiiiiiiiiiiitiiiiiiii:iiiiiiiiPiiitiiiiiiiitiiiiiiiii'''''>inihiiiitiin!iiiiiiiiiiiiiiiiii>iPiiiiiiiiiiiiiiiiiiiiiiiiiiii: 
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fU'^'^^ 


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 


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Perry 
I   Hartman 

i    Side  Bearings 

I  and 

I     Center  Plates 

I  REDUCE  YOUR  POWER 
I  BILL.  AND  MAKE  YOUR 
i     CARS    EASY    RIDING. 

=  Flange  wear  js  greatly  reduced,  rail  wear  decrea.sed  and  derail-  i 
=  ments  prevented.  "Nosing"  ol  tracks  is  stopped.  Car  maintenance  = 
=    reduced.     Write  for  details.  = 

I    Burry  Railway  Supply  Co.,  Peoples  Gas  Bldg.,  Chicago     | 

=  Electrle  Railway  Sales  Distributors:  F.  Bodler.  San  Francisco;  Tile  LeOrande.  = 
S  IDC.  Bock  Island;  P.  W.  Wood.  New  Orleans;  National  Rj.  Appliance  Co.,  New  I 
f     York;  Ry.   &  Power  Engrg.  Corp.,  Toronto,  Canada.  = 

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COST    MORE    PER    BRUSH 
COST  LESS  PER  CAR  MILE 


I  W  J.  Jeandrofi 

1  345  Madison  Avenue,  New  York 

I  Pittsburgh  Office:  634  Wabash  Bldg. 

I  San  Francisco  Office:  525  Market  Street 

i  Csxiadian  Distributors:  Lyman  Tube  &  Supply  Co.,  Ltd.. 

3  Montreal  and  Toronto 

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=  H.    \.    Hegenian.   Jr.,  I'resldent                   Charles   C,   Castle.   First   Vice-President 

i  Harold  A.    Hegeraan,   Vice-President.   Treas.  and  .Acting    Sec'y 

=  \V.   C.  Lincoln.  Manager  Sales  and  Engineering 

I  National  Railway  Appliance  Co. 

B  Grand  Central  Terminal,  452  Lexington  Ave.,  Cor.  45th  St., 

=  New  York 

I  BRANCH   OFFICES: 

=  Munsey  Bldg.,  Washington,   D.   C;    100   Boylston   St.,  Boston,  Mass.;   Hegeman- 

1  Castle  Coiporation,   Railway  Elxchaiige  BIdg.,   Chicago,   111. 


Railway  Supplies 


Tool   Steel  (iearH   and   Pinions 
Anderson   Slaek   Adjusters 
tienesco   Paint   Oils 
Dunham   Hopper   Door.  Devices 
Anplo-Anierioan  Varnish  Co., 

Varnishes,    Enamels,    etc. 
Drew  Line  .Material  and  Railway 

Specialties 
Turnstile  Car  Corporation 
National  Hand  Holds 
Pitt-nburgh    Forge  &   Iron   Co.'S 

Products 


Keononiy   F.Iectric  Devices  Co., 

Power   Saving   &  Inspection 

.Meters 
Lind  Aluminum  Field  Coils 
C-H    Electric   Heaters 
GarlamI  Ventilators 
National    Safety    Car    Equipment 

Co.*s  One-.Man  Safety  Cars 
Flaxlinuni  Insulation 
E-Z  Car  Control  Corporation 

Safety   Devices 


i  Tnemec  Paint  &  Oil  Co.*«  Cement  Paint 

E  Fort  Pitt    Spring  &    Mfg.  Co.,    Springs 

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THORNTON  | 

The  trolley  wheel  with  the  high  | 

mileage  side  bearing  i 

Thornton  Wheels  with  Thornton  side  | 

bearings  are  unusually  long-lived,  re-  | 

quire  less  lubrication,   and   less  main-  | 

tenance.     They   are  free  from   vibra-  | 

tion  and  noiseless.     No  bushings.     In-  | 

vest'tgate  them.  | 

Bearings  make  fifty  thousand  or  more  miles  | 

Send  for  descriptive  circular  | 

Thornton  Trolley  Wheel  Co.,  | 

Incorporated  s 

Ashland,  Kentucky  | 

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64 


Elkcteic    Railway    Journal 


AprU  21,  1923 


Trolley    Matcriali.    Oreriusad 
MoreJonee    Brass    *    Ifetal 
Co. 
Trolley  Wheels  and  Harps 
More-Jones    Brass    &   Metal 

Co. 
ThorntOD  Trolley  Wheel  Co. 
Trolleys  and  Trolley  Systems 

Ford  Chain  Block  Co. 
Trolley    Wheel    BosfaJngs 
More-Jones  Brass  &  Metal 
Co 
Trolley   Whe^s    (S««  Wheal*. 

Trolley) 
Trolley   Wire 
Anicr.   Electrical   Wotka 
Anier.  Steel  &  Wire  Oo. 
Anaconda  Copper  Mln.  Co. 
R<i<  blind's   Sons   Co..   J.    A. 
Rome  Wire   Co. 
Truek  ,  Car 
Be  .  , ,  Car  Truck  C». 
Bnl   Co..  The  J.  O. 
St.  Louis  Car  Co. 
TtioinE  Yellow  &  Black 
Flexible  Tarnish 
Irvington    Varnish    &  Ina. 
Co. 


Turbines.  Steam 

AlUs-Chalmers  Mfg.  Co. 

General   Electric  Co. 

Westmghouse  E.  &  M.  Co. 
Turntables 

Indianapolis  Switch  &  Frog 
Co. 
Turnstiles 

Elec.  Service  Sup.  Co. 

Percy  Mfg.  Co..   Inc. 
Upholstery    Materials 

Amer.  Rattan  &  Reed  Mfg. 
Co. 
Valves 

Ohio  Brass  Co. 

Westlnghouso  Tr.  Br.  Co. 
Varnished   Papsrs 

Irvington    Varnish    &   Ins. 
Co. 
Varnished  Silk 

Irvington   Varnish  &  Ins. 
Co. 
Varnishes 

Bcclcwith-Chandler  Co. 
Ventilators,  Car 

Brill   Co.,   The  J.   G. 

Nat'l  Lv.  Appliance  Co. 

Nichols  Cintern  Co. 

Railway    atility  Co. 

St.  Louis  Car  Co. 


Voltmeters 

Roller-Smith  Co. 
Waste  Saving  Machines 
Oil    &    Waste    Saving    Mch. 

Co. 
Weather  Stripping,   Window 

Top.  Bottom  &  Sides 
Edwards    Co..  Inc.The  O.  M. 
Welded  RaU  Joints 
Indianapolis  Switch  &  Frog 

Co. 
Metal  &  Thermit  Corp. 
Ohio  Brass  Co. 
Railway   Track-Work   Co. 
Rail  Welding  &  Bonding  Co. 
Welders,   Portable   Electric 
Elec.  By.  Improvement   Co. 

Co. 
Indianapolis  Switch  &  Froi 
Ohio  Brass  Co. 
Railway   Track-Work   Co. 
Rail  Welding  &  Bonding  Co. 
Welding  Processes   and 

Apparatus 

Electric  Railway  Imp.  Co. 
General   Eriectric  Co. 
Green  Equip.  Co. 
Indianapolis  Switch  &  Frog 

Co. 


Metal  &  Thermit  Corp. 

Ohio   Brass  Co. 

Railway   Track-Work   Co. 

Rail  Welding  &  Bonding  Co. 

Westinghouae  E.  &  M.  Oo. 
Welding    Steel 

Indianapolis  Switch  &  Frog 
Co. 

Railway  Track  Work  Co. 
Welding  M'ire  and  Bods 

Page  Steel  &  Wire  Co. 
Wheel    Guards    (See    Fenders 

and  Wheel  Guards) 
Wheel   Presses    (See  Machine 

Tools) 
Wheels,  Car,  Cast  Iron 

Bemis  Car  Truck  Co. 

Griffin  Wheel  Co. 
Wheels   Car   Steel    «  Steel 
Tire 

Carnegie  Steel  Co. 
Wheels,    Trolley 

Anderson  Mfg.  Co..  A^  J.  & 
J.  M. 

Bayonet  Trolley  Harp  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Gilbert  &  Sons  B.  F.  A. 

Electric  Ry.   Equip.  Co. 

Elec.  Service   Supplies  Co. 


Flood   City    Mfg.   C!o. 

(Seneral   Electric  Ck). 

More-Jones  Br.  &  Metal  Co. 

Nuttall   Co..   R.   D 
Whistles,   Air 

General   Electric  Co. 

Ohio  Brass  Co. 

Westinghouse  E.  &  M.  Co. 
Wire  Bope 

Amer.  Steel  &  Wire  Co. 

Boebling's  Sons  Co.,  J.  A. 
Wire,  Trolley 

Page  Steel  &  Wire  Co. 
Wires  and  Cables 

Amer.   Electrical   Works 

Amer.  Steel  &  Wire  Co. 

Anaconda  Copper   Min.   Co. 

General  Electric  Co. 

Indianapolis  Switch  &  Frog 
Co. 

Okonite   Co. 

Page  Steel  &  Wire  Co. 

Roebling's  Sons  Co.,  J.  A. 

Rome    Wire    Co. 

Std.  Underground  Cable  Co. 

Westinghouse  Tr.  Br.  0>. 
Wood  Preservatives 

Baker  Wood  Preservative 
Co. 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Page 

Ackley  Brake  &  Supply  Corp.  .  .  57 

Allis-CHialmers    Mfg.    Co 55 

Allison  &  Co..  J.  E 20 

Amer.  Brake  Shoe  &  Fdy.  (3o .  .  .  63 

Amei*iean  Car  Co 64 

American  Electrical  Works 51 

American    Insulating    Machinery 

Co 51 

American    Rattan    &    Reed    Mfg. 

Co 57 

American  Steel  &  Wire  Co 50 

Anaconda  Copper  Mining  Co.. 

Front  Cover 

Anderson  Mfg.  Co..  A.  &  J.  M. .  43 

Andrew  Sangster  &  Co 21 

Archbold-Brady    Co 53 

Arnold  Co.,  The 20 


Bat>cock  &  Wilcox  Co 

Baker  Wood  Preserving  Co 

Barbour-Stockwell    Co 

Bates  Expanded  Steel  Truss  Co. 

Bayonet  Trolley  Harp  Co 

Beckwith-Chandler   Co 

Beeler.  John  A 

Bell  ILumber  Co 

Bemis  Car  Truck  Co 

Bibbins,   J.    Rowland 

Bonney-Vehslage  Tool   Co 

Brill  Co..  The  J.  G 

Buckeye  Jack  Mfg.  Co 

Burry    Railway  Supply  Co 

Byllesby  &  Co..  H.  M 


Cameron   Electric  Mfg.  Co.  . 

Carnegie    Steel    Co 

Chillingworth    Mfg.   Co 

Cleveland  Fare  Box  Co 

Collier,   Inc..    Barron  G 

Columbia  M.  W.  &  M.  I.  Co. 
Consolidated  Car  Fender  Co. 
Consolidated  Car  Heating.  .  . 


Day  &  Zimmermann,  Inc 

Dayton  Air  Brush  Co 

Differential   Steel  Car  Co.,  The. 


54 
50 
51 
42 
44 
39 
20 
64 
33 
21 
5.^ 
64 
53 
63 
31 

21 
5fl 
59 
56 
28 
47 
38 
35 

20 
45 
B3 


Page 

Drew  Elec.  &  Mfg.  Co 43 

Drum  &  Co..  A.  L 20 

Edgemoor  Iron  Co 34 

Edwards  Co..  Inc.,  The  O.  M.  .  .  45 

Electric   Equipment  Co 69 

Electric  Railway  Equipment  Co.  10 
Electric     Railway     Improvement 

Co 13 

Electric   Service   Supplies  Co.  .  .  9 

Elliott-Thompson  Electric  Co...  55 

Ford,  Bacon  &  Davis 20 

Ford  Chain  Block  Co 55 

"For  Sale"  Ads 59 

Fox  Rotary  Snow   Broom  Co.  .  .  25 

Galena-Signal   Oil  Co 17 

General   Electric  Co 18.  B.  C. 

Gilbert  &  Sons.   A 59 

Globe    Ticket    Co 44 

Godwin  Co..  Inc..  W.  S 53 

Gold  Car  Heating  &  Ltg.  Co ...  .  56 

Gould    Coupler   Co 48 

Griffin    Wheel  Co 57 

Hale   &  KilbuVn  Col-p 56 

"Help  Wanted"  Ads 59 

Hemingray  Gla.s3  Co 60 

Hemphill  &  Wells 20 

HeyVood-Wakefleld    Co 55 

Hoist.  Englehardt   W 20 

Hubbard  &   Co 51 

Indianapolis  Swith  &  Frog  Co.  .   53 

Ingersoll-Rand  Co 61 

International    Creosoting   &   Con- 
struction  Co.    . 51 

International    Register  Co..  The.    56 

International  Steel  Tie  Co 6-7 

Irving    Iron    Works 49 

Irvington    Varnish    &    Insulator 
Co 15 

Jackson.   w4lter    20 

Jeandron,    W.   J 63 

Johnson  Fare  Box  Co 56 

Johns-Pratt    Co 37 


Page 

Kelly.  Cooke  &  Co 21 

Kuhlman  Car  Co 64 

Lapp  Insulator  Co..  Inc 63 

Le  Carbone  Co 63 

Le   Grand.    Inc..    Nic 57 

Long  Bell  Lumber  Co 12 

Lorain  Steel  Co 52 


McOardell  &  Co 

McGraw-Hill    Book    Co 

Marsh  &  McLennan    

Mica  Insulator   Co 

Miller  Trolley   Shoe   Co 

Metal   &   Thermit   Corp 

More-Jones  Brass  &  Metal  Co. 

Morganite    Brush   Co 

Morton  Mfg.  Co 


Naehod  Signal  Co.,  Inc 

Nashville  Tie  Co 

National   Brake  Co 

National  Pneumatic  Co.,  Inc.  .  . 
National  Railway  Appliance  Co. 
National  Vulcanized  Fibre  Co.  . 
New  York  Switch  &  Crossing  Co. 

Newport  Culvert   Co 

Nichols-Lintem     Co 

Norma  Co.  of  America,  The  .  .  . 
Nuttall   Co..   R.    D 

Ohio    Brass    Co 

Ohmer  Fare  Register  Co 

Oil  &  Waste  Saving  Machine  Co. 

Okonite  Co..   The 

Ong.  Joe  R 


Page  Steel  &  Wire  Co.  . 

Pantasote    Co 

Parsons.  Klapp.  Brinckerhoff  & 

Douglas    

Paxson  Co.,  J.  W 

Perey   Mfg.    Co..    Inc 

Pittsburgh  Elec.   Furnace  Corp. 
Positions  Wanted  &  Vacant.  .  .  . 

Rail  Joint  Co 

Railway   Track- work  Co 


50 
29 
8 
54 
38 
14 
57 
46 
57 

53 
53 
19 
11 
63 
64 
53 
24 
55 
41 
46 


Page 

Railway   Utility    Co 87 

Rail   Welding  &  Bonding  Co.  .  .  .  16 

Ramapo  Ajax  Corp 64 

Richey.    Albert  S 20 

Robinson  &  Co..    Dwight   P....  20 

Roebling's  Sons  Co..  John   A.  .  .  53 

Roller-Smith     Co 52 

Rome   Wire  Co 51 

Rooke  Automatic  Register  Co.  .  56 

Root  Spring  Scraper  Co 48 

St.  Louis  Car  Co 21 

Samson    Cordage    Works 57 

Sanderson   &  Porter 20 

Searchlight    Section 58,  69 

Seymour   Portable    Rail    Grinder 

Co 52 

Shaw   Henry   M 53 

Smith    Heater   Co..    Peter 55 

Stafford    Roller    Bearing    Car 

Truck     Corp 69 

Standard  Oil  Co.  of  Indiana    ...  23 

Standard  Underground  Cable  Co.  51 

Star   Brass   Works 59 

Stevens  &  Wood  Inc 20 

Stone   &  Webster    20 

Stucki  Co.,  A 57 

Texas    Co 27 

Thornton  Trolley   Wheel  Co ...  .  63 

Tool  Steel  Gear  &  Pinion  Co.  .  .  47 

Transit  Equip.   Co 59 

Trolley    Supply   Co 40 

U.  S.  Electric  .Signal  Co 61 

Universal  Lubricating  Co 54 

Universal  Safety  Tread  Co 64 

"Want"  Ads 59 

Wason   Mfg.   Co 64 

Westinghouse    Electric    &    Mfg. 

Co 2 

Westinghouse  Traction   Brake  Co.  4 

Wharton,  Jr..  (3o.,   Wm 52 

White  Engineering  Corp..  J.  G.  .  20 

Wish  Service.  The  P.  Edw 21 

Wood  Co..  Chas.  N 51 


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Rumupo  Iron  Works 

Establislied  1881 


AJax  Forge  Company     = 

Eetablislied    1883  = 


RAMAPO  AJAX  CORPORATION  | 

Successor  s 

HILLBURN,  NEW  YORK  I 

Chicago           New  York           Superior,  Wis.           Niagara  Falls,  N.  Y.  I 

Automatic  Return  Switch  Stands  for  Passing  Sidings  1 

Automatic  Safety  Switch  Stands  i 

Manganese  Construction — Tee  Rail  Special  Work  = 

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I  Northern     CEDAR  POLES    Western   | 

I  We  guarantee  | 

I     all  grades  of  polet;  also  any  butt-treating  specifications      | 

BELL  LUMBER  COMPANY       | 

Minneapolis,   Minn.  | 

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SAFETY  TREADS 

Universal  Safety  Tread  Company 

Officea   in   all    Principal    Cities 
40  Court  Street  Send  for  Catalogue  RB  Boston,  Mass. 


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lit 


Make  it  of  Vul-Cot  Fibre''  \ 


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I  I  N.A,TIONAL  VULCANIZED  FIBRE  CO.  i 

I    1    WILMINGTON  DELAWARE    | 

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April  21,  1923 


Electric    Railway    Journal 


Double-Truck  Safety  Car 


Mounted  on  Brill  Low-Level  Trucks  No.  77-E 


In  this  double-truck  type 
Safety  Car  are  combined 
the  advantages  of  light 
weight  and  a  carrying  ca- 
pacity equal  to  the  require- 
ments of  practically  any 
service.  It  weighs  approxi- 
mately 28,000  lb.  complete, 
and  has  a  seating  capacity 
of  54. 


Also,  Brill  77  -  E  trucks 
equipped  with  26-in.  diam- 
eter wheels  not  only  carry 
the  car  body  very  low  but 
operate  in  a  steady  and  most 
comfortable  manner. 

Complete  information  will 
be  furnished  upon  request. 


The  J.  G.  Brill  Company 

Pmila-del-pmia.,  Pa.. 


American    Cap    Cq    —        G.C.  Kuhlman  Car  Co. 

ST.    UOUIS     rvlO.  C  l-C  VEl_  AINio     OHIO 


Wason    Manf'c  Ca 

SPR  irMCncuD    MASS. 


Here's  the  Arc  Welder  for  You 


One  Railway  Company  uses  this   means   of 
mounting  "WD-9'  for  track  work. 


Representative  Users 

Eastern  Mass.  Street  Railway 
Manchester  Street  Railway 
Schenectady  Railway  Co. 
Philadelphia  Rapid  Transit 
American  Rys.  Co.,  Philadelphia 
Washington  Ry.  &  Elec.  Co. 
Northern  Ohio  Pr.  8b  Lt.  Co. 
Columbus  Rwy.  Lt.  8b  Power  Co. 
Chicago  Surface  Lines 
Milwaukee  Elec.  Ry.  85  Lt.  Co. 
Des  Moines  City  Railway  Co. 
Ottumwa  Rwy.  8b  Lt.  Co. 
New  Orleans  Rwy.  8b  Lt.  Co. 
Texas  Elec.  Rwy.  Co.,  Dallas 
San  Francisco — Oakland  Terminal 


"WD-9"  does  great 

shop  and  track  work ! 

"WD-9"  was  specially  designed  to  run  at  constant  speed 
where  the  supply  circuit  varies  even  as  much  as  400  volts 
minimum  or  650  volts  maximum.  It  gives  the  operator  con- 
stant conditions  in  the  arc — and  that  means  good  welding.  It 
is  a  compact,  well-built  set — easy  to  use  and  economical  to 
operate. 

Here  are  some  of  the  things  "WD-9"  will  do  right  for  you  if 
you  team  it  up  with  a  welding  operator  who  knows  his  busi- 
ness. It  repairs  truck  frames — brake  hangers — ^journal  boxes 
— gear  cases — resistors — drawheads  and  underframing — 
flanges  on  worn  car  wheels — worn  journals  on  armature 
shafts — broken  and  worn  motor  frames.  It  readily  repairs 
railway  tracks — and  is  used  for  rail  bonding. 

Get  acquainted  with  "WD-9"  at  any  of  the  G-E  Sales  Offices 
which  are  in  all  large  cities. 


GENERAL  ELECTRIC 


»»   Graw-Hili  Company,  Inc. 


April  28,  1923 


Twenty  Cents  Per  Copy 


\ 


SAMSON  SPOT 

TROLLEY  CORD 
Ideal  for  one-man  cars 


Tiaile  Msik  Reg.  U.  S.  Pat.  OIT. 


Waterproofed,  smooth  and  durable.  Gives 
the  greatest  wear,  and  does  not  jam  or 
break  unexpectedly.  The  colored  spots 
are  our  trade-mark. 

Samson  Bell  and  Register  Cord 

Extra  quality  stock,  firmly  braided  and 
smoothly  finished  to  withstand  constant 
abrasion  and  jerking. 

SAMSON  CORDAGE  WORKS 

Boston,  Mass. 


Electric    Railway    Journal 


April  28,  1923 


*:^1>-~A 


i:-}. 


ilkiti  i;?i 


'  fim^^^^^'"  ^M^ 


^•:i\Wit 


Another  Successful 
Alternating-Current  Installation 

Winding  over  and  through  the  mountains  of  West  Virginia,  hauHng 
approximately  two  million  tons  a  month,  the  electric  locomotives 
of  the  Norfolk  &  Western  have  more  than  met  expectations. 

As  a  proof  of  the  successful  operation  of  this  alternating-current 
electrification,  the  Norfolk  &  Western  Railway  is  extending  its 
electrified  zone  a  distance  of  thirty  route  miles. 

This  extension  will  assure  a  more  rapid  and  efficient  handling  of 
the  3250-ton  trains  through  this  coal-mining  region  which  includes 
the  2%  Elkhorn  grade  over  which  these  trains  operate  at  a  speed 
of  14  miles  per  hour. 

Were  steam  locomotives  used  to  handle  the  present  tonnages  the 
number  required  would  be  at  least  three  times  the  number  of 
electrics  now  employed. 


Vol.  61,  No.  17 


New  York,  April  28,  1923 


Pages  709-748 


BENBY  H.  NORRIS 
Engineering  Editor 

MORRIS  BUCK 
.\ssoclat«  Editor 

C.  W.  saUlEB 
Aisoclate  Editor 

CARL  W.  STOCKS 
AMOclate  Editor 

O.  1.  MaoMURRAT 
Newt  Editor 

JOHN  A.  »niJ[<ER.  Jb. 
Bditorlal  Assistant 


I^HCl^^ 


Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


N.  A.  BOWERS 
PaclOo  Coast  Editor 
Rlalto  Bids..  San  Franelaoo 
H.  8.  KNOWLTON 
New  Enslarid  Editor 
Tremont  Temple,  Boston 
MERRILL  B.  KNOX 
Editorial  Assistant 
Old  Colonr  Bldg.,  Chlcaio 
PAUL  WOOTON 
Washington  Bepresentative 
Colorado  Bldg. 

HAROLD  V.  BOZELL 

Consulting  Editor 


CONTENTS 

Editorials    709 

Signaling  on  the  Frankford  Elevated — 1 711 

By  J.   N.   DoDD. 

The  special  problems  met  and  how  they  were  solved  on  this  most 
recently  completed  elevated  line.  This  first  of  two  articles  deals 
particularly  with  the  signals,  trips,  electric  circuits  and  air  lines. 

How  Trainmen  Can  Sell  Transportation 715 

Sweeping  Changes  Recommended  in  New  Orleans 716 

Report  of  John  A.  Beeler  recommends  extensive  relocation  of  rail 
lines,  rerouting  of  cars,  suggests  scheme  for  speeding  up  and  am- 
plifying service  and  relieving  traffic  congestion.  Contemplates  ex- 
penditures of  $2,500,000  but  saves  $850,000  annually. 

Track  Reconstruction  in  San  Diego 719 

Merit  System  Works  Well  in  Los  Angeles 721 

By  J.  G.  Jeffrey. 

In  this  system  a  bonus  is  given  for  good  records  and  in  1922 
nearly  $95,000  was  distributed  as  bonuses  and  special  prizes 
among  the  trainmen.     Methods  of  keeping  records  are  described. 

New  Shops  for  Toronto 723 

Moie  than  $2,000,000  is  being  spent  on  shops,  offlce  building  and 
storehouse  for  the  Toronto  Railway  system.  Full  particulars  of 
the  shop  layout  are  given. 

Pulverized  Fuel  Plant  at  Providence 725 

The  United  Electric  Railways  is  making  power  plant  improve- 
ments to  cost  upward  of  a  million  dollars.  New  boilers  equipped 
to  burn  pulveiized  coal  are  being  installed  in  one-half  of  the 
boiler  houses. 

Joint  Arrangement  Brings  Increased  Freight  Business .  .  728 

The  Latest  in  Articulated  Cars 729 

The  Readers'  Forum 730 

American  Association  News 731 

Maintenance  of  Equipment 732 

News  of  the  Industry 735 

Financial  and  Corporate 739 

Traffic  and  Transportation 742 

Personal    Mention     744 

Manufacturers  and  the  Markets 747 

McGraw-Hill  Co.,  Inc.,  Tenth  Ave.  at  36th  St.,  New  York 

James  H.  McGraw.  President  Cable  Address :    •■Machinist,  N.  Y." 

ASTBUR  J.  Baldwin.  Vlce-l'rcsldcnt 

Malcolm  Mdik.  Vice-President  Publishers  of 

E.  J.  MBHBEK.  Vice-President  Ensimering  Nev>t-RenTd 

Mason  Bbitton,  Vlce-Pres.dent  Americm  MaMnUt 

O.  D.  Street.  Vice-President  Pmcar 

James  H.  McGraw.  Jr..  Sec.  and  Treas.  C»CT»H«5  and 

Washington:  MetaUuroical  Enoineerintf 

Colorado  Building  Coal  Age 

Chicago:  li^n^         Engineering  and  Mining  Journal-Preu 

Old  Colony  Building  y^Spl^N  tngenierta  InternacionOl 

Philadrlphia:  iODUlC^  Bva  Tranaporiation 

Real  Estate  Trust  Building  HTAffoAT^  Electrical  Itailway  Journal 

Cleveland:  ^Ic^^jJ  Electrical  Merchanditing 

s.r^i,''^.?''"''  """"""^  \^_2V  Jo^""'  o'  EtectrlcUp  and 

St^  nSildlne  ^'^ocv^  Wettern  Indutlr, 

SAN  PraSI,"  c? :  ^m  IPuUisHed  i«  San  Frm,cUcc) 

Blalto  Building  Industrial  Engineer 

London  :  iPublUhcd  in  Chicago) 

6  Bouverie  Street.  London.  E.  C.  4  American  Machinist— European 

Member  Associated  Business  Papers,  Ine.  Edition 

Member  Audit  Bureau  of  Circulations  [Publi$h«d  in  London) 

The  annual  subscription  rate  is  $4  in  the  United  States,  Canada,  Mexico.  Alaska, 
Hawaii,  PhiliDiiines,  Porto  Rico.  Canal  Zcme.  Honduras,  Cuba,  Nicaragua,  Peru,  Co- 
lombia, Bolivia.  Oominican  Republio.  Panama,  El  Salvador,  ArgentiQa.  Brazil,  Spain, 
Uruguay,  Costa  Rica.  Ecuador,  Guatemala  and  Paraguay,  Extra  foreign  postage  in 
other  countries  $3  (total  $7.  or  29  shlttlnKs).  Subscriptions  may  be  sent  to  the 
New  York  office  or  to  the  London  offlce.  Single  copies,  postage  prepaid,  to  any  part 
of  the  world.  20  cents, 

Ctiange  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  tha  change  takei  place. 
Copyright.   1923.  by  McGraw-Hill  Company,   Inc. 

Published  weekly.  Entered  as  second-class  matter.  June  23,  19fl8.  at  tlie  Post  OfBce. 
at  Now  Tork,  under  the  Act  of  March   3.   1879.     Printed  in  U.   S.   A. 

Circulation  of  this  issue,  5,950  Advertising  Index 


Scope  of 
the  Journal  Field 

IN  this  column  last  week  it  was  pointed 
out  that  few  papers  are  required  to 
cover  such  a  wide  range  of  subjects  as  is 
the  Journal.  To  make  this  statement 
more  tangible  the  following  partial  list 
of  the  broad  fields  of  activity  comprised 
in  the  electric  railway  business  is  given: 


Metallurgy 

Finance 

Claims 

Accounting 

Transit  plans 

Appraisals 

Corporation  law 

Regulation 

Advertising 

Labor  matters 

Insurance 

Public  relations 

Maintenance 

Signaling 

Welding 


Civil  engineering 
Mechanical  engineering 
Electrical  engineering 
Accident  prevention 
Association  activities 
Traffic  development 
Market  conditions 
Purchases  and  stores 
Foreign  news 
Lubrication 
Fuel  supply 
Standardization 
Traffic  regulation 
Management 
Energy  saving 

Express  and  freight  handling 

Fares  and  fare  collection 

Heavy  electric  traction 

Statistics  and  cost  trends 

Buses,  co-ordination  and  competition 

To  maintain  a  balance  of  subject  mat- 
ter in  such  a  wide  range  of  activity  and 
cover  these  systematically  requires  a  very 
diversified  experience  in  the  editorial 
stafif.  Such  a  service  is  what  the  JOURNAL 
endeavors  to  supply. 


— Alphabetical,  44;  Classified,  40,  42;  Seaarchlight  Section,  39 


Electric    Railway    Journal 


April  28,  1923 


II 


Safety  Car  Pioneers 


8  YEARS  OF  DEVELOPMENT 


THE  year  1915  witnessed  the  inception 
of  the  Safety  Car.  The  first  of  the  cars 
ever  placed  in  service — on  the  properties 
of  the  Seattle  Electric  Co.,  the  Everett 
(Wash.)  Division  of  the  Puget  Sound 
International  Railway  and  Power  Co.,  and 
the  Illinois  Traction  Co. — were  equipped 
with  our  Air  Brake  and  Safety  Car  Control 
Devices. 

It  was  this  equipment  which  made  it  pos- 
sible to  realize  one  of  the  fundamental 
objects  of  the  car — the  saving  in  man  power 
and  platform  expense. 


Throughout  the  past  eight  years  we  have 
devoted  ourselves  to  Safety  Car  develop- 
ment. Naturally,  it  is  a  source  of  pride  to 
us  that  we  have  shared  responsibility  for 
the  marvelous  growth  of  this  new  form  of 
transportation,  and  that  approximately 
6,500  Safety  Cars,  made  possible  by  our 
equipment,  are  now  operating  in  300  cities. 

Let  us  show  you  how  our  equipment  can  be 
made  to  solve  your  problems.  Applicable 
to  new  cars  or  old — any  type. 


SafetyCar  Devices  C6. 

OF  St.  Louis.  Mo. 
Postal  and  Olographic  Address: 

WiLMERDING,  PA. 

CHICAGO     SAN  FRANCISCO    NEW  YORK    VASHINGTON    PirTSBURGH 


April  28,  1923 


Electric    Railway    Journal 


complete: 

airbrake: 

EQUIPMENT 
;Sr  EVERY  CUSC 


SERVICL 


Prepare  for  the  Summer 
Throngs 


HEAVY  summer  traffic  requires  extra  precaution  to  make  sure 
that  your  cars  are  equipped  with  the  best,  up-to-date  braking 
facilities.  Westinghouse  Traction  Brakes  cover  the  entire  field  of 
electric  railway  operation,  and  among  the  various  types  you  will  find 
one  that  is  exactly  suited  to  your  needs,  providing  the  necessary 
margin  of  safety  for  any  emergency  and  giving  dependable,  low-cost 
service.    Check  the  list  below  and  consult  with  our  engineers. 


Schedule  SM-3  {Straight  Air) — For  single  cars  in  light, 
slow-speed  city  service. 

Schedule  SME  (Semi-Automalic) — For  single  cars  or 
two-car  trains  in  citj-  service. 

Schedule  AMM  (Combined  Automatic  and  Straight  Air) 
— For  single  cars  or  short  multiple-unit  trains  in  heavy 
city,  suburban,  or  interurban  service. 

Schedule  AMU  (Automatic) — For  long  trains  in  high- 
speed interurban,  elevated  or  subway  service. 

Schedule  AMUE  (Electro-Pneumatic) — For  trains  of  any 
length  in  rapid  transit,  elevated  or  subway  lines. 


Variable  Load  Brake — For  trains  of  any  length  on  ele- 
vated or  subway  systems.  Same  as  AMUE,  plus  features 
for  varying  brake  cylinder  pressure  so  as  to  obtain  uni- 
form retardation  on  empty,  partially  loaded  or  fully 
loaded  trains. 

Schedule  14  EL  (Combined  Automatic  and  Independent 
Control) — For  electric  locomotives. 

Automotive  Air  Brake — A  new  development  providing 
better  braking  facilities  for  the  safe  and  efficient  opera- 
tion of  Motor  Buses,  Trucks,  Touring  Cars,  Trackless 
Trolley  Cars  and  Rail  Motor  Vehicles. 


Westinghouse  Traction  Brake  Company 

General    Offices    and    Work»:      Wilmerding,    Pa. 


Boston.  Mass. 
ChlcaBO.  111. 
Columbus.  Oblo 
Denver.  Colo. 
Houston.  Tex. 


OFFICES : 

Los  Angreles 
Mexico  City 
St.  Louis.  Mo. 
St.  Paul.  Minn. 


New  York 

Pittsburrli 

Washington 

Seattle 

San  Francisco 


WestinghouseTraction  Brakes 


Electric    Railway    Journal  April  28,  1923 


^  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 

\75  W.Jackson  Blvd. Chicago. III. 


Minneapolis 

Denver 

San  Francisco 

New  York 

Duluth  ■ 

Seattle 

Detroit 

Columbus 

Cleveland 

Winnipeg 
Montreal 
Tendon 


April  28,  1923 


Electric    Railway    Journal 


AW-8  Arc 
Weld  Bond 
Applied  to 
Ball  of  Rail 


AW-7  Arc 
Weld  Bond 
Applied  to 
Base  of  Rail 


WHAT  DOES  ®  MEAN  to  YOU 
—on  RAIL  BONDS? 


/^_T>  means  perfected  manufacturing 
^-^  ^-^  processes  applied  to  practical 
and  efficient  designs.  0-B  Rail  Bonds 
are  made  uniformly  from  selected 
materials  and  reach  you  only  after 
systematic  and  thorough  inspection. 

0-B  means  extreme  care  has  been 
exercised  in  firmly  welding  the  copper 
cable  into  the  terminals  of  each  rail 
bond.  Good  design  and  careful  manu- 
facture of  terminals  make  the  copper 
strands  withstand  track  vibrations. 


O-B  means  that  concentric  lay  cable 
of  commercially  pure  copper  has  been 
used.  Bond  cable  is  held  to  strict  speci- 
fications. Each  type  of  O-B  Rail  Bond 
has  ample  copper  to  safely  carry  its 
rated  current. 

0-B  means  that  you  are  getting  Rail 
Bonds  that  have  stood  the  test  of  experi- 
ence and  time.  O-B  Bonds  stand  wear 
— and  the  terminals  are  designed  to 
encourage  good  installation. 


By  Specifying  0-B  Rail  Bonds  You  Are  Taking 
the  First  Step  Towards  a  100%  Job  of  Bonding. 


Type  F  Compressed  Terminal  Bond   applied  to  Web 
of  Rail  under  Splice  Bar. 


Type  E  Compressed  Terminal  Bond   applied  to  Web 
of  Rail  around  Splice  Bar. 


The  Ohio  ^  Brass  co 


Mansfield, 


Ohio.  USA. 


New  York     Philadelphia     Pittsburgh     Charleston.  W.Va.     Chicago     Los  Angeles     San  Francisco     Paris.  France 
Products:   Trolley  Materieii.    Rail  Bonds.    Electric  Railway  Car  Equipnr^ent,    High  Tension  Porcelain  Insulators.   Third  Rail  ln»ulater> 


Electric    Railway    Jouenal 


AprU  28,  1923 


QUALITY  TIES  of  the  Exact  Grade 

You  Specify 


It- — 21'-:i---'ai 


Fg  -"(^  •'?r'  WW 


PURCHASING  Cross  Ties  is  a  big  problem. 
It  is  true  that  the  A.  R.  E.  A.  specifications 
set  a  purchasing  standard,  but  experience  has 
shown  that  many  difficulties  result  from  the  lax 
enforcement  of  these  specifications. 

The  specifications  are  issued  to  purchasing 
agents  to  govern  their  buying — also  to  the  pro- 
ducers to  show  them  what  to  make  and  how  their 
output  is  to  be  graded;  but  unless  you  insist  up- 
on and  enforce  these  standards  the  producer  will 
make  ties  just  as  small  as  you  will  take  them. 
In  other  words,  you  will  not  get  full  value  for 
your  tie  dollar. 

When  you  order  ties  to  a  certain  specification 
from  the  International  Organization  we  interpret 
it  as  our  duty  to  secure  for  you  ties  in  exact  ac- 
cordance with  your  specification,  without  subter- 
fuge, overgrading  or  deviation  in  any  form. 

If  you  specify  grade  5,  you  will  receive  sound  hewed, 
rectangular  ties  7  in.  by  9  in.  and  not  a  tie  that  might 
pass  as  a  grade  5. 

Likewise,  you  get  full  tie  value  when  specifying 
grades  4,  3,  2,  or  1.  Each  Tie  is  permanently  marked 
in  the  woods  so  that  its  grade  can  be  identified,  at 
any  later  time,  for  check  inspection. 

The  purpose  of  this  International  Tie  Organization 
is  to  produce  sound,  durable  ties  of  uniform  size  in 
strict  accordance  with  A.  R.  E.  A.  grades. 


Tl 


International  Creosoting  &  Construction  Co. 


General  Office — Galveston,  Texas 

Plants:     Texarkana,  Texas  Beaumont,  Texas 


Galveston,  Texas 


April  28,  1923 


ELECTRIC      RAILWAY      JOURNAL 


There  is  only  one 


best  paved  street  track — 

It's  that  with  the  lowest  cost  per  foot  per  year,  includ- 
ing first  cost  and  maintenance.  Get  the  figures  on 
Steel  Twin  Tie  track  from  us  or  from  users. 


The  International  Steel  Tie  Company 

Cleveland 


Steel  Twinlie  Track 


10 


Electric    Railway    Journal 


April  28,  1923 


Looking  east  along  King 
Street  at  the  intersection 
of  King  and  George 
Streets,  Sidney,  New 
South  Wales.  The  gov- 
ernment tramways ,  in 
four  directions,  operate 
with  a  headiuay  of  eight 
seconds.  It  requires 
Phono-Electric,  of  course, 
for  this  service. 


The  Whole  World 
*    Respects  Phono-Electric! 

It  is  a  fitting  tribute  to  Ameri-  scoured  the  world,  the  engi- 
can  Electric  Railroading  to  neers  of  Sidney's  Government 
find  America's  standard  for  tramway  followed  the  foot- 
severe  wear — Phono- Electric  steps  of  their  American  con- 
— responding  to  the  severest  temporaries  to  Bridgeport  for 
test  that  far  off  New  South  uninterrupted  service  and  far- 
Wales  can   offer.    Tho'  they  sighted  economy. 


Phono-Electric 

Trolley  Wire 


The  Queen  Victoria 
buildings  on  George 
Street,  Sidney,  one  block 
south  of  King  Street,  2800 
trams  pass  this  spot  every 
day.  Phono-Electric  de- 
livers the  uninterrupted 
service  that  results  in 
far-sighted  economy. 


-^J!M 


April  28,  1923 


Electric    Railway    Journal 


11 


RTIXE 


your  service  to  these  places 

Keystone-Hunter  Illuminated  Destination  Signs  do 
more  than  point  out  the  destination  points  of  your  cars. 
Throughout  the  day  and  night  these  signs  tell  an 
animated  story  of  your  service  to  beaches,  parks  and 
recreation  spots. 

KE.YSTONE-HUHTER 

ILLUMINATED  DESTINATION  SIGNS 

A  car  is  nothing  but  a  car  unless  its  destination  point  is  dis- 
cernible at  a  distance  convenient  for  the  person  in  the  street. 
Keystone- Hunter  Signs  make  each  car  an  easily  distinguished 
accommodation  and  constantly  remind  the  person  in  the  street 
that  you  are  selling  service  to  beaches,  parks  and  recreation 
spots.  By  constantly  suggesting  these  places  on  your  moving 
cars  you  are  conducting  a  mighty  persuasive  advertising 
campaign. 

Get  these  signs  on  cars, 
elevated  and  surface  trains. 

ELECTRIC  Si^RVICE^  SuPPIylES  Ca 

Manufacturer  of  Railway  Material  and  Electrical  Supplier 
PHILADELPHIA,  17th  and  Cambria  Streets  NEW  YORK,  SO  Church  Street 

CHICAGO,  Monadnock  Building 

Branch  Offices:  Boston,  Scranton,  Pittsburgh 

Canadian  Dittrlbutort :  Lyman  Tube  &  Supply  Co.,  Ltd.,  Montreal,  Toronto,  Winnipeg,  Vancouver 


12 


Electric    Railway    Journal 


April  28,  1923 


Poml:e^%marlc$ 
About  Wasteful 
Advertising  by-^ 


Hon.  Sidney  Anderson 

MR.  JXDERSON  was  Chair- 
man of  the  Joint  Commission 
of  Agricultural  Inquiry  that  made  the 
most  remarkable  and  valuable  study 
of  distribution  costs  ever  made  by  a 
governmental  agency. 

''TpHERE  has  been  a  feeling  that  everything 
M,  produced  could  be  sold  to  everybody  every- 
where. We  would  not  think  much  of  the 
General  who  carefully  placed  his  batteries  at 
the  strategic  points  and  then  directed  them  to  fire 
in  the  general  direction  of  the  enemy  without 
knowing  where  the  enemy  was." 


"I  think  we  ought  to  take  the  measure  of  the 
customer  and  build  our  suit  to  fit  him." 


"I  plead  for  more  knowledge  of  distribution, 
and  the  relationship  of  the  agencies  which  con- 

The  Associated  Business  Papers,  Inc. 

100%  A.  B.  C.  Audited — Reaching  54 

Electric  Railway  Journal  is  the  A.  B.  P.  Papei 


AprU  28,  1923 


Electric    Railway    Journal 


13 


B. 


stitute  its  machinery,  and  through  such  knowl- 
edge and  sound  experimentation,  for  the 
development  of  the  means  and  facilities  that 
will  avoid  waste  and  promote  economic  distribu- 
tion at  the  lowest  cost." 


The  conclusions  to  be  drawn  from  the  investi- 
gations of  Mr.  Anderson's  Commission  are  that 
all  advertising  and  sales  effort  MUST  be  more 
highly  SPECIALIZED,  if  the  mounting  costs 
of  distribution  are  to  be  cut  down. 

That  Concentration  beats  Diffusion  of  effort 
is  a  primary  principle,  but  sometimes  when  men 
begin  to  think  in  current  advertising  terms,  they 
get  this  principle  reversed. 

If  you  really  want  to  make  an  auspicious  start 
towards  cutting  distribution  costs,  use  the  most 
highly  specialized  and  wasteless  advertising 
machinery  known— the  A.  B.  P.  type  of  business 
paper. 

Aim  your  advertising  "guns"  at  YOUR  buyers 
and  nowhere  else.  Specialize  the  copy  appeal 
and  put  it  in  the  Business  Papers  reaching  only 
the  fields  you  desire  to  cultivate— papers  with 
the  highest  known  degree  of  READER  IN- 
TEREST. 

Groups  of  buyers,  buying  hundreds  of  mil- 
lions annually,  can  be  reached  effectively  through 
A  B  P  papers  for  a  few  thousands  of  dollars. 
Cut  out  the  waste-CONCENTRATE. 


P. 


"Member  of  The 
Associated  Business 
Papers, Inc.", means 
proven  circulations, 
PLUS  the  highest 
standards  in  all 
other  departments. 


Headquarters,  220  West  42d  Street,  New  York 
Different  Fields  of  Trade  and  Industry 

in  the  Electric  Railway  Industry 


14 


Electric    Railway    Journal 


April  28,  1923 


Confidence! 

Confidence  in  the  "P  &  H 
Guaremteed  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 


»f 


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  lovs^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-Treatments — 
write  for  folder. 

^  Copyright  1 922,  by  P.  &  H.  Co. 


\ 


••P  A  H" 

Guaranteed  Penetration 

Process  Poles  in  lines  of  Dallas 

Power  &  Light  Co.,  Dallas,  Texas 


PAGEAf^i>  Hllylv  CO. 

K4iJsrjsr:^>VF>oiviB  ,  n^ijstjst. 


New  York,  N.  Y.  50  Church  St. 
Chicago,  III.,  19  So.  LaSalleSt. 


Grand  lipids,   Mich.,  Powers  Bldg. 
KuuasCity,  Mo.  7l7BryantBldg.  Houiton,  Texas,  II 1 1   Carter  Bldg. 

Omaha,  Neb..  913  Electric  Bldg.  Dallas.  Texas.  3 11  Sumpter  Bldg. 


Buffalo,  N.  Y.  950  EllicottSq.  Bldg 
Louisville,  ICy.  1416  Starks  Bldg. 


April  28,  1923 


Electric    Railway    Journal 


16 


Over  10,000  cars,  here 
and  abroad,  are  equipped 
with  one  or  more  of  these — 

NATIONAL   PNEUMATIC 

Door  and  Step  Control 

Motorman's  Signal  Lights 

Safety  Interlocking  Door  Control 

Door  and  Step  Operating  Mechanism 

Multiple  Unit  Door  Control 

het  us  quote  for  your  new  cars 

National  Pneumatic  Company,  Inc. 

Originators  and  Manufacturers 

PRINCIPAL  OFFICE:  50  Church  Street,  NEW  YORK 

Philadelphia — Colonial  Trust  Building  Chicago — McCormick  Building 

Works — Ra'hway,  New  Jersey 

Manufactured  in  Canada  by 
Dominion   Wheel   &   Foundries,    Ltd.,    Toronto,    Ont. 


16 


Electric    Railway    Journal 


April  28,  1923 


Traffic  Will  Increase 

— on  a  Smoother  Track 

A  few  dollars  outlay  repairing  and  improving  track  will 
be  regained  many  times  over  in  increased  traffic,  better- 
satisfied  passengers,  and  reduced  cost  of  maintaining  cars. 

These  equipments  have  been  chosen  by  439  Companies 
in  every  State  and  almost  every  country  of  the  civil- 
ized IVorld  to  secure  smooth-running  track  and  reduce 
maintenance  costs. 

"AJAX" 

Electric  Arc  Welder 

The  most  modern  welder  on  the  market, 
designed  for  the  reclamation  of  rails  and 
special  work  at  lowest  cost.  Light,  rug- 
ged and  simple,  it  is  especially  adapted 
for  the  usual  track  crew  organization. 

"ATLAS" 

Rail  Grinder 

A  low  cost,  economical  rotary  grinder  for 
removing  surplus  metal  after  building  up 
joints  or  special  work  with  "AJAX" 
Welder.  Extremely  simple  to  operate  and 
maintain. 

"UNIVERSAL" 

Rotary  Track  Grinder 

An  improved  rotary  grinder  with  valu- 
able features  such  as  a  tilting  grinding 
wheel,  large  rubber-tired  derail  wheels, 
and  three  point  suspension  of  grinding 
wheel  arbor  bearing  for  maximum 
stability. 

"RECIPROCATING" 

Track  Grinder 

For  absolutely  removing  all  traces  of  cor- 
rugation, and  for  smoothing  out  joints  at 
the  first  signs  of  "Cupping,"  there  is  no 
apparatus  or  method  which  can  supplant 
the  RECIPROCATING  GRINDER. 
One  or  more  of  these  machines  should  be 
in  constant  service  on  every  road  to  insure 
smooth  track  at  all  times. 


Order  Necessary  Equipment  Now  ! 

30  Church  St.,  New  York 


Railway  Track- work  Co.,  Philadelphia,  Pa. 


April  28,  1923 


Electric    Railway    Journal 


17 


The  Big  Six  in 
Street  Railway  Lubrication 

Galena  Electric  Gar  Oil 

The    lubricant  of   unfailing   service.     Yields   greatest   mileage    and   practically   eliminates   hot 
bearings. 

Galena  Power  House  Engine  Oil 

A  product  built  specially  for  this  use,  with  a  record  of  many  years  of  efficient  performance. 

Galena  Power  House  Valve  Oil 

The  finest  cylinder  lubricant  made.     Manufactured  from  selected  stocks  by  exclusively  Galena 
process,     fias  won  a  world-wide  reputation. 

Galena  Turbine  Oils 

Non  emulsifying.     Clear,  clean — economical.     A  "body"  that  is  dependable  and  lasting.  A  grade 
to  suit  each  requirement  of  service. 

Galena  Air  Compressor  Oil 

An  oil  that  has  proved  its  superiority  in  every  comparative  test.     Holds  compression  perfectly 


and  will  not  carbonize. 


Galena  Gear  Grease 


The  ideal  lubricant  for  gears  and  pinions.     Its  ever  clinging  body  cushions  the  blows  of  service 
and  protects   and  preserves  this  equipment. 

There  is  a  time-tried  and  service-tested  Galena  lubricant  for  every  Electric  raihiay  requirement. 


illlillllllllllllillllMllll 


iiiiiiiMmii'iiliiililiiiliiilllMliliilili 


iMMiMii|[;|]mi[[i|!i|i[!]ill[!|ijj;ililii!)|ni[i)i|i|iiiiiuiiiiHiiiii!y.;iii!M[||[ii|i||||j||||j||||^ 


Galena-Signal  Oil  GbmpanyJ 

New 'fork       "       Franklin,  Pa.       "      Chicago 
-  and  offices  in  principal  cities  -^ 


!|[!"'l'i""i"H!i]'l|H|'"n!lH||l||||l|njji|j|jiij:|'!i"!i'i"iT 


iiiiiiiiiiyiiiiiiiiii 


18 


Electric    Railway    Journal 


April  28,  1923 


The  quality  once  sought  is  worth  maintaining 


*G-E  Parts  for  G-E  Equipment," 
A  Good  Motto  and  why: 

—Operating  economy  is  detennined  by  perform- 
ance. Cheap  materials,  necessarily  requiring 
frequent  replacement,  are  most  expensive  in  the  end. 

— ^You  cannot  be  assured  the  good  will  of  a  public 
served  with  equipment  made  unreliable  by  renewal 
parts  purchased  at  random. 

— G-E  Renewal  Parts  Catalogs,  specially  compiled 
to  cover  your  equipment,  facilitate  prompt  ship- 
ments and  cut  down  losses  in  revenue  from 
"shopped"  cars. 

— Only  the  maker  of  your  G-E  equipment  can  make 
parts  which  exactly  duplicate  the  originals.  Could 
any  other  parts  give  better  service? 


Generall^Electric 


General  Office 
Schenectaxly;  itX. 


Company 


Sales  Offices  in 
all  laige* cities' 


Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 

Published  by  McGraw-Hill  Company,  Inc. 

Henry  W.  Blake  and  Harry  L.  Brown,  Editors 


Volu7ne  61 


New  York,  Saturday,  April  28,  1923 


Number  17 


Significance  of  the  Boiler-Room 
Changes  at  Providence 

THE  United  Electric  Railways,  Providence,  R.  I.,  has 
shown  its  confidence  in  pulverized  coal  by  equipping 
one  section  of  its  boiler  house  with  equipment  for 
burning  fuel  in  this  form.  All  bridges  behind  have  not 
been  burned,  because  a  number  of  the  stoker-fired 
boilers  remain,  and  it  will  be  possible  to  burn  oil  under 
the  new  boilers  in  place  of  coal  if  necessary.  However, 
the  pulverizing  apparatus  is  being  installed  in  the 
confident  belief  that  it  will  prove  economical  and  con- 
venient. The  plant  is  of  peculiar  interest  in  the 
electric  railway  field  because  it  is  of  moderate  size, 
it  is  provided  with  facilities  for  trying  out  different 
kinds  of  fuel,  and  it  was  built  long  enough  after  the 
Lakeside  plant  in  Milwaukee  to  permit  experience  with 
that  plant  to  be  utilized. 

The  railway  company  would  have  preferred  to  post- 
pone announcement  of  the  details  of  this  plant  until 
after  it  had  been  in  operation  for  a  time.  However, 
a  partial  description  of  the  preliminary  design  was 
published  in  at  least  one  of  the  foreign  engineering 
papers,  and  it  seemed  desirable,  therefore,  to  print  in 
the  Electric  Railway  Journal  a  fairly  complete 
statement  of  the  present  status  of  the  work.  This  has 
been  prepared  in  collaboration  with  the  railway  com- 
pany and  the  manufacturers  and  appears  elsewhere  in 
this  issue.  It  will  be  followed  in  due  course  by  another 
article  on  the  operation  of  the  plant. 


Coming  U.  S.  Chamber  Meeting 

of  Special  Interest  to  Interurbans 

THE  predominant  theme  of  the  eleventh  annual  meet- 
ing of  the  Chamber  of  Commerce  of  the  United 
States  in  New  York,  May  7  to  10,  is  transportation — 
transportation  in  its  national  aspects.  This  meeting 
might  be  characterized  for  its  intent  as  the  Federal 
Electric  Railways  Commission  proceedings  of  the  steam 
roads,  for  its  main  accomplishment  will  be  to  bring  to 
public  attention  a  great  deal  of  information  about  the 
true  aspects  of  the  transportation  situation.  Many  of 
its  phases  will  be  discussed,  including  the  matter  of  rates 
and  their  relation  to  manufacturing  co.sts  and  to  dis- 
tribution, transportation  obstructions  to  distribution, 
store  door  deliveries  and  collections,  railway  financing, 
co-ordination  of  trunk  line,  highway,  electric  railway  and 
water-way  transportation  systems,  etc. 

The  chamber  is  making  a  study  "comprehensive  of 
the  whole  problem  from  every  point  of  view,  hoping  to 
aid  in  the  ultimate  formulation  of  a  national  transporta- 
tion policy."  This  study  has  been  intrusted  to  the 
Transportation  Conference,  whose  work  will  continue 
considerably  beyond  the  May  meeting.  P.  H.  Gadsden  is 
a  member  of  the  conference,  and  steps  are  being  taken 


to  present  complete  and  enlightening  data  about  the 
electric  railways. 

There  is  an  unusual  opportunity  here  for  the  electric 
railway  industry  to  bring  about  a  general  appreciation 
of  the  magnitude  of  its  services,  where  they  fit  into  the 
general  scheme,  and  what  they  could  accomplish  in 
relieving  the  steam  roads  if  utilized  in  an  intelligent 
plan  that  comprehended  their  full  abilities. 

This  is  particularly  an  opportunity  for  the  electric 
interurban  lines.  They  did  not  derive  much  benefit 
from  the  Federal  commission  proceedings  as  there  were 
primarily  devoted  to  the  street  railways.  But  in  the 
present  case  they  will  have  their  inning. 

Electric  railway  men  will  therefore  find  special  in- 
terest in  this  eleventh  annual  meeting  of  the  chamber, 
and  they  should  plan  to  attend  its  sessions  and  take 
active  part  in  the  discussions.  In  other  words,  they 
should  make  the  electric  railways  felt  in  these  councils 
embodying  all  transportation  agencies. 


One  Hundred  Years 
of  Transportation 

SO  FEEBLE  were  the  means  of  transportation,  com- 
paratively, prior  to  the  advent  of  the  railroad  that 
transportation  may  fairly  be  said  to  have  had  its 
beginning  with  the  chartering  of  the  Delaware  & 
Hudson  Canal  Company,  which  celebrated  the  hundredth 
anniversary  of  its  founding  with  fitting  occasion  on 
April  23  in  New  York.  This  is  the  first  centenary  of 
a  railroad  company. 

As  the  name  indicates,  the  company  incorporated  by 
special  act  of  the  New  York  Legislature  on  April  23, 
1823,  had  the  purpose  first  in  view  of  promoting  and 
building  a  canal.  This  project  was  quickly  followed, 
however,  by  a  grant  from  the  Pennsylvania  Legislature 
on  April  5,  1826,  authorizing  construction  of  a  railroad 
from  the  head  of  the  canal  at  Honesdale  to  the 
anthracite  coal  mines  at  Carbondale.  And  then  the 
"Stourbridge  Lion,"  bought  in  England  by  the  Delaware - 
&  Hudson,  made  its  first  trip  on  Aug.  8,  1829.  It  was 
the  first  steam  locomotive  to  run  on  a  railroad  in 
America. 

The  American  public  might  well  stop  to  ponder  the 
marvelous  accomplishments  of  the  century  concluded  by 
this  significant  anniversary.  The  tremendous  impor- 
tance of  anthracite  coal,  previously  unavailable  but 
brought  to  our  civilization  by  the  Delaware  &  Hudson, 
merely  typifies  the  part  of  the  railroads  in  the  unparal- 
leled development  of  the  life  and  commerce  of  the 
United  States. 

Somehow  the  accomplishments  wrought  by  the  rail- 
roads must  be  dramatized  so  that  the  public  will 
comprehend  what  it  owes  them.  If  there  could  be  put 
into  the  1923  mind  a  composite  picture  of  the  strides 


710 


Electric    Railway    Journal 


Vol.  61,  No.  17 


made  since  1823,  for  which  transportation  is  peculiarly 
responsible,  there  would  be  a  quick  reversal  of  public 
attitude  to  the  eager,  friendly  interest  in  the  railways 
that  prevailed  during  the  first  fifty  years  of  transporta- 
tion. The  present  desire,  so  commonly  expressed,  to 
tighten  the  ban  of  regulation  is  the  product  largely 
of  ignorance,  and  of  misrepresentation  by  those  who 
would  capitalize  that  ignorance  for  selfish  political  gain. 

In  view  of  present  agitation  it  is  not  to  be  wondered 
at  that  Leonore  F.  Loree,  eighth  president  of  the 
D.  &  H.,  in  his  centenary  celebration  address,  attacked 
the  system  which  he  says  has  vested  legislative  powers 
in  commissions.  They  exercise  these  powers  in  making 
special  rules  applicable  only  to  the  particular  proceed- 
ings pending,  as  contrasted  with  the  general,  basic  rules 
of  conduct  laid  down  by  the  true  legislature.  "Railroad- 
ing is  no  longer  a  business;  it  has  become  a  calamity," 
he  declared. 

But  the  remedy  is  clear.  It  is  only  that  we  must  find 
the  means  and  the  talent  to  counteract  this  ignorance 
with  understanding,  and  prevent  misrepresentation  by 
securing  honest  public  oificials.  In  this  movement  elec- 
tric railways  are  as  vitally  interested  as  the  trunk  lines, 
and  there  should  be  a  joining  of  hands  in  this  matter 
of  public  relations.  Mr.  Loree  sounded  the  keynote  of 
progress  by  concluding  his  address  with  an  appeal  to 
take  up  this  work  with  the  courage  and  confidence 
shown  by  the  railroad  pioneers  in  overcoming  the 
physical  obstacles  which  beset  them. 


The  Right  Kind  of  Accounting  Conduces 
to  Better  Control  of  Expenditures 

NATURALLY  the  first  duty  of  the  electric  railway 
accountant  has  been  to  meet  the  needs  of  the 
general  officers  of  the  company.  Now  that  this  duty 
is  reasonably  well  accomplished  in  present-day  account- 
ing, attention  is  being  turned  toward  departmental 
requirements.  This  is  evidenced  by  the  work  of  joint 
committees  in  the  electric  railway  associations,  such  as 
those  on  claims  accounting  and  engineering  accounting. 
Take,  for  example,  the  matter  of  engineering  account- 
ing. The  engineering  department  expends  large  sums 
for  construction  and  maintenance,  which  it  can  do  with 
best  economy  only  when  it  has  full  data.  The  informa- 
tion compiled  primarily  for  the  executive  department 
has  not  been  in  sufficient  detail  for  this  purpose,  hence 
the  engineering  departments  have  usually  had  to  shift 
for  themselves  very  largely  in  determining  costs.  It 
is  now  becoming  recognized  that  the  accounting  depart- 
ment contains  the  experts  on  cost  statistics  who  should 
assume  the  duty  of  furnishing  all  such  data  required. 
This  means  more  work  for  the  accountant,  but  increased 
prestige.  It  involves  close  co-operation  with  the  engi- 
neering department,  to  determine  what  information  is 
needed,  and  in  what  form.  Obviously,  judgment  must 
be  used  in  making  demands  upon  the  accounting  depart- 
ment, for  the  subdivision  of  costs  can  be  carried  too 
far;  that  is,  farther  than  is  necessary  in  accomplishing 
the  purpose  of  impelling  control  of  expenditures. 
However,  the  information  should  be  in  sufficient  detail 
to  permit  prompt  compliance  with  requests  for  special 
information,  even  if  these  are  not  likely  to  occur  more, 
than  two  or  three  times  a  year,  for  segregation  of  costs 
by  types  of  construction,  for  example,  can  be  made 
cheaply  as  a  routine  matter,  whereas  special  researches 
to   meet    occasional    demands    not    anticipated    in   the 


routine  are  expensive  and  often  very  unsatisfactory. 
What  has  been  said  of  the  engineering  department 
applies  also  to  other  departments.  In  fact,  there  is 
practically  no  limit  to  the  possibilities  for  usefulness 
on  the  part  of  the  accounting  department,  if  its  head 
has  the  vision  to  appreciate  the  needs  of  the  other 
departments. 


A  Great  Opportunity 
in  New  Orleans 

THE  local  transportation  situation  in  New  Orleans 
has  been  a  good  example  of  what  street  railroading 
ought  not  to  be.  Physically  and  financially  this  system 
stands  out  as  one  of  those  instances  where  history  re- 
flects the  kind  of  promotion  and  management  that  have 
been  the  cause  of  so  much  public  distrust  and  trouble  for 
present-day  managements. 

The  system  is  a  consolidation  of  eight  early  railway 
companies,  some  of  whose  lines  were  built  for  competi- 
tive purposes;  and  worse,  some  purely  as  promoters' 
schemes  where  there  was  no  justification  for  the  con- 
struction. This  resulted  in  a  ridiculous  duplication  of 
track  to  the  extent  that  in  the  uptown  section  of  the  city 
there  are  seventeen  parallel  tracks  in  fifteen  blocks. 
Unfortunately,  with  the  consolidation  of  companies 
which  naturally  came  along,  the  miscellaneous  trackage 
was  never  really  assimilated  into  a  practical  monopoly 
system.  Two  track  gages  were  permitted  to  remain 
and  operation  of  all  the  lines  was  continued  with 
consequent  financial  burden  and  inability  to  build  exten- 
sions into  growing  sections  where  they  were  needed. 

But  this  faulty  layout  of  trackage  and  failure  to  cor- 
rect is  not  all.  A  series  of  some  seven  receiverships  and 
eleven  reorganizations,  with  unscrupulous  financial  ma- 
nipulations in  almost  every  instance,  have  not  only 
thoroughly  disgusted  the  New  Orleans  people  with  the 
utility  interests,  but  this  distrust  and  antagonism  have 
been  intensified  by  the  fact  that  the  local  people  have 
usually  been  left  holding  the  bag. 

So  it  is  not  going  to  be  easy  for  the  new  interests  and 
new  management  that  recently  took  hold  to  develop  a 
good  condition  of  public  relations.  But  there  is  a  splen- 
did opportunity  to  make  an  efficient  and  soundly  profit- 
able property  of  the  New  Orleans  railway  and  other 
utilities.  The  recent  purchase  was  presumably  made  at 
a  price  well  within  the  actual  physical  value,  which 
should  make  possible  the  rehabilitation  necessary  with- 
out a  capital  burden  exceeding  the  earning  powers  of  the 
property.  The  new  control  and  management  are  free 
from  the  disrepute  attached  to  the  company's  histoi-y. 
Furthermore,  the  report  just  completed  by  John  A. 
Beeler,  while  made  for  the  city  and  containing  recom- 
mendations that  at  first  thought  seem  drastic,  probably 
would,  if  carried  out  in  major  part,  put  the  company  in 
a  position  greatly  to  improve  the  measure  with  which  it 
can  fulfill  the  local  transportation  requirements.  In  fact, 
the  plan  of  track  rearrangements,  covered  in  this  issue, 
is  one  which  the  company  might  well  have  undertaken  at 
its  own  instance.  But  it  would  provide  much  better 
service  for  the  people  as  well  as  better  economj'  for  the 
company,  hence  its  interest  to  the  city  authorities. 

The  time  is  now  ripe  for  both  company  and  public  to 
make  a  new  start,  to  work  together  in  providing  this 
great  Southern  seaport  with  the  kind  of  transportation 
that  it  ought  to  have  in  order  to  keep  pace  with  its 
opportunity  to  grow,  and  thus  to  eliminate  one  more  of 
the  sore  spots  of  the  traction  industry. 


April  28,  1923 


Electkic    Railway    Journal 


711 


Color  Light  Signals  and  Automatic  Train  Stops  witli  Key  Release  on  Frankford  Elevated 


Signaling  on  the  Frankford  Elevated — 1 

The  Special  Problems  Met  and  How  They  Were  Solved  on  This  Most 
Recently  Completed  Elevated  Line — ^This  First  of  Two  Articles  Deals 
Particularly  with  the  Signals,  Trips,  Electric  Circuits  and  Air  Lines 

By  J.  N.  Dodd 


Consulting  Engineer,  New  York  City.    Recently  with  the 
Department  of  City  Transit,  Philadelphia,  Pa. 


THE  Frankford  Elevated  Railway*  in  Philadelphia 
is  equipped  with  a  complete  automatic  block-sig- 
nal system.  Some  of  the  main  features  of  the 
installation  may  perhaps  be  most  clearly  presented  in 
tabular  form.    They  comprise: 

Junction  interlocking. 

Yard  entrance  and  terminal  interlocking. 

Emergency  crossover  interlocking. 

Semi-automatic  control  of  interlocking  signals. 

Permissive  signaling. 

Three-position  automatic  block  signaling. 

Automatic  stops. 

Overlap  control  of  signals. 

Electro-pneumatic  operation  of  stops  and  switches. 

Traffic  locking  between  towers. 

Approach  locking. 

Time-release  locking. 

Sectional-route  locking. 

Speed  control  of  signals. 

Color-light-type  signals. 

Single-rail  track  circuits. 

A.c.  control  entirely  (no  batteries). 

Continuous-bus  feed  for  all  low-tension  apparatus. 

Loop  system  of  high-tension  mains. 

Lever  light  indicators. 

Illuminated  track  models. 

The  signals  are  of  the  color  light  type,  with  a  lens 
opening  5  in.  in  diameter.  According  to  specifications 
they  were  to  have  a  range  of  1,000  ft.  in  bright  sun- 
light'.   Actually  the  range  is  about  50  per  cent  in  excess 


•For  details  of  the  traclt  and  elevated  structure  of  this  railway, 
see  Electric  Railway  Journal,  Nov.  25,  1922,  page    841. 


of  this.  Signals  at  station  entrances  and  "dwarfs"  are 
two-position  and  display  red  for  "stop"  and  yellow  for 
"proceed."  All  others  are  three-position  and  show  red 
for  "stop,"  yellow  for  "proceed  with  caution  as  the  next 
signal  is  red,"  and  green  for  "proceed."  The  lamps  are 
36-watt,  30-volt,  and  have  two  filaments  in  multiple. 
If  either  filament  burns  out  the  remaining  one  will  give 
an  indication,  but  the  reduction  in  light  warns  the 
maintainer  of  trouble. 

The  light  unit  is  a  cast-iron  box,  mounted  on  a  pipe 
post  erected  on  top  of  the  relay  case.  The  case  is  carried 
on  a  special  platform  placed  just  outside  of  the  bench 
walk  running  along  each  side  of  the  structure  for  its 
entire  length.  To  one  side  of  the  relay  case  is  fastened 
a  ladder  to  permit  access  to  the  light  unit. 

Trips  Are  Normally  Depressed 

On  the  track  level  near  each  signal  is  a  stop  or  trip 
which  serves  to  enforce  the  danger  indication.  When 
raised  this  is  in  position  to  engage  with  a  valve  in  the 
brake  pipe  mounted  on  the  car  truck,  thus  setting  the 
brakes  on  any  car  which  passes.  It  is  in  the  raised 
position  only  when  the  red  signal  is  displayed.  In  gen- 
eral there  are  two  types  of  circuits  controlling  trips 
which  are  normally  in  the  depressed  po-sition.'  With  one 
type  the  trip  rises  directly  back  of  a  train  and  does 
not  fall  until  the  signal  changes  to  yellow.  The  train 
is  thus  protected  by  two  raised  trips  back  of  it.  The 
type  of  control  adopted  for  most  of  the  trips  on  the 
Frankford  Line  differs  from  this  in  that  the  raising 
of  the  trip  is  delayed  until  the  train  has  left  the 
block  at  the  entrance  to  which  the  trip  is  located.    As 


712 


Electric    Railway    Journal 


Vol.  61,  No.  17 


At  Left,  Expanitlon  Loop  and  Drainage  Resenoir  In  Air  Pipe  Lines. 
At  Rislit,  Condenser  for  Removing  Moistare  from  Air  I'ipe  I^ines 


with  the  type  of  control  previously  described,  the  trip 
falls  when  the  signal  changes  to  yellow.  The  train  is 
thus  protected  by  one  raised  trip  located  a  full  block 
length  back.  The  presence  of  a  train  on  the  section 
immediately  beyond  the  trip  holds  the  trip  down.  This 
t.\T)e  of  circuit  was  adopted  to  permit  the  operation  of 
trains  in  the  reverse  direction  without  the  necessity  of 
installing  an  additional  relay  at  each  signal  to  be 
operated  by  the  traffic  levers  in  the  signal  towers. 

Relays  for  this  purpose  are  objectionable  on  account 
of  their  cost,  but  mainly  because  they  and  the  control 
circuits  used  for  clearing  stops  would  come  into  play 
only  in  emergency  cases  in  which  it  is  desired  to 
i-everse  the  direction  of  traffic.  It  would  be  difficult  to 
test  out  such  circuits  during  the  normal  operation  of  the 
system,  as  they  would  be  very  long  and  the  relays  could 
not  be  energized  without  interfering  with  the  normal 
operation  of  the  trips.  If  the  trips  should  be  discon- 
nected from  the  relays  to  test  out  the  relay  control,  the 
entire  feature  would  be  out  of  service  until  the  trips 
were  again  connected.  Because  such  circuits  and  relays 
would  seldom  be  used,  and  because  of  the  difficulty  in 


Fair  ot  Motor-DrlTen  Air  CompresBors  In  Substation 


testing  it  would  probably  often  be  found  that, 
on  account  of  broken  wires  or  loose  connec- 
tions they  were  inoperative  when  needed. 
The  scheme  adopted  insured  that  the  circuits 
and  relays  used  will  come  into  play  continu- 
ously during  normal  operation.  The  circuits 
ai-e  local  at  each  station  and  are  therefore 
much  easier  to  test  and  maintain. 

There  is  an  interesting  variation  from  this 
type  of  circuit  in  the  control  of  the  signal  trip 
at  the  leaving  ends  of  the  stations.  At  these 
signals  there  is  no  overlap  and  the  trip  must 
rise  directly  back  of  a  train.  To  avoid  using 
the  relays  above  referred  to,  the  control  is 
such  that  the  trip  never  rises  unless  a  train 
enters  the  approach  section  when  the  signal 
is  red. 

On  the  cars  of  the  Market  Street  elevated 
line  of  the  Philadelphia  Rapid  Transit  Com- 
pany, which  run  over  the  Frankford  line,  the 
valves  installed  to  engage  with  the  track  trips 
are  both  at  the  same  end  instead  of  one  being 
at  each  end  as  is  usual.  On  that  line  the  track 
trips  are  normally  raised  and  fall  only  when  a  train 
approaches  a  proceed  signal.  Normally  raised  trips  were 
found  unsatisfactory  in  that  a  signal  could  be  clear 
while  through  some  fault  the  trip  was  raised  and  the 
motorman  would  find  himself  stopped  without  warning 
when  passing  a  clear  signal.  Accordingly  the  Frankford 
specifications  provided  that  the  signals  should  be  red 
whenever  the  trip  is  raised  and  that  the  trips  should 
function  correctly  even  when  the  valves  on  the  cars 
are  placed  38  ft.  to  the  rear  of  the  front  wheels.  This 
necessitated  placing  the  insulating  joint  38  ft.  back  of 
the  signal  trip.  However  the  circuits  adopted  for  the 
trips  at  the  leaving  ends  of  stations  made  it  permissible 
to  place  this  insulating  joint  close  to  the  signal. 

The  trip  is  raised  by  a  counterweight  mounted  in  a 
box  placed  between  the  rails.  The  downward  pull  of 
the  weight  is  opposed  by  air  pressure  in  a  cylinder. 
When  there  is  loss  of  air  pressure,  or  of  the  electric 
current  controlling  the  valves,  the  weight  at  once  raises 
the  trip. 

Motorman  Can  Depress  Trip  from  Cab 

The  operating  rules  provide  that  a  motorman  arriv- 
ing at  a  danger  signal  shall  stop  for  a  specified  short 
period  and  shall  then  depress  the  trip  and  proceed 
under  caution.  To  facilitate  his  doing  so  a  control  but- 
ton for  the  trip  is  ntounted  on  a  special  stand  near  the 
signal,  where  it  can  be  easily  reached  from  the  cab 
window. 

The  provision  of  this  control  button  is  an  interesting 
proof  of  the  influence  of  the  men  under  the  Mitten  man- 
agement. When  the  plans  for  the  new  car  were  fin- 
ished they  were  criticised  by  the  men  on  the  ground  that 
there  should  be  a  door  in  the  cab  to  give  the  motormen 
access  to  the  station  platform  and  to  the  bench  walk. 
The  men  agreed  that  the  main  reason  for  such  a  door 
was  to  permit  them  to  reach  the  track  to  depress  a 
trip  which  was  in  the  raised  position.  It  was  imprac- 
ticable to  provide  such  a  door  in  the  car,  but  instead 
the  equipment  just  described  was  installed  to  allow 
them  to  depress  the  trip  from  the  cab  window.  It  is  a 
feature  which  has  been  greatly  appreciated  by  the  men. 

Affixed  to  each  signal  is  a  number,  even  or  odd  de- 
noting respectively  the  east  and  west  tracks.    The  num- 


April  28,  1923 


Electric    Kailway    Journal 


713 


At  I^eft,  Another  Color  l.Ii?lit  Sincnal  wHth  Train-Stop  Key-Release   PedeNtal.     In  Center.  "Close-Vp"  of  Automatic  Trip 
for  Stoppijiir  Train  When  Sigrnal  Is  Ignored.     At  Right.  Vane  Relay.  Transformer  and  Reaetor.  Mounted  in  Case 


ber  is  chosen  from  the  nearest  house  number  on  the 
street.  In  Philadelphia  the  house  numbers  increase  by 
one  hundred  with  every  block  and  a  slight  knowledge  of 
the  city  will  enable  one  at  once  to  locate  a  given  house 
number.  Thus  signal  No.  241  is  on  the  west  track  near 
the  beginning  of  block  24.  Besides  making  it  easy  to 
determine  the  location  of  any  signal,  this  system  of 
numbering  eliminates  the  awkwardness  of  giving  new 
numbers  when  the  signals  are  originally  numbered  se- 
riatim. 

Overlap  protection  is  provided  at  all  points,  in  length 
not  less  than  the  full  braking  distance  required  for  a 
train  running  at  the  maximum  spesd  attainable  if  it 
stops  at  all  stations.  With  the  following  exceptions  a 
train  is  guarded  by  two  danger  signals  to  its  rear:  A 
train  standing  at  a  station  is  protected  by  one  danger 
signal  located  the  full  braking  distance  back.  One  which 
has  ju.st  left  the  station  is  guarded  only  by  the  danger 
signal  at  the  leaving  end  of  the  platform.  The  control 
of  the  signal  at  the  station  entrance  is  only  to  the  sig- 
nal at  the  leaving  end  and  there  is  no  overlap.  How- 
ever, a  train  which  is  stopped  just  after  having  left  a 


station  is  protected  by  the  fact  that  the  following  train 
makes  the  regular  station  stop  and,  if  the  train  at  the 
station  should  accelerate  at  the  maximum  rate,  the 
maximum  speed  which  it  could  attain  when  it  has 
reached  the  trip  is  low  and  it  would  be  brought  to  a 
standstill  in  a  very  short  distance. 

Track  circuits  are  a.c,  60  cycles,  and  of  the  single- 
rail  type.  The  rail  next  the  center  of  the  .structure  is 
reserved  for  the  return  of  the  propulsion  current  from 
the  car  motors  to  the  substations,  while  the  outside  rail 
is  reserved  for  the  signals.  Usually  the  outside  rail  is 
the  farthest  from  the  third  rail,  but  it  is  kept  for  the 
signals  regardless  of  the  location  of  the  third  rail. 

Relays  are  of  the  vane  type.  The  ruggedness  and 
simplicity  of  this  type  render  it  suitable  for  the  vibra- 
tions and  other  severe  conditions  experienced  on  an 
elevated  road.  The  relays  are  mounted  on  springs  and 
enclosed  in  glass  cases  which  permit  an  unobstructed 
view  of  the  interior. 

The  track  transformers  are  air-cooled  and  have  two 
secondaries,  one  for  the  track  circuits  and  the  other  for 
the  lights.     Each  winding  has  several  taps  to  permit 


At  Left.  Steel  Relay  Cabinet  and  Uigh-Xension  Transformer  In  Substation.     At  Right,  Transformer  for   Supplying 
Signal  Current.  Together  with  Fuse  Boxes,  Mounted  In  Cast-iron  Case 


714 


Electric    Railway    Journal 


Vol.  61,  No.  17 


FHANKFO/ID 
CLOATEO. 


— ^^ 

A-. ^ 

BUSTUTOM 
.  SURFACE  UNC-. 


^■"(M 


■jii* 


Frankford    ''. 


Miles 
I  2 
J i L 


3rap  of  Frankford  iClevated  Line  in  Philadelphia  Showing 
Relation  to  Marlcet  Street  Subway 

choice  of  voltages  best  suited  for  the  conditions  met. 
The  insulating  joints  are  Keystone.  All  other  joints 
in  the  signal  rail  are  bonded  with  a  No.  2  A.W.G. 
stranded  copper  bond,  flame-welded  to  the  head  of  the 
rail.  At  each  successive  insulating  joint  the  polarity 
of  the  track  circuit  is  reversed.  This  permits  imme- 
diate detection  of  defective  insulating  joints. 

Novel  Features  in  the  Power  Distribution 

In  the  power  layout  some  of  the  details  are  perhaps 
novel.  All  of  the  track  transformers  and  other  ap- 
paratus receiving  power  at  110  volts  are  fed  from  two 
mains  of  No.  6  copper  running  the  length  of  the  line. 
This  size  was  chosen  so  that  if  any  of  the  line  trans- 
formers feeding  the  mains  should  burn  out,  or  for  any 
other  reason  go  out  of  service,  the  voltage  drop  through 
the  mains  would  not  be  sufficient  to  prevent  any  of  the 
110-volt  apparatus  from  functioning  even  under  the 
heaviest  traffic  that  the  signal  spacing  will  permit. 

At  each  of  the  line  transformers  one  of  the  mains 
is  sectionalized  by  a  single-pole  switch  and  fuse.  At 
each  of  the  emergency  crossovers,  which  divide  the  line 
into  four  approximately  equal  parts,  both  of  the  mains 
are  broken  by  a  switch  and  fuse.  Doubt  had  been  ex- 
pressed as  to  the  feasibility  of  using  continuous  mains, 
so  that  the  switches  and  fuses  were  installed  to  permit 
sectionalizing  if  necessary.  Up  to  the  present  no  serious 
trouble  has  developed  and  the  mains  have  been  main- 
tained continuous  from  end  to  end.  The  use  of  con- 
tinuous mains  has  been  found  very  satisfactory. 

The  line  transformers  are  2,300/1 10-volt,  and  are 
placed  at  twenty-two  different  points  along  the  line. 
At  interlockings  they  are  in  duplicate.  At  some  of  the 
interlockings  the  capacity  of  each  is  5  kva. ;  at  all  other 
points,  3  kva.  The  capacity  was  chosen  such  that  in 
case  any  transformer  should  go  out  of  service,  those  on 
either  side  would  have  enough  spare  capacity  to  carry 
the   additional   load   without   overheating.     All   of  the 


Tennlnal  Board  in  Signal  Circuits,  in  Case  HnnK  from 
Walkway   Rallinr 


transformers  are  fed  through  a  loop  feeder  running 
from  the  substation  to  the  several  transformers  and 
back.  At  each  transformer  this  feeder  is  broken  by  two 
double-pole  single-throw  switches  connected  in  series, 
and  the  transformer  is  connected  between  the  two 
switches.  By  this  arrangement,  if  any  section  of  feeder 
should  give  trouble  the  switches  connecting  the  section 
to  the  transformers  on  either  side  may  be  opened  and 
full  service  obtained  from  the  transformers  through 
the  remaining  sections  of  the  loop. 

The  low-tension  wires,  including  the  two  mains  above 
described,  are  assembled  in  a  cable  carried  in  a  heavy 
galvanized  steel  conduit  fastened  to  the  outside  ends  of 
the  angle  irons  supporting  the  bench  walk.  The  cables 
vary  in  size  from  5-conductor  to  42-conductor.  Each 
conductor  has  a  braid  over  the  rubber  insulation  and 
there  is  a  double  braid  over  the  assembled  wires.  Braid 
over  each  conductor  was  specified  rather  than  the  tape 
permitted  in  the  Railway  Signal  Association  specifica- 
tions because  it  does  not  untwist  in  the  junction  boxes. 
The  taps  from  the  mains  across  the  tracks  are  2-con- 
ductor  cables  and  all  other  conductors  across  the  tracks 
are  single  wires.  Connections  from  lever  machines  to 
switches  are  5-conductor  cable. 

Pull  boxes  are  placed  where  necessary  and  in  no  case 
farther  apart  than  500  ft.  Expansion  joints  are  pro- 
vided at  junction  boxes,  transformer  and  relay  cases, 
and  at  other  suitable  points.  These  are  15-in.  nipples 
of  steel  pipe  1  in.  greater  in  diameter  than  the  conduit 
at  that  point.  The  end  of  the  conduit  is  brought  within 
the  nipple  and  there  is  no  screwed  connection  between 
the  two.  The  diameter  of  the  main  conduits  is  2  in., 
2i  in.  or  3  in.,  as  required.  The  size  at  all  points  is 
such  as  to  permit  the  installation  of  25  per  cent  more 
wires  than  are  installed  at  present.  The  use  of  a  con- 
duit on  the  structure  for  carrying  the  signal  cable  was 
adopted  after  its  value  had  been  demonstrated  by  eight 
years'  uninterrupted  service  on  the  Market  Street  line. 
The  high-tension  feeder  is  a  lead-covered  cable  carried 
in  the  underground  duct  line. 

How  Reliable  Air  Supply  Is  Assured 

Compressed  air  is  used  for  the  operation  of  all  track 
trips  and  switches  on  the  Frankford  Elevated.  The  air 
pipe  is  an  extra-heavy  galvanized-steel  pipe  2  in.  in 
diameter,  carried  in  the  same  manner  as  the  conduit  for 
the  cables  but  on  the  opposite  side  of  the  structure. 
Expansion  is  provided  for  by  circular  bends,  about  3  ft. 
in  diameter,  placed  not  farther  apart  than  500  ft.  At 
each  bend  is  a  2-in.  gate  valve. 

Drainage  of  the  water  which  has  condensed  in  the 
pipe  was  provided  for  by  installing  reservoirs  at  the 
bottoms  of  all  slopes  and  at  all  expansion  bends.  These 
reservoirs  are  heavy  conical  castings  about  8  in.  across 
the  greatest  diameter  and  10  in.  high,  supported  with 
the  apex  downward.  The  reservoir  is  carried  from  the 
air  pipe  by  a  special  hanger,  as  well  as  by  the  screwed 
connection.  To  remove  from  the  reservoir  the  water 
which  has  collected,  a  4-in.  pipe  is  inserted  to  the  bot- 
tom of  the  reservoir  through  the  air  pipe  above  it.  The 
opening  of  a  valve  in  the  i-in.  pipe  allows  the  air  pres- 
sure to  force  out  the  water  which  has  collected.  Reser- 
voirs are  connected  to  the  bottom  of  the  pipe  and  all 
other  connections  are  made  at  the  top.  Every  150  ft. 
connections  are  made  for  the  use  of  air-operated 
track  tampers. 

Air  is  supplied  from  five  compressors  of  a  capacity  of 
110  cu.ft.  each  and  one  of  a  capacity  of  35  cu.ft.    These 


April  28,  1923 


Electric    Railway    Journal 


715 


six  compressors  are  located  two  in  each  of  the  three  sub- 
stations which  supply  power  for  the  road.  One  of  the 
compressors  in  each  substation  is  arranged  to  cut  in 
at  a  pressure  of  75  lb.  and  the  other  at  80  lb.  Mounted 
near  the  compressors  is  a  panel  board  equipped  with  an 
air  gage,  a  voltmeter,  a  plug  and  receptacle  for  con- 
necting the  voltmeter  to  either  machine,  two  d.p.,  s.t. 
switches  for  cutting  out  either  compressor,  and  a 
d.p.,  d.t.  switch  for  connecting  either  compressor  to 
either  governor  and  so  throwing  the  main  load  on  either 
machine.  Up  to  the  present  time  one  compressor  in  a 
substation  operating  only  a  small  part  of  the  time  has 
been  found  sufficient  to  supply  the  requirements. 
Excess  compressor  capacity  was  supplied  to  permit  the 
use  of  compressed  air  for  operation  of  track  tampers 
and  for  blowing  out  snow  from  the  track  switches.  The 
compressors  are  water-cooled,  and  each  is  driven  by  a 
direct-connected,  600-volt,  compound-wound  motor. 

Fastened  to  the  outside  of  each  substation  building 
is  a  condenser  consisting  of  thirty-four  i-in.  pipes  9  ft. 
long,  arranged  seventeen  in  multiple  and  two  in  series. 
The  effectiveness  of  the  condenser  is  shown  by  the  fact 
that  since  they  have  been  in  operation  no  water  has 
collected  in  any  of  the  reservoirs  along  the  line.  From 
the  substation  to  the  line  the  pipe,  is  carried  under- 
ground, imbedded  in  4  in.  of  concrete. 

An  article  on  the  signal  equipment  of  this  road  is  not 
complete  without  some  reference  to  the  work  of  instal- 


lation. The  order  was  given  on  June  6,  1922.  Location 
for  the  field  office,  lumber  for  the  shed,  and  telephone 
were  obtained  on  June  7.  Tools  were  shipped  on  June 
8  and  arrived  on  June  13.  The  air  pipe,  the  conduit, 
the  insulating  joints,  half  the  trunking  and  half  the 
signal  cases  arrived  on  July  1.  The  work  was  finished 
on  Oct.  21,  110  working  days  after  the  order  was  placed. 
The  maximum  force  was  125  men.  The  equipment 
included  five  interlockings  with  sixteen  switches,  seventy 
high  signals,  sixteen  dwarfs,  7  miles  of  conduit,  7  miles 
of  air  pipe  and  1,800,000  ft.  of  wire  conductor.  Such 
an  installation  constitutes  something  in  the  way  of  a 
record. 

The  contractor  for  the  work  was  the  Union  Switch  & 
Signal  Company.  The  detail  parts  were  designed  and 
manufactured  by  this  company,  which  did  the  entire 
work  of  installation. 

Credit  is  due  A.  0.  Smith,  signal  engineer  Philadelphia 
Rapid  Transit  Company,  who  is  responsible  for  many 
details  of  the  design,  and  to  E.  Baxter  and  H.  Fugitt, 
of  the  same  company,  who  were  inspectors  on  the  instal- 
lation work.  Stephen  Harris,  of  the  Department  of  City 
Transit,  also  had  a  considerable  share  of  responsibility 
in  connection  with  the  work. 

In  a  later  article  the  interlocking  plants  will  be  dis- 
cussed and  attention  will  also  be  given  to  the  speed- 
control  signals,  which  form  one  of  the  most  interesting 
features  of  the  installation. 


How  Trainmen  Can  Sell  Transportation 


THE  Dallas  Railway  recently  issued  a  pamphlet  pre- 
pared by  a  committee  of  Dallas  trainmen  appointed 
to  study  the  problems  of  selling  transportation.  The 
committee  met  several  times  and  discussed  methods  to 
be  followed  as  a  starter  for  merchandising  transporta- 
tion and  drafted  the  following  suggestions: 

Conductors  are  requested  to: 

Smile  always. 

Be  neat — soap  and  water  are  cheap,  and  a  clean  shave 
makes  you  feel  fine. 

Thank  passengers  for  buying  tickets  from  you — you 
appreciate  making  the  sale. 

Offer  to  direct  strangers  who  board  your  car  at  the 
Union  Station  or  elsewhere — this  voluntary  offer  of  assist- 
ance on  your  part  will  be  appreciated. 

Help  children  and  old  people  at  every  opportunity — some 
one  may  have  the  opportunity  of  helping  your  children  or 
your  mother  or  father  some  time. 

Never  dispute  a  passenger's  word — the  passenger  is 
always  right.  If  a  passenger  says  he  just  got  off  another 
car,  even  though  his  transfer  is  old,  say,  "I  beg  your  pardon, 
it  is  all  right."  Or,  if  you  think  a  passenger  has  not  paid 
the  right  fare  and  call  his  attention  to  it,  and  he  says  that 
he  did  pay  the  right  fare,  then  say,  "I  beg  your  pardon," 
and  smile.  When  a  passenger  claims  to  have  given  the 
signal  but  was  carried  by,  don't  argue  with  the  passenger, 
just  say,  "I  beg  your  pardon,  I  did  not  hear  your  signal." 

Be  careful  not  to  embarrass  a  passenger  in  calling  atten- 
tion to  an  old  transfer,  or  any  of  those  other  things  like 
putting  feet  on  the  seats  or  spitting  on  the  floor.  Be  very 
careful  that  no  one  else  hears  you  when  calling  passenger's 
attention  to  same. 

Be  careful  not  to  give  too  many  small  coins  in  change. 
When  this  is  necessary  apologize  for  doing  so — for  instance, 
"I  am  sorry,  but  I  am  going  to  have  to  give  you  some 
small  change." 

Keep  race  signs  properly  adjusted.  When  necessary  to 
move  the  sign  be  careful  not  to  offend. 

Signal  car  to  move  up  to  cross-walks  on  muddy  streets. 
Do  this  cheerfully  and  with  a  smile  on  your  face. 

When  a  passenger  asks  you  how  you  feel,  tell  him  you 
are  feeling  "fine."     He  is  not  interested  in  your  sickness. 

When  you  have  to  wait  for  a  passenger,  don't  slam  the 
door  like  it  made  you  mad — smile.  It  isn't  worth  while  to 
render  a  service  grudgingly. 


In  outlying  districts  where  only  one  end  is  available  for 
exit,  conductors  announce,  "This  end,  please"  or  "The  other 
end  please,"  as  the  case  may  be. 

Call  all  streets,  transfer  points  and  public  buildings  in  a 
loud  and  distinct  voice. 

Pay  special  attention  to  short-distance  riders  in  the  down- 
town district. 

Be  courteous  all  the  time. 

Think  about  your  work  from  the  standpoint  of  the  pas- 
senger— 'he  is  the  man  who  pays  the  bills  and  the  one  to  be 
pleased. 

MOTORMEN  ARE  REQUESTED  TO: 

Smile. 

Be  neat — soap  and  water  are  cheap. 

Direct  strangers. 

Assist  children  and  old  people  off  the  front  end  whenever 
possible. 

Make  easy  starts  and  stops— jerking  your  car  makes  the 
ride  disagreeable  for  the  passenger  and  also  for  the  con- 
ductor. 

Stop  at  cross-walks  on  muddy  streets — move  your  car  up 
if  necessary. 

Operate  your  car  on  schedule  time. 

Co-operate  with  your  conductor  and  with  motormen  on 
other  runs  and  on  other  lines. 

Announce  streets  when  the  car  is  crowded. 

Think  about  your  work  from  the  standpoint  of  the  pas- 
senger— he  is  the  man  who  pays  the  bill  and  the  man  to 
be  pleased. 

Pay  special  attention  to  short-distance  riders  in  the  down- 
town district. 

Be  courteous  all  the  time. 

Remembem: 

Politeness  will  keep  you  out  of  more  difficulties  and  bring 
you  more  smiles  than  anything  else. 

Courtesy  oils  the  wheels  of  life — ^removes  the  squeaks,  jars 
and  chatters  that  go  with  every  position. 

Courtesy  pleases  the  customer.  Think  a  moment  and  you 
will  remember  the  time  when  you  walked  an  extra  block  to 
deal  with  a  salesman  who  had  shown  you  courtesy  the  last 
time  you  were  in  the  store. 

Courtesy  makes  every  job  more  pleasant — every  task 
more  worth  while. 

Courtesy  is  to  some  extent  a  test  of  civilization.  Savages 
show  little  consideration  and  few  people  feel  at  home  among 
them. 


716 


Electric    Railway    Journal 


Vol.  61,  No.  17 


Sweeping  Changes  Recommended  in 

New  Orleans 

Report  by  John  A.  Beeler  Recommends  Extensive  Relocation  of 
Rail  Lines,  Rerouting  of  Cars,  Suggests  Scheme  for  Speeding  Up 
and  Amplifying  Service  and  Relieving  Traffic  Congestion — Con- 
templates Expenditure  of  $2,500,000,  but  Saves  $850,000  Annually 


A  COMPREHENSIVE  report  by  John  A.  Beeler, 
consulting  engineer,  New  York  City,  covering  the 
physical  plant  and  operation  of  the  railway  sys- 
tem of  the  New  Orleans  Public  Service,  Inc.,  has  been 
presented  to  Paul  H.  Maloney,  Commissioner  of  Public 
Utilities  of  New  Orleans,  La.  The  changes  recom- 
mended are  of  a  fundamental  nature  and  of  great  im- 
portance to  the  people  of  New  Orleans  and  to  the  local 
railway.  It  is  probably  a  fair  statement  that  the  engi- 
neer's proposals  contemplate  the  most  extensive  revision 
of  the  track  layout  and  plan  of  operation  that  has  ever 
been  recommended  by  competent  authority  for  any  city 
in  the  country. 

Of  first  importance  is  the  recommendation  to  abandon 
37.29  miles  of  present  track  which,  it  is  claimed,  is 
duplicate,  and  to  add  34.04  miles  of  new  track  where  it 
is  needed.  The  two  gages  now  existing  are  to  be  elimi- 
nated by  changing  31.5  miles  of  standard  gage  track  to 
the  wide  gage  measure  of  62.5  in.  which  prevails  on 
176.64  miles.  In  addition  to  these  track  changes,  the 
ftve-track  railway  thoroughfare  on  Canal  Street  in  the 
1-mile  section  at  the  downtown  end  of  the  street  is  to 
be  extensively  rearranged  and  the  single-track  mileage 
reduced  from  6.91  to  3.40,  with  elimination  of  0.72  mile 
of  curved  track,  forty-nine  crossings  and  thirty-five 
switches  with  mates  and  frogs. 

Saving  in  Rouie-Miles  Results  in  Considerable 
Seat-Mile  Increase 

Tied  up  with  this  change  in  trackage  is  an  extensive 
rerouting  program,  which  for  the  various  lines  would 
reduce  the  average  round-trip  mileage  from  9.03  to  8.34, 
and  the  average  route  mileage  from  7.37  to  5.73.  The 
number  of  cars  required  for  the  evening  rush-hour 
service  would  be  reduced  from  434  to  391,  the  total  car- 
hours  per  day  from  4,925  to  4,361,  the  total  car-miles 
per  day  from  44,539  to  43,402,  and  the  average  speed 
would  be  increased  from  9.04  m.p.h.  to  9.96  m.p.h.  The 
total  seat-miles  would  be  increased  from  1,720,132  to 
1,935,968,  and  the  total  average  passengers  per  seat  in 
the  maximum  evening  rush-hour  at  the  maximum  point 
on  each  line,  summarized,  would  show  the  improvement 
from  1.47  to  1.17. 

In  addition  to  producing  a  material  reduction  in  the 
number  of  car  movements  in  the  1-mile  maximum  trafilc 
section  adjacent  to  the  Mississippi  River  on  Canal  Street, 
the  principal  business  thoroughfare,  the  number  of  car 
turning  movements  would  be  reduced  from  433  to  fifty, 
and  the  total  interferences  from  845  to  100. 

Considerable  rebuilding  of  present  rolling  stock,  in- 
cluding provision  for  one-man  operation  on  many  of 
the  smaller  cars,  and  the  use  of  trailers  are  also  covered 


in  the  report.  There  are  recommendations  covering 
various  other  matters  also,  such  as  energy  saving,  co- 
operative plan  for  employees,  the  use  of  automatic 
electric  switches,  loading  platforms  and  skip  stops  and 
an  adequate  transfer  system.  As  the  plan  affects  prac- 
tically every  line  in  the  city,  the  sequence  of  executing 
the  various  parts  of  the  plan  is  very  important,  and  the 
report  includes  a  recommended  order  in  which  to  carry 
this  out. 

The  Annual  Savings  in  Three  Years  Will  Cancel 
Initial  Expenditure 

The  total  cost  to  the  railway  to  carry  out  the  complete 
program  would  be  about  $2,500,000,  and  it  is  estimated 
that  this  would  effect  savings  amounting  to  some  $850,- 
000  per  year.     Mr.  Beeler  states  that  to  continue  to 


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1 — Trend  of  FopDlation  and  of  Revenue  Btdes  per  Capita 
in  New  Orleans 


operate  the  system  as  it  now  exists  under  present  labor 
and  material  costs  means  ultimately  either  a  reduction 
in  the  quality  and  quantity  of  service  or  an  increase 
in  the  rate  of  fare.  By  contrast,  the  adoption  of  the 
plan  presented  makes  it  practicable  ultimately  to  lower 
the  fare,  thus  realizing  the  desires  of  the  public  and 
fulfilling  the  obligations  of  the  reorganizer.  He  says 
further  that  while  it  is  rash  to  attempt  to  prophesy  in 
these  days,  nevertheless  under  the  conditions  cited  in 
the  report,  a  reduction  in  the  rate  of  fare  should  be 
practicable  about  September,  1924,  under  a  ten-year 
amortization  plan  for  taking  care  of  the  cost,  or  about 
October,  1925,  under  a  pay-as-you-go  plan.  This  reduc- 
tion would  be  to  the  extent  of  selling  four  rides  for  a 
quarter.  It  would  mean  sixteen  rides  for  a  dollar,  as 
compared  with  the  former  maximum  of  twenty,  which, 
it  is  pointed  out,  "is  not  a  bad  showing  for  the  railway, 
considering  ail  things." 


April  28,  1923 


Electric    Railway    Journal 


717 


A  feature  of  the  report,  the  engineer  points  out,  is 
that  the  recommendations  are  not  made  with  the  sole 
idea  of  cheapening  the  cost  of  service.  More  eflScient 
operations  are  made  possible  and  various  economies  are 
recommended.  The  adoption  of  them  in  no  case,  how- 
ever, does  other  than  to  improve  the  service.  The  prin- 
ciple upon  which  the  whole  plan  is  based  is  adequate 
service  first. 

Section  I  Covers  Track  Rearrangement 

The  report  is  divided  into  seven  sections,  dealing 
respectively  with  the  proposed  track  layout,  routing,  a 
particular  study  of  Canal  Street,  improvements  in  serv- 


railway  indicates  that  much   has  been  fundamentally 
wrong  with  it  for  years. 

As  demonstrating  some  of  the  fundamental  weak- 
nesses of  the  present  railway  system,  the  report  then 
shows  a  comparison  of  the  population  growth  of  New 
Orleans  with  the  rides  per  capita.  While  since  1908 
the  population  has  increased  from  328,681  to  427,238  in 
1922,  and  the  number  of  revenue  passengers  has  in- 
creased in  the  same  period  from  77,459,499  to  105,712,- 
903,  the  number  of  revenue  rides  per  capita  has  shown 
an  upward  but  more  recently  a  downward  trend,  having 
risen  from  236  in  1908  to  312  in  1919,  but  dropping  back 
to  247  in  1922.    This  comparison  is   illustrated  in  an 


LEGEND 

=  Existing  track  In  new  plan 
Track  to  be  built 
wui'jiuuiu ummi  Track  to  be  torn  up 


Fig.  2 — Truck  Layout  In  New  Orleans,  SlioniiiK  Present  Track  to   Be  Torn  Up 
and  New  Track  to  Be  Built  Under  Proposed  Flan 


ice,  order  of  installation  of  the  changes,  a  new  transfer 
system,  financial  results.  Altogether,  the  report  com- 
prises 233  typewritten  pages,  numerous  exhibits  being 
included. 

In  Section  I  the  report  states  that  the  survey  of  the 
street  car  situation  shows  that  the  city  is  inadequately 
served.  Two  track  gages  with  a  multiplicity  of  crooked, 
indirect,  interlocked  routes,  concentrating  in  the  con- 
gested districts,  greatly  impair  the  efficiency  and  limit 
the  flexibility  of  the  system.  Consequently  the  railway 
does  not  render  satisfactory  service  to  the  territory  it 
covers,  nor  does  it  give  promise  of  a  satisfactory  expan- 
sion, such  as  is  necessary  to  the  grow^th  and  development 
of  the  community.    A  close  study  of  the  history  of  the 


accompanying  curve.  In  explanation  of  this  the  report 
states  that  the  higher  rate  of  fare,  and  certainly  the 
8-cent  fare  which  was  put  in  effect  on  Oct.  23,  1920,  has 
of  course  been  a  factor  in  reducing  the  riding  habit, 
but  this  cannot  entirely  explain  it,  for  the  present  rate 
of  7  cents  (effective  on  Sept.  28,  1922)  is  not  far  from 
the  old  5-cent  rate,  measured  by  the  standard  of  wages 
now  paid.  The  increased  use  of  the  passenger  automo- 
bile undoubtedly  has  had  its  effect  on  the  falling  off  of 
street  car  patronage,  but  the  jitney,  which  has  affected 
street  railways  so  detrimentally  in  many  other  cities, 
is  not  a  factor  here. 

Referring  to  the  distribution  of  trackage,  as  laid  at 
present,  the  report  states  that  there  is  much  that  is 


718 


Electric    Railway    Journal 


Vol.  61,  No.  17 


radically  wrong  with  it.  Many  miles  of  track  were  con- 
structed not  for  the  sole  purpose  of  better  serving  the 
public,  but  because  in  days  gone  by  franchises  were 
sought  and  lines  were  built  for  immediate  profit.  Little, 
if  any,  thought  was  given  to  the  future  growth  and  re- 
quirements of  the  city. 

An  analysis  of  the  distribution  of  track  according  to 
population  is  shown  in  Table  I,  which  compares 
the  "Inside  District,"  bounded  by  Broadway,  Claiborne, 
Lafayette    and    River,    with    the    "Outside    District," 


TABLE  II— SERVICE  PROVIDED  AND  FACTOR  OF  USE  OF  SERVICE 


Fl». 


-Population  Dentiity  Map  of  New  Orleans  Superimposed  on 
Proposed  Layout  of  RaU  Lilnes 


bounded  by  River,  Broadway,  Claiborne,  Lafayette, 
River,  Parish  line,  Florida  Walk,  Industrial  Canal,  Lake 
Pontchartrain  and  Parish  line. 

The  inside  district,  representing  less  than  one-fourth 
of  the  total  area,  has  60  per  cent  of  the  main-line  track- 
age, while  the  outside  district,  covering  more  than  three 
times  the  area,  has  but  40  per  cent  of  the  trackage.  The 
inside  district,  with  its  concentrated  population  has  but 
1,680  people  to  the  mile  of  track,  while  the  outside  dis- 

TABLE  I— ANALYSIS  OF  TRACK  AND  POPULATION 
DISTRIBUTION 

Inside  Outride 

District  District 

Area  in  square  miles 9.1  32.1 

Miles  of  main  track 122.4  78.9 

Population,  1920 206,081  166,426 

Population  per  square  mile 22,646  5,201 

Population  per  mile  main  track 1 ,680  2, 1 1 0 

trict  has  2,110.  This  impracticable  distribution  of  track 
facilities  has  been  the  cause  of  misplaced  service  in  one 
district  and  the  witholding  of  needed  facilities  from  the 
other. 

Such  a  condition  is  absolutely  the  reverse  of  what  it 
should  be.  Densely  populated,  close-in  districts  should 
be  served  by  trunk  lines  on  frequent  headways,  while 
outside  territory  should  be  cared  for  by  lines  equitably 
spaced  and  adequately  scheduled.  The  duplication  of 
trackage  is  apparent  in  the  uptown  section  between 
Rampart  and  the  river,  as  shown  in  Fig.  2.  For  ex- 
ample, at  Eighth  Street,  between  Danneel  and  Tchou- 
pitoulas,  a  distance  of  fifteen  blocks,  there  are  seventeen 
car  tracks  parallel  to  the  river.  Such  duplication  means 
excessive  track  maintenance  and  overhead  costs  and  is 
largely  the  cause  of  infrequent  headways  and  generally 
unsatisfactory  service. 


Year 
1908 
1909 
1910 
1911 
1912 
1913 
1914 
1915 
1916 
1917 
1918 
1919 
1920 
1921 
1922 


Miles 

of 
Track 
Owned 
196.5 
197.7 
201.3 
206.9 
205.6 
205.6 
205.9 
217.4 
218.2 
218.5 
219.0 
222.1 
222.1 
222.1 
223.4 


Car-Miles 
Operated, 
Millions 

18.7 

18.7 

19.0 

19.3 

19.5 

19.8 

19.6 

19.4 

19.9 

20.1 

18.4 

19.0 

18.8 

18.6 

16.6 


Car-MUes 
Operated  per 
Thousand 
Revenue 
Passengers 

241 

238 

236 

233 

230 

228 

225 

233 

227 

217 

193 

176 

171 

170 

157 


Car-Miles 

Track 
Operated 
Less 
Duplications 
148 
149 
153 
158 
158 
158 
158 
169 
169 
170 
170 
171 
171 
171 
171 


Revenue  Rides 
per  Capita 

per 
Mile  of  Track 

1.60 

1.59 

1.55 

1.54 

1.58 

1.60 

1.74 

1.70 

1.66 

1.74 

1.73 

1.83 

1.66 

1.55 

1.44 


Figures  compiled  to  indicate  the  service  provided, 
Table  II,  show  that  the  car-miles  operated  last  year  were 
less  than  in  1908,  that  the  car-miles  operated  per  thou- 
sand revenue  passengers  were  only  167  in  1922  as 
against  241  in  1908,  and  that  the  revenue  rides  per 
capita  per  mile  of  track,  based  on  the  track  mileage  with 
duplications  eliminated,  were  1.44  in  1922  as  against 
1.60  in  1908  and  a  maximum  of  1.83  in  1919. 

It  is  pointed  out  that  at  present  the  only  track  con- 
nections between  the  uptown  and  downtown  sections 
are  by  way  of  Lower  Canal  Street,  forcing  all  traflSc 
between  these  sections  into  the  congested  area.  To 
permit  a  full  normal  growth  of  the  city,  through  con- 
nections back  of  Rampart  are  necessary. 

The  plan  proposed  for  relieving  this  situation  and  to 
provide  a  foundation  upon  which  to  build  all  the  exten- 
sions required  to  care  for  the  future  growth  of  New 
Orleans,  regardless  of  the  direction  or  extent  of  such 
growth,  is  shown  in  Fig.  2.  Unification  of  gage  is  one 
of  the  first  requirements  to  afford  greater  flexibility  of 
service.  In  even  figures,  the  plan  calls  for  the  discon- 
tinuance of  37  miles  of  non-essential  track,  to  be  re- 
placed by  34  miles.  Of  this  latter,  9  miles  are  required 
for  changes,  such  as  double  tracking,  straightening  out 
or  otherwise  improving  existing  lines.  The  remaining 
25  miles  are  required  for  additions  and  new  extensions. 
These  changes  are  summarized  in  Table  IV. 

As  a  result  of  this  relocation  of  track,  the  engineer 
states  that  service  in  territory  now  covered  will  be 
bettered,  and  extensions  of  service  into  sections  now 
greatly  in  need  of  it  will  be  provided.  While  the  total 
track-miles  will  be  slightly  decreased,  the  effective  main- 
line track  will  be  increased  from  171  miles  to  205  miles. 
This  will  stimulate  the  growth  of  the  city  and  increase 
the  earnings  of  the  railway.  Fig.  3  shows  a  population 
density  map  of  New  Orleans  superimposed  on  the  pro- 
posed track  layout. 

On  the  matter  of  unification  of  track  gages,  the  report 
notes  that  there  is  in  the  present  track  system  31.50 
miles  of  standard  gage  (56.5  in.)  track  and  176.64  miles 
of  wide  gage  (62.5  in.)  track,  or  a  total  of  208.14  miles. 
Of  this  3.04  miles  is  three-rail  track,  which  is  the  equiv- 
alent of  1.52  track  miles.  The  two  track  gages  not  only 
affect  track,  but  apply  to  equipment  as  well,  making  it 
necessary  to  maintain  two  wheel  gages  on  the  rolling 

TABLE  III— ESTIMATED  COST  OF  PROPOSED  TRACKWORK 


Unification  of  track  gage 

Removal  of  non-essential  tracks 

Track  required  to  permit  route  adjustments  and  track  elimination 

Double  tracking  existing  single  track 

Extensions 


I.«S8 salvage.  .  .  . 
Net  total  cost. 


$232,350 

295,260 

445,835 

84,060 

917,665 

$1,975,170 
276,210 

t1,698,96o 


April  28,  1923 


Electric    Railway    Journal 


719 


stock.  The  cost  and  maintenance  of  the  double-gage 
special  work  is,  of  course,  much  higher  than  single-gage 
would  be.  Owing  to  the  preponderance  of  the  wide  gage, 
it  should  be  adopted  as  the  standard  for  the  system. 

In  reference  to  this  expenditure  for  track,  the  report 
states  that  as  most  of  the  track  indicated  for  discon- 
tinuance is  rapidly  approaching  a  condition  where  it  will 
have  to  be  rebuilt,  the  major  part  of  the  expense  of  con- 
structing new  tracks  will  have  to  be  incurred  even 
though  this  plan  is  not  accepted.  The  removing  and 
placing  of  tracks  where  they  are  needed  to  improve 
the  service  will  cost  the  company  little  if  any  more  than 
to  rebuild  them  in  their  present  unsatisfactory  location. 
The  quicker  these  changes  are  made  the  better  for  all 
concerned.  The  cost  may  be  spread  over  a  period  of 
years  or  paid  for  on  the  pay-as-you-go  plan,  which, 
with  the  adoption  of  the  recommendations  given  in  the 
report,  will  be  largely  out  of  savings  made  in  cost  of 
operation. 

Civic  Improvements 


at  1310,130,  which  the  engineer  said  should  be  divided 
between  the  city  and  the  company,  as  may  be  determined 
by  the  parties  interested. 

Other  sections  of  the  report  will  be  treated  in  suc- 
ceeding issues  of  the  Journal. 


Track  Reconstruction  in 
San  Diego 

Steel  Tie  Construction  Used  as  Standard — Weather 

Conditions  Permitted  Work  to  Be  Carried  on 

Actively  During  Recent  Months 

DURING  the  past  few  months  several  interesting 
track  reconstruction  jobs  have  been  done  by  the 
San  Diego  Electric  Railway,  notably  the  Adams  Avenue 
and  the  University  Avenue-East  San  Diego  lines. 

The  Adams  Street  line  is  the  one  on  which  the  track 
was  torn  up  during  the  night  last  summer  by  the  com- 


As  a  part  of  the  track  program  the  engineer  took  up 
certain  needed  civic  improvements,  including  the  widen- 
ing of  several  streets  and  the  opening  up  of  several 
others  to  make  through  connections,  recommended  the 
straightening  of  two  or  three  others  and  suggested  that 
two  new  bridges  were  badly  needed.  He  also  pointed 
out  that  the  neutral  ground  (center  parkway)  in  some 
of  the  streets  offers  splendid  opportunities  for  the  in- 
stallation of  loading  platforms,  with  their  numerous 
advantages  to  the  public  and  the  railway.  It  is  recom- 
mended that  they  be  installed  at  all  of  the  heavier  load- 
ing points  where  practicable,  especially  at  junctions 
where  there  is  much  transferring.  The  cost  of  the 
various  civic  improvements  recommended  was  estimated 


TABLE  IV— SUMMARY  OF  PROPOSED  TRACK  CHANGES 
Track 
Discontinued  Track  Added 


Old  Line 


Canal  Belt . 


City  Park 

Desire 

Peters  Avenue . 
Dryades 


1.700 
6,150 

2,700 


2,700 
9,000 
4,200 


9,000 


600 
8,700 


Louisiana. 
Napoleon . 
Laurel. . . , 


N.  Claiborne. 
Prytania  .... 


St.  Charles 

Shrewsbury. . .. 
Tchoupitoulas . 

Gentiliy 

Dauphine 


5,200 

i,26o 

'  1,200 
26,800 


4,550  4,200 

11,566     ■    "8,160 
18,266     '  ■  17,966 


1,500 


.445 


4,700 

1,885 

450 

1,000 


13,900 


Bayou  St.  John  . 

Carondelet 

Clio 

Coliseum 

N.  Peters 

Villere 


4.700 
21.650 
14,400 
32.650 

3,800 
16,200 


Total 152.250 

28.83 


15,000 
5,000 
15,700 

11,266 

350 
18,600 
5,200 
2,500 
2,000 
7,300 


600 

4,000 

7,200 

20,000 


Proposed  Line 


Broadway 

Canal  Blvd. 

Carondelet 

City  Park 

Desi^ 

Dryades 

Dryades 

Elysian  Fids. 

Freret 

Jackson 

Palmetto 

Fig-Eden 

Laurel 

Louisiana 

Napoleon-Broad 

N.  Claiborne 

Paris 

Prytania 

St.  Bernard 

St.  Charles 

Shrewsbury 

Tchoupitoulas 

Gentiliy 

St.  Claude 

St.  Claude-Frisooville 


44,695 
8.46 


(o)49,235 
9.32 


130,55ft-=  feet 
24  72  =  Miles 


Miles  abandoned 28.83 

Miles  changed 8.46 


M iles  of  extensions 24.72 

Miles  of  changes 9. 32 


Total  miles  discontinued     37.29        Total  miles  added 34.04 

These  figures  are  exclusive  of  lower  Canal  Street  changes. 

Of  the  discontinued  track,  1 9,900  feet  or  3 .  77  miles  is  in  paved  streets  and  can 
be  left  m  place  indefinitely. 

There  is  also  approximately  16,050  feet  of  third  rail  track  which  is  now  carried 
as  I  52  miles  of  track  operated;  the  change  in  gage  will  automaticallv  wipe  this 
out. 

Note:  la)  =  Includes  douiile  tracking  of  single  track. 


Beconstructed  Track,  Looking  East  from  Park  Boulevard. 
Is  Beady  for  2-In.  Surfacing  of  Asphalt.     Georgia 
Street  Viaduct  in  tlie  Foreground 


Track 


pany's  track  forces  as  the  climax  of  a  long  controversy 
between  the  city  officials  and  the  company  over  paving 
and  other  matters  of  dispute.  After  a  court  battle,  a 
compromise  was  reached  through  the  mediation  of  the 
State  Railroad  Commission,  and  reconstruction  of  the 
line  was  begun.  The  line  will  be  double-tracked  through- 
out its  length  to  the  end  at  Kensington  Park,  outside 
the  city  limits.  Service  was  resumed  on  the  line  Dec. 
23,  1922,  although  it  was  but  partially  completed  at  the 
time.  This  was  a  great  relief  to  the  patrons,  who  had 
been  depending  upon  uncertain  bus  service,  v/hich  could 
not  be  maintained  in  rainy  weather  because  the  adobe 
soil,  used  for  roadway  in  the  unpaved  streets,  is  sticky 
and  slippery  when  wet. 

The  reconstruction  work  was  carried  out  in  accord- 
ance with  the  standards  adopted  by  the  company  for  all 
recent  construction.  The  track  construction  comprises 
the  use  of  twin  steel  ties,  spaced  6  ft.  center  to  center, 
with  93-lb.  high  T-rails  for  all  straight  track,  114-lb. 
rails  for  curves  and  127-lb.  guard  rails  for  all  special 
trackwork.  All  joints  are  electrically  welded  and  the 
rails  are  electrically  welded  to  the  ties.  All  special  track- 
work  is  bonded  with  350,000  circ.mil  cable,  and  the 
welded  tracks  are  cross-bonded  every  500  ft.  with  cable 
of  the  same  size. 


720 


Electric    Railway    Journal 


Vol.  61,  No.  17 


8oft  Spot  in  Adobe   Soil.   Filled  In  with   Broken  Concrete 
Preparatory   to  Laj-inp  of  Track   Structure 

The  trench  for  the  track  is  excavated  approximately 
18  in.  deep.  Two  feet  outside  the  outside  rails  a  trench 
is  excavated  12  in.  below  the  sub-grade  and  in  it  is  laid 
a  4-in.  concrete  drain  tile.  The  trench  is  then  filled 
with  crushed  and  disintegrated  granite  to  within  14  in. 
of  the  grade. 

The  rails  are  set  on  concrete  pyramid-shaped  piers 
spaced  12  ft.  apart  and  are  adjusted  to  exact  grade  by 
means  of  double  cast-iron  wedges  placed  between  the 
rail  bottom  and  the  top  of  the  piers.  When  they  are 
finally  adjusted  the  rails  are  firmly  braced  in  place  and 
a  14-in.  laj'er  of  concrete  is  poured.  The  concrete  is 
worked  up  against  the  under  side  of  the  head  of  the 
T-rail,  but  the  balance,  of  the  concrete  surface  is  left 
2  in.  below  the  street  grade  to  allow  for  paving. 

On  Adams  Avenue  the  company  has  been  relieved  of 
the  paving  obligation.  The  track  is,  therefore,  being 
surfaced  with  disintegrated  granite,  a  material  which 
is  plentiful  locally,  and  which  makes  a  good  roadway. 

The  reconstruction  of  the  University  Avenue-East 
San  Diego  line  presented  considerable  difficulty  due  to 
the  heavy  traffic,  the  heaviest  in  the  city,  which  it 
carries.  The  problem  was  solved  by  reconstructing  one 
track  at  a  time  from  Park  Boulevard  to  the  end  of  the 
line  in  East  S<an  Diego.     A  block  signal  system  was 


Electrically  Welded  Joint  a«  Vsed  In  San  Diego  Electric  Railuay 
Standard  Track  Construction 

installed  to  facilitate  dispatching,  and  dispatchers  with 
extra  telephones  were  stationed  at  the  turnouts  where 
the  eastbound  and  westbound  cars  are  passed.  Trains 
of  two  cars  each  were  operated  during  the  rush  hours 
and  a  fourteen-minute  headway  was  maintained,  with 
extra  tripper  service  added. 

One  of  the  special  problems  encountered  by  Engineer 
H.  M.  Kuehmsted,  who  was  in  charge  of  the  work,  was 
the  caring  for  soft  spots  in  the  adobe  soil.  Generally 
these  were  caused  by  leaky  water  mains.  The  diffi- 
culty was  overcome  by  excavating  the  soft  soil  until 
firm  soil  was  reached  and  filling  up  to  sub-grade  with 
broken  concrete. 

The  first  work  done  by  the  San  Diego  Electric  Rail- 
way under  the  new  specifications  was  the  reconstruc- 
tion of  the  Broadway  line  from  the  Union  Depot  to 
Third  Street,  which  was  followed  by  the  reconstruction 
of  the  Logan  Avenue  line,  beginning  last  May.  This 
work  was  described  in  the  Electric  Railway  Journal 
at  the  time.  Then  came  the  Adams  Avenue  and  Uni- 
versity Avenue  jobs,  which  will  be  followed  by  the  con- 
struction of  the  Park  Boulevard  line,  work  on  which  is 
now  due  to  begin.  Then  will  come  the  new  construction 
of  the  Sixteenth  Street  cutoff  and  the  reconstruction  of 
the  Market  Street  line. 


Track   Reconstruction  on  Adams  Avenue,  San   Dlcso.    Sliowing 
Metliod  of  Supporting  Track  Previous  to  Fourlac  of  Concrete 


New  and  Old  Tra<-k   ('on^.tru<'tiun  on   Adams  .Avenue.   Showing 
Special  Trackwork   Near  Carhouse 


April  28,  1923 


Electric    Railway    Journai^ 


721 


Merit  System  Works  Well  in  Los  Angeles 

In  This  System  a  Bonus  Is  Given  for  Good  Records,  and  in  1922 
Nearly  $95,000  Was  Distributed  as  Bonuses  and  Special  Prizes 
Among  the  Trainmen — Methods  of  Keeping  Records  Are  Described 

ByJ.G.Jeffery 

Director  of  Public  Relations,  Los  Angeles  Railway 


THE  random  remark  of  a  trainman  that  "as  long  as 
the  fellows  do  the  right  thing,  they're  practically 
working  without  a  boss"  may  serve  as  the  keynote 
for  a  discussion  of  the  merit  and  bonus  system  followed 
by  the  Los  Angeles  (Calif.)  Railway  for  the  past  three 
years.  The  remark  was  overheard  by  a  passenger  who 
was  sufficiently  impressed  to  communicate  with  the 
general  manager  and,  as  a  result,  the  saying  has  become 
a  part  of  the  system. 

Let  it  not  be  presumed  that  the  system  followed  by 
the  Los  Angeles  Railway  is  developing  a  race  of  super- 
men in  courtesy  and  efficiency,  for  the  Southern  Cali- 
fornia company  faces  most  of  the  problems  which  con- 
front other  railways  except  that  there  is  no  union  dom- 
ination. It  has  the  same  wish  as  every  other  company 
to  promote  courtesy,  safety  and  general  efficiency,  the 
same  general  type  of  men  on  the  cars  and  the  same 
problems  in  "selling"  the  trainmen  on  the  right  com- 
pany spirit. 

George  Baker  Anderson,  manager  of  transportation, 
is  the  father  of  the  Los  Angeles  Railway  merit  system. 
He  has  developed  his  plan  into  an  effective  force  for 
improving  service  by  increasing  the  general  standard 
of  efficiency  of  trainmen. 

Perhaps  the  outstanding  feature  of  the  system  is 
that  a  trainman  "makes  or  breaks"  himself. 

He  goes  through  the  employment  and  instruction  de- 
partments and  receives  the  same  training  as  other 
trainmen.  If  he  is  courteous,  accurate  and  safe,  he  will 
build  up  an  efficiency  record  that  brings  him  a  cash 
bonus  of  $5  a  month  or  $60  paid  at  Christmas  and  puts 
him  in  line  for  an  additional  cash  prize.  If  he  is  dis- 
courteous and  careless,  he  soon  lowers  his  record  to  the 
point  of  only  75  per  cent  efficiency,  and  that  is  automatic 
dismissal. 

When  a  new  trainman  enters  the  company's  employ 
he  serves  a  probationary  period  of  three  months.  Then 
he  starts  an  efficiency  record  with  a  rating  of  100  per 
cent.  He  does  not  participate  in  the  cash  bonus  until 
he  has  been  in  service  six  months. 

A  trainman  receives  demerits  for  such  offenses  as 
discourtesy,  derailments,  running  ahead  of  time,  negli- 
gence at  fare  box  and  untidy  appearance.  A  regular 
schedule  of  demerits  is  prepared  governing  the  most 
common  offenses.  The  demerits  range  from  five  to 
dismissal  from  service.  Each  five  demerits  or  credits 
count  as  1  per  cent. 

Credits  are  given  for  accuracy  in  reports,  suggestions 
for  betterment  of  service,  special  attention  to  students 
and  reports  of  particular  courtesy  and  safe  operation. 
If  a  trainman  goes  through  a  month  without  marks 
against  his  courtesy  and  safety  record  he  receives  10 
credits  for  each,  or  an  increased  efficiency  rating  of  4 
per  cent.  It  will  be  noted  that  if  a  trainman  merely 
follows  an  even  course,  keeping  clear  of  demerits  but 


not  being  reported  for  any  special  acts  of  efficiency,  his 
record  will  build  up  month  by  month  because  it  has 
been  clear  in  safety  and  courtesy.  If  a  man  is  off  duty 
more  than  half  a  month  he  does  not  receive  extra  credits. 

The  office  records  are  balanced  monthly.  Each  1  per 
cent  below  100  per  cent  means  a  reduction  of  25  cents 
from  the  month's  bonus.  A  trainman  whose  record 
stood  at  96  per  cent  at  the  end  of  the  month  would  be 
credited  with  $4.  A  record  of  85  per  cent  would  mean 
only  $1.25  bonus,  and  a  balance  of  only  80  per  cent 
would  mean  no  bonus  for  that  month. 

The  efficiency  records  date  from  Nov.  30  to  Nov.  30, 
and  the  bonus  is  paid  on  Dec.  15,  so  that  trainmen  may 
have  the  benefit  of  the  money  before  Christmas.  In 
addition  to  the  $60  regular  bonus,  special  prizes  were 
awarded  in  the  past  two  years  to  some  of  the  "top- 
notchers"  of  the  five  carhouse  divisions.  Extra  prize 
money  ranging  from  $10  to  $100  was  received  by  the 
ten  top  motormen  and  ten  top  conductors  of  each  divi- 
sion and  by  the  ten  top  safety  car  operators.  The 
regular  monthly  bonus  in  1922  totaled  $91,011.51  and  the 

MATTER  PRINTED  ON  UPPER  PART  OF  RECORD  CARD 

Causes  for  Credits 
(Each  five  credits  to  count  1  per  cent  on  record) 

1.  Accurate   daily   reports    5 

2.  Clear  record  for  one  month  for  courtesy  and  safety 

( 10  credits  each)    20 

3.  Exceptional  act  to  prevent  accident  or  injury 50 

4.  Practical  .suggestion  as  to  betterment  of  service 5  to  15 

5.  Reported  dangerous  conditions  and  practices 10  to  30 

6.  Special  care  in  preparation  of  accident  reports 10  to  30 

7.  Special  attention  to  students 10 

8.  Miscellaneous 5  to  50 

Causes  for  Demerits 

(Each  five  demerits  to  count  1  per  cent  off  record.     Demerits  are 

charged  only  when  the  trainman  is  considered  to  be  at  fault) 

1.  Discourtesy  to  passengers   10  to  50 

2.  Collision  of  cars  ;  collision  with  vehicle  or  person.  ...  10  to  Dig. 

3.  Injury  to  passengers  on  car 10  to  30 

4.  Step  accident    20 

5.  Derailments  and  split  switches 10  to  30 

6.  Ejectments,  disturbances  and  disputes    10  to  30 

7.  Carrying  passengers  pa.st  destination 10  to  20 

8.  Passing   up   passengers    10  to  20 

9.  Failure  to  report  accident    50 

10.  Starting  or  backing  up  without  signal 40 

11.  Excessive   speed    40 

12.  Running  ahead  of  time    10  to  50 

13.  Failure  to  mal<e  prompt  report  of  day's  receipts 10    ' 

14.  Failure  to  collect  fares    10  to  50 

15.  Negligence  in  operation  of  fare  boxes 10  to  30 

1 6.  Failure  to  account  for  fares  collected 50  or  Dls. 

17.  Failure  to  turn  in  lost  articles  promptly 5  to  20 

18.  Failure  to  report  condition  of  cars 10  to  40 

19.  Failure  to  make  safety  stop 5() 

20.  Failure  to  observe  danger  signals 50 

21.  Failure  to  observe  crossing  rules 5  to  30 

22.  Improper  operation  of  block  lights 25  to  50 

23.  Laxity  in   calling   streets    5  to  20 

24.  Leaving  car  unattended 10  to  30 

25.  Leaving  terminus  ahead  of  schedule 10  to  50 

26.  Missed   relief    10  to  30 

27.  Oversleep    10  to  50 

28.  Absence  from  duty  without  permission 50  or  Dis. 

29.  Absent  account  of  sickness  without  notifying  office. . .   5  to  30 

30.  Permitting  money  to  accumulate  on  inspection  plate.    5  to  30 

3 1.  Violating  road  space   10  to  30 

32.  Smoking  while   on   car    10  to  25 

33.  Committing  nuisance    10  to  50 

34.  IJntidy  appearance 10 

35.  Visiting  with  motorman  while  car  is  in  motion 10  to  30 

36.  Improper  feeding  controller   10  to  30 

37.  W^asting   power    10  to  30 

38.  Miscellaneous   5  to  50 


722 


ELECTRIC    Railway    journal 


Vol.  61,  No.  17 


special  prizes  were  $3,905,  making  a  grand  total  of 
$94,916.51.  Checks  were  given  to  1,830  trainmen.  On 
Nov.  30  last,  when  the  records  for  the  year  closed,  2,369 
trainmen  were  in  service. 

In  picking  the  110  men  for  special  prizes,  the  officials 
considered  general  attitude  of  a  man  toward  his  job, 
willingness  to  help  in  an  emergency,  and  other  factors 
that  do  not  necessarily  show  in  percentages  on  a  train- 
man's record. 

How  THE  Records  Are  Kept 

The  majority  of  reports  for  credits  and  demerits 
come  from  company  operators  riding  the  cars  to  observe 
service  conditions  and  from  supervisors.  Various  de- 
partments, such  as  the  safety  bureau,  frequently  rec- 
ommend credits  or  demerits  in  cases  coming  to  their 
attention,  and  a  goodly  number  of  credits  are  given  on 
reports  made  by  the  trainmen  themselves. 

The  recommendations  for  credits  and  demerits  are 
first  passed  upon  by  the  transportation  department  of- 
ficials. They  are  then  given  to  the  clerks  who  enter  the 
marks  on  the  record  cards.     There  is  a  card  for  each 


Notification  of  Credits 

Dlv.  No Date 

To Cap  No 

It  is  a  pleasure  to  advise  that  you   have  been  awarded 

credits   under  Classification   shown   here  below,   as 

per  list  of  Causes  for  Credits  and  Demerits  posted  at  your 
Division.  Should  you  desire  further  information  as  to  the 
report  upon  which  this  action  is  based,  you  may  obtain  it 
by  consulting  your  Division  Superintendent. 

Classification  No Date  Occurred 

Place    

Tlie  award  of  these  credits  places  your  Efficiency  Record 
at %. 

Supt.  of  Operation. 


The  Efflciency  Rrcord  Is  Kept  on  a  Card,  and  Each  Trainman  Is 
Advised  of  Any  Change  in  His  Efficiency  Record 

employee.  It  is  8  in.  x  11  in.  and  is  known  as  his 
"Efliciency  Record."  The  upper  part  of  a  typical  card 
of  this  kind,  to  indicate  the  way  in  which  the  records 
are  kept,  is  reproduced  on  page  721. 

With  every  entry  of  credit  or  demerit  a  notification 
slip  is  sent  to  the  trainman  affected.  The  slip  for  credit 
is  printed  on  pink  paper,  with  the  wording  as  printed 
above. 

The  notification  slip  for  demerits  is  printed  on  green 
paper  and  is  very  similar  to  that  for  credits  except  that 
the  body  of  this  reads:  "This  is  to  advise  you  that 
...."..  demerits  have  been  placed  against  your  record 
under  classifications  shown  here  below,  as  per  list  of 
causes  for  credit  and  demerit  posted  at  your  division. 
Should  you  desire  further  information  as  to  the  report 
upon  which  this  action  is  based,  you  may  obtain  it  by 
consulting  your  division  superintendent."  The  company 
also  uses  a  yellow  notification  slip  called  "Notification 
of  Cancellation  of  Demerit."  This  reads:  "This  is  to 
advise  you  that  demerits  assessed  against  your  record 

under  date  of ,  Classification  No 

have  been  canceled.  The  cancellation  of  demerits  places 
your  efl[iciency  at per  cent." 

Duplicate  record  cars  are  kept  at  each  division.  The 
division  superintendent  may  administer  demerits  for 
certain  offenses  such  as  missing  out  or  being  absent 
without  leave.  Having  duplicate  record  cards  enables 
him  to  impose  demerits  in  keeping  with  the  offense. 


Repeated    offenses    draw   heavier    demerits    than    first 
offenses. 

A  trainman  has  the  privilege  of  appealing  demerits 
to  the  assistant  superintendent  of  operation,  the  super- 
intendent of  operation,  the  manager  of  transportation 
and  even  to  the  general  manager. 

System  Started  Three  Years  Ago 

The  merit  and  bonus  system  was  established  by  the 
Los  Angeles  Railway  on  April  1,  1920,  at  a  time  when 
industrial  conditions  were  upset  with  the  after-war 
adjustment  of  business.  There  was  considerable  skepti- 
cism among  some  of  the  men  who  prophesied  that  the 
demerits  would  always  exceed  credits  and  that  little 
bonus  money  would  actually  be  paid.  What  little  preju- 
dice remained  at  the  end  of  1920,  was  dispelled  when 
bonus  payment  for  the  eight  months  equalled  a  total 
of  $58,605.75. 

New  trainmen  are  told  about  the  details  of  the  merit 
and  bonus  system  when  they  apply  for  employment. 
It  is  presented  to  them  solely  in  the  light  of  special 
reward  for  special  endeavor  and  not  as  a  Christmas 
present.  It  becomes  a  business  proposition  to  bring  out 
the  best  that  is  in  a  man.  To  the  company  it  is  an 
investment  in  good  service  which  pays  big  returns. 

As  stated  in  the  first  place,  the  Los  Angeles  Railway 
does  not  claim  to  be  developing  supermen  of  the  street 
railway  industry,  but  it  has  i-aised  the  standard  of 
morale  and  efficiency  of  all  to  a  point  conceded  by  all 
in  authority  to  be  the  highest  in  the  history  of  the 
company. 


Berlin  Rapid  Transit  Conditions 

THE  total  railway  traffic  in  Berlin  in  1918  amounted 
to  about  1,570,000,000  passengers,  divided  among 
the  city's  own  surface  lines,  the  privately  owned  ele- 
vated and  subway,  and  the  Stadtbahn  and  Ringbahn, 
owned  by  the  state.  Of  this  number  of  passengers, 
1,056,000,000  used  the  surface  lines,  117,000,000  the 
subway  and  elevated  lines  and  395,000,000  the  govern- 
ment-owned Stadtbahn.  Today  these  figures  have 
changed  entirely.  Stadtbahn  passengers  now  number 
about  746,000,000  a  year,  while  only  520,000,000  ride 
on  surface  cars,  and  the  traffic  on  the  subway  and  ele- 
vated lines  has  remained  almost  stationary.  This  80 
per  cent  increase  in  the  traffic  of  the  state-operated 
steam  trains,  which  supply  a  sort  of  rapid  transit  serv- 
ice on  an  elevated  structure  or  in  open  cuts  in  Berlin, 
results  in  a  very  dangerous  crowding  on  the  platforms 
and  trains. 

This  great  change  in  the  distribution  of  travel  is  due 
to  the  fact  that  these  government  lines  have  not  in- 
creased their  fares  to  anywhere  near  the  extent  of  the 
local  lines.  In  consequence  they  charge  a  very  low  fare, 
which  is  made  possible  by  a  considerable  subsidy  from 
the  Prussian  Government.  The  street  railway  system, 
on  the  other  hand,  is  operated  by  the  city  and  is  passing 
through  strenuous  times  in  the  effort  to  become  self- 
supporting.  To  reduce  expenses  the  headways  have 
been  greatly  lengethened,  much  unprofitable  night  serv- 
ice has  been  cut  out  and  one-man  operation  has  been 
introduced  to  a  considerable  extent.  At  the  same  time 
fares  have  been  increased  until,  in  February.  1923,  the 
single  fare  was  200  marks,  with  100  marks  extra  for  a 
transfer.  This,  at  the  pre-war  rate  of  exchange,  would 
be  equivalent  to  $50  for  a  single  ride  with  $25  extra 
for  a  transfer. 


Apnl  28,  1923 


Electric    Railway    Journal 


723 


New  Shops  for  Toronto 

More  than  $2,000,000  Is  Being  Spent  on  Shops,  Office  Building  and 

Storehouse  for  the  Toronto  Street  Railway  System — Full 

Particulars  of  the  Shop  Layout  Are  Given 


ONE  of  the  important  improvements  under  way 
I  by  the  Toronto  Transportation  Commission  for 
the  Toronto  Street  Railway  is  the  erection  of 
new  repair  shops. 

Before  the  road  was  taken  over  from  the  Toronto 
Railway  Company  in  1921  it  was  evident  that  new 
shops  would  be  required  in  the  very  near  future.  The 
buildings  which  housed  the  repair  work  of  the  system 
were  so  dilapidated  physically,  so  antiquated  in  their, 
layout  and  so  inadequate  in  size  that  they  were  obvi- 
ously of  little  or  no  value  to  the  combined  and  enlarged 
system,  operating  with  the  larger  and  newer  type  of 
rolling  stock.  It  was  only  natural  that  the  company 
whose  franchise  was  expiring  should  not  make  any  im- 
provement in  the  shops  when  it  had  only  a  short  time 
to  enjoy  the  advantages  of  it.  This  condition,  however, 
made  the  erection  of  new  shops  the  more  imperative 
when  the  property  was  once  taken  over. 

The  old  shops  and  stores,  which  are  still  in  use  pend- 
ing the  completion  of  the  new  buildings,  comprise  four 
main  units,  namely:  (1)  A  one-story  building  contain- 
ing the  truck  and  motor  shop,  the  blacksmith  shop,  the 
machine  shop,  the  brass  foundry,  the  armature  shop  and 
the  electrical  shop;  (2)  a  three-story  building,  located 
a  block  away,  for  car  body  repairs,  with  an  elevator  to 
raise  the  bodies  from  floor  to  floor;  (3)  a  storehouse, 
and  (4)  a  paint  shop,  which  is  located  2i  miles  from 
the  other  units. 

Site  and  Arrangement  of  New  Shop 

The  new  shops  are  located  fairly  centrally  to  the 
system  and  will  be  more  so  as  the  city  expands.  The 
site  is  at  the  corner  of  Bathurst  Street  and  Davenport 
Road  and  was  without  buildings  when  purchased.  It 
measures  930  ft.  by  about  950  ft.  and  contains  22.24 
acres.  It  is  served  by  a  railroad  siding.  Besides  the 
shop,  a  storehouse  will  be  erected  on  this  plot  to  serve 
both  the  Toronto  Street  Railway  system  and  the  Toronto 
Hydro-Electric  system,  with  a  view  to  economy  in  both 
capital  and  operating  accounts. 

The  shop  layout  comprises  a  main  building  which 
includes  all  shops  concerned  with  the  repair  of  the  cars. 
The  area  of  the  main  building  is  186,560  sq.ft.,  which 
is  equivalent  to  approximately  156  sq.ft.  per  car,  based 
on  a  1,200-car  system.  A  general  stores  building,  an 
office  building,  a  boiler  house,  a  coal  and  ash  handling 
plant,  a  garage  and  various  subsidiary  buildings  such 
as  oil  stores,  scrap  bins,  etc.,  are  also  provided  for. 

The  single-unit  plan,  as  adopted  for  the  main  build- 
ing, includes  the  following  departments:  (a)  Wood- 
working shop,  (b)  erecting  shop,  (c)  paint  shop,  (d)  car 
painting  shop,  (e)  truck  shop,  (f)  motor  shop,  (g) 
forge  shop,  (h)  machine  shop,  (i)  armature  shop,  and 
(j)  a  controlling  department,  called  "free  stores." 

The  main  building  as  designed  is  a  one-story  struc- 
ture with  a  steel  frame  and  brick  walls.  The  roof  is 
of  precast  gypsum  and  is  of  the  sawtooth  type  with 
fixed  monitor  sash  giving  a  north  light.  The  floors  are 
of  concrete,  wood  block  or  mastic,  as  is  most  appro- 
priate, and  the  inspection  pits  are  of  concrete  framed 


on  steel  columns  and  beams.  The  heating  is  an  indirect 
hot  air  system  except  in  the  paint  shop,  where  direct 
radiation  is  provided.  A  complete  system  of  automatic 
sprinklers  is  provided  throughout  the  building  and  a 
system  of  fire  hydrants  throughout  the  adjacent  yard. 
As  an  auxiliary  supply  for  fire  purposes,  a  100,000-gal. 
tank  is  to  be  built. 

The  main  building  is  divided  by  a  covered  transfer 
table  runway  to  facilitate  the  moving  of  cars,  and  the 
general  working  of  the  shop  may  be  classified  under 
the  following  headings:  (1)  Repair  and  overhaul  oi 
rolling  stock,  (2)  repair  and  overhaul  of  parts  and  ma 
terials  received  from  the  operating  divisions,  (3)  manu- 
facture and  assembly  of  car  and  truck  material  for 
stock  and  (4)  miscellaneous  orders  for  departments 
other  than  the  rolling  stock  department. 

Routing  of  Work 

The  general  routing  of  the  work,  considered  under 
the  headings  mentioned  above,  is  as  follows: 

A  car  for  general  overhaul  enters  the  shop  at  the 
south  door  at  the  west  end  of  the  transfer  table  runway 
and  is  moved  to  the  west  set  of  car  hoists  in  the  erect- 
ing shop.  Temporary  trucks  replace  the  permanent 
trucks,  which  are  removed  and  transferred  to  tracks  in 
the  truck  and  motor  shop  for  overhaul.  Motors  are 
removed  and  sent  to  the  armature  shop.  The  car  body 
is  then  sent  to  the  erecting  shop  for  body  overhaul, 
thence  to  the  washbay  and  car  paint  shop,  and  thence 
to  a  car  hoist  at  the  east  end  of  the  motor  shop.  The 
rebuilt  trucks  then  replace  the  temporary  trucks,  which 
are  returned  to  one  of  the  tracks  in  the  erecting  shop. 
The  car  then  goes  to  the  paint  shop,  where  the  trucks 
are  painted,  and  then  via  the  transfer  table  to  the  west 
end  of  the  shop  and  out  by  way  of  the  north  door.  If 
cars  are  sent  to  the  shop  for  accident  repairs  the  routine 
described  is  varied  according  to  the  damage. 

The  second  division  of  the  work  mentioned  above  is 
the  repair  of  parts.  Materials  and  parts  from  divisions 
for  repair  will  be  received  in  the  "free  stores"  depart- 
ment, where  they  will  be  registered  and  tagged  for  the 
shop.  The  parts  and  material  are  then  sent  to  the 
proper  department  as  work  on  the  machines  permits. 
When  finished,  the  part  is  returned  to  the  "free  stores" 
and  sent  back  to  the  division  or  to  the  general  stores 
building  as  directed. 

Requisitions  or  orders  for  new  work  for  stock  are 
sent  through  the  "free  stores,"  and  materials  on  these 
orders  are  sent  out  through  the  "free  stores."  Under 
this  part  of  the  work  comes  the  ordering  of  parts  from 
one  department  to  another.  These  orders  and  the  fin- 
ished article  will  be  handled  through  the  "free  stores." 

The  employees'  entrance  is  at  the  east  end  of  the 
building  south  of  the  transfer  table  runway  and  is  under 
control  from  the  watchman's  room  opposite.  Adjacent 
to  this  entrance  is  the  lunch  room.  Banks  of  wash 
basins  are  located  at  the  east  end  of  the  locker  rooms, 
and  the  toilets  are  located  on  galleries  above.  A  section 
at  the  extreme  east  of  the  shop  is  provided  for  buses. 

The  boiler  house  will  be  located  just  west  of  the  main 


724 


Electric    Railway    Journal 


Vol.  61,  No.  17 


building  and  will  be  of  brick  with  a  steel  frame.  It  is 
connected  to  the  main  building  and  the  general  stores 
building  and  office  by  a  tunnel  through  which  the  steam 
pipes  will  be  conducted  for  the  heating  of  all  buildings. 

The  general  stores  building  will  be  a  reinforced  con- 
crete structure  of  flat  slab  type  with  brick  walls  and 
steel  sash.  It  will  be  sprinklered  throughout  and  will 
be  heated  by  steam  pipes  brought  from  the  main  boiler 
house  through  the  tunnel  mentioned.  At  present  this 
building  will  be  three  stories  in  height,  with  a  basement, 
but  the  foundations  will  be  ample  to  carry  four  addi- 
tional stories  when  required.  The  total  floor  area  in 
the  general  stores  building,  as  designed,  is  132,600  sq.ft. 

The  office  building  will  accommodate  the  superintend- 
ent of  rolling  stock  and  his  staff  and  will  include  a  first 
aid  room  and  an  employment  office.  It  will  be  a  two- 
story  brick  building  with  steel  frame  and  wood  floors 
and  will  be  located  just  north  of  the  main  entrance  to 
the  property. 


The  estimated  cost  of  the  project,  excluding  land,  is 

as  follows: 


Buildings 

$1,660,000 

Trackwork    and    overhead 

220,000 

200.000 

$2,080,000 

The  work  of  construction  has  been  begun  and  it  is 
estimated  that  the  shops  will  be  completed  and  in  service 
before  the  end  of  the  present  year. 

Before  deciding  on  the  present  plan  the  commission's 
engineers  made  an  extensive  study  of  various  shop  lay- 
outs and  visited  the  shops  in  Cleveland,  Montreal  and 
Detroit.  A  general  plan,  as  developed  by  Jackson  & 
Moreland  in  connection  with  the  city's  case  in  the  arbi- 
tration pi-oceedings  for  the  purchase  of  the  Toronto 
Railway,  was  also  made  available  to  the  commission, 
and  the  services  of  C.  A.  Remilius  were  utilized  in  con- 
nection with  the  general  layout  and  equipment. 


Aumbar  Pit 


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TRANSFER       TABLE        RUMV/AY 


General  Plan  of  New   Kepair  Shops,  Toronto  Street   Ralluay,  Now    I'nder  Construction 


April  28,  1923 


Electric    Railway    Journal 


725 


Pulverized  Fuel  Plant  at  Providence 


The  United  Electric  Railways  Is  Making  Power  Plant  Improvements  to  Cost  Upward 

of  a  Million  Dollars — New  Boilers  Equipped  to  Burn  Pulverized  Coal  Are 

Being  Installed  in  One-Half  of  the  Boiler  House 


THE  United  Electric  Railways,  Providence,  R.  I., 
operates  all  electric  railway  lines  in  Providence, 
Pawtucket,  Bristol,  Woonsocket,  Warren  and  more 
than  fifteen  other  municipalities.  Since  the  reorganiza- 
tion of  the  property  in  July,  1921,  following  a  receiver- 
ship, many  improvements  have  been  inaugurated,  to 
cost  ultimately  several  million  dollars.  A  fair  share 
of  the  amount  will  be  spent  on  the  company's  power 
system,  which  is  taxed  to  supply  the  constantly  in- 
creasing demand  for  power.  The  company  supplies  at 
present  approximately  95  per  cent  of  the  power  used  for 
its  railways  and  will,  on  completion  of  certain  exten 
sions  to  its  system  now  in  progress,  supply  over  99 
per  cent.  The  net  energy  production  for  1923  will 
amount  to  about  70,000,000  kw.-hr. 

The  company's  power  plant  is  located  in  Providence. 
It  will  have  a  capacity  of  50,500  kw.  after  improvements 
now  under  way  are  completed.  The  plant  was  excellent 
for  its  day,  but  was  outgrown  both  as  to  capacity  and 
style  of  equipment.  When  the  situation  was  explained 
to  the  directors,  who  through  their  committee  on  power 
matters  keep  in  close  touch  with  details  in  this  depart- 
ment, they  unanimously  approved  a  comprehensive  plan 
of  rehabilitation  involving  the  scrapping  of  $600,000 
worth  of  obsolete  apparatus,  representing  8,000  kw.  of 
capacity,  and  the  expenditure  of  more  than  $1,100,000 
for  new.  Work  now  under  way  and  planned  for  1923 
construction  on  transmission  and  distribution  lines, 
substations  and  signals  will  bring  this  total  to  nearly 
$1,750,000. 

The  superseded  equipment  included  four  old  engine 
units,  two  of  1,500-kw.  capacity  with  alternating- 
current  generators  and  two  of  2,500-kw.  capacity  with 
direct-current  generators,  together  with  piping  and 
auxiliaries  of  various  kinds;  also  2,080  hp.  of  B.  &  W. 
boilers  having  cast-iron  headers.  These  boilers  com- 
prised one-quarter  of  the  sixteen  520-hp.  units  which 
made  up  the  boiler  plant  and  which  were  arranged  in 
batteries  of  two  on  two  decks. 

The  improvements  consist  of  the  installation  of  an 
18,000-kw.  turbine  unit  with  auxiliaries,  three  new 
boilers  with  auxiliaries,  equipped  to  burn  pulverized 
coal,  together  with  numerous  changes  in  the  layout, 
including  the  provision  of  a  machine  shop  in  the  power 
plant  building,  all  of  which  will  be  covered  in  a  later 
article. 

Why  Certain  Detail  Selections  Were  Made 

The  plant,  as  remodeled,  has  been  laid  out  to  secure 
the  best  results  as  regards  both  capacity  and  economy 
with  the  coal  now  used,  namely,  good  bituminous  coal 
of  14,000  B.t.u.  heating  value.  At  the  same  time  the 
furnace  design  was  so  arranged  as  to  permit  burning, 
with  more  or  less  reduced  capacity  and  economy,  poor 
grades  of  fuel,  including  even  anthracite  if  found  eco- 
nomical. Provision  has  also  been  made  for  burning  oil 
in  the  same  furnaces. 

A  pressure  of  300  lb.  at  the  turbine  was  selected  in 
order  to  secure  the  thermal  benefits  of  reasonably  high 


pressure  without  incurring  excessive  cost  of  the  turbine 
and  of  high-pressure  auxiliaries  and  pipe  fittings. 

With  the  boilers  selected  it  will  be  possible  to  go  to 
325  lb.,  and  the  regular  operating  pressure  of  the  boil- 
ers will  probably  be  from  315  to  320  lb.,  allowing  for 
pressure  drop  between  steam  drum  and  turbine  throttle. 


rA'ir  pmssura 
•'  relief  valve 


'Capacify 
iOfons 


Exhausters 


Vertical   Section  of  tlie   Boiler  Fiant,   Sfanplifled  to   Show 
Essential  f^lementg 

With  the  pressure  determined,  a  superheat  of  175 
deg.  followed  naturally  because  a  total  temperature  of 
about  600  deg.  was  thought  the  maximum  desirable  to 
assure  as  large  a  degree  of  freedom  as  possible  from 
plant  maintenance  trouble  and  expense,  although  in 
actual  operation  the  temperature  may  go  somewhat 
above  this  at  the  high  rating  possible  with  the  furnace 
design  selected.  It  will,  however,  even  in  extreme  cases, 
be  well  below  what  is  considered  the  outside  limit  of 
700  deg. 

One  of  the  ruling  considerations  in  the  new  boiler 
layout  was  the  shape  of  the  boiler  house  and  the  loca- 
tion  of  the  building  columns.     A  vertical  or  upright 


726 


Electric    Railway    Journal 


Vol.  61,  No.  17 


type  of  boiler  was  selected  because  it  fits  conveniently 
into  the  building  and  also  lends  itself  well  to  ths  provi- 
sion of  the  necessary  large  combustion  space  for  the 
burning  of  pulverized  fuel.  It  was  impossible  to  use 
any  large  single-set  horizontal-tube  boiler  of  about  the 
same  horsepower  because  of  building-steel  interferences. 
The  preference  was  for  singly  set  boilers  to  avoid  the 
middle  wall  required  with  the  battery  arrangement,  and 
because  it  was  desired  to  have  them  accessible  all 
around.  The  objection  to  the  middle  wall  is  the  diffi- 
culty of  cooling  the  refractory  satisfactorily  at  high 
ratings.  With  the  single  setting,  provision  has  been 
made  for  cooling  of  the  walls  with  air.  As  large  a 
boiler  as  possible  was  selected  that  would  still  leave 
reasonably  ample  passage  space  between  units.  Bigelow- 
Hornsby  1,266-hp.  boilers,  approximately  double  the  size 


cooler  steam  is  in  contact  with  the  cooler  gases  and  a 
greater  heat  absorption  in  the  superheater  results. 

A  Foster  steel-tube  economizer,  having  a  heating 
surface  two-thirds  that  of  the  boiler,  is  mounted  di- 
rectly back  of  each  boiler,  taking  out  the  gases  at  a 
point  about  midway  of  the  boiler  height. 

Near  the  bottom  of  the  combustion  space  is  a  water 
screen  divided  into  sections,  each  section  connected  at 
one  end  with  the  top  and  the  other  end  with  the  bot- 
tom unit  drum  of  the  third  row  of  unit  sections  of 
the  boiler.  This  serves  to  precipitate  part  of  the  dust, 
preventing  the  formation  of  slag,  while  absorbing  some 
heat  of  combustion.  Below  the  water  screen  are  hop- 
pers from  which  the  deposited  ash  dust  will  be  removed 
through  power-operated  gates  into  a  scraper  conveyor 
moving  in  a  trench  filled  with  water.     At  the  rear  of 


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Plan  DcRlKned  Particularly  to  Show  Pnlverized-Coal  Equipment 


of  the  Bigelow-Hornsby  boilers  installed  in  1914,  were 
selected.  Three  of  these  boilers  are  being  installed 
now  and  provision  has  been  made  for  a  fourth. 

BoiLEK  Walls  Well  Ventilated 

The  boilers  are  hung  from  steel  girders  mounted 
between  the  building  columns.  Where  necessary  these 
were  reinforced  at  the  bottom  with  a  heavy  concrete 
envelope  cast  integral  with  the  floor  mat.  The  boiler 
walls  are  of  steel  plate  lined  first  with  "silocel"  brick 
carried  on  horizontal  structural  steel  H-sections  at- 
tached to  the  sheet  steel  about  2  ft.  apart.  The 
refractory  lining  is  mounted,  a  short  distance  away, 
inside  the  wall,  to  which  it  is  attached  by  special  fire- 
brick shapes  and  iron  clamps  supported  by  the  H-sec- 
tions. Horizontal  courses  of  these  si>ecial  shapes  at 
the  levels  of  the  H-sections  form  air  ducts  which  lead 
from  the  back  of  the  bridge  wall  and  from  the  sides 
of  the  boiler  to  the  front,  where  they  discharge  into 
the  combustion  space. 

Between  the  front  and  rear  sections  of  the  boiler 
a  Foster  superheater  is  mounted.  This  is  connected 
with  the  steam  drum  in  such  a  way  that  the  steam 
enters  at  the  back  of  the  superheater,  giving  rise  to 
the    term    "counter-current"    superheater.      Thus    the 


the  boiler  smaller  hoppers  are  provided  to  catch  dust 
that  gets  through  the  boiler  tubes. 

The  Lopulco  system  of  pulverized  coal  burning  is 
being  installed  in  accordance  with  an  arrangement 
mutually  devised  by  the  engineers  of  the  Combustion 
Engineering  Corporation  and  the  United  Electric 
Railways. 

The  boiler  house,  having  been  built  high  on  account 
of  the  previous  double-deck  boiler  arrangements,  pro- 
vided sufficient  space  for  installing  the  entire  equipment 
inside  the  main  boiler-plant  building.  The  original 
reinforced  concrete  bunker  built  close  under  the  roof 
was  retained  but  was  divided  by  partitions  into  three 
sections  in  which  different  kinds  of  coal  can  be  stored 
if  desired,  thus  allowing  the  making  of  predetermined 
mixtures  at  will  as  the  coal  is  passed  by  gravity  from 
the  bunker  through  chutes  to  the  driers,  of  which  two 
are  now  being  installed.  One  drier  is  over  and  between 
boilers  1  and  2,  the  other  between  boilers  2  and  3,  and 
a  third  will  be  added  when  boiler  4  is  installed.  Through 
the  driers  will  be  drawn  some  of  the  flue  gases  after 
leaving  the  economizers. 

From  each  drier  the  fuel  will  be  fed  to  a  pair  of 
pulverizers,  which  are  Raymond  mills,  from  which  it 
will  be  lifted  by  an  exhaust  fan  to  cyclone  separators 


April  28,  1923 


Electric    Railway    Journal 


727 


high  above.  There  are  four  mills  now  going  in  and 
there  is  sufficient  space  for  two  more  mills  if  required. 
By  a  system  of  cross-connection  pipes  between  sep- 
arators and  pulverized  coal  bins  two  separators  will 
discharge  into  two  bins  and  two  into  three  bins  by 
gravity.  From  each  separator  a  pipe  leads  to  one  or 
the  other  of  the  two  coal  driers  to  permit  removal 
of  excess  air  from  the  separator  systems.  The  air 
ultimately  will  find  its  way  to  the  main  stack  through 
the  fans  which  draw  the  flue  gases  through  the  driers. 
From  the  separators  the  fuel  will  fall  into  bunkers 
of  about  60  tons  capacity  each  from  which  feeders, 
driven  by  Reeves  variable-speed  motor  drives,  will  con- 
vey the  coal  through  pipes  to  the  burners.     There  are 


CrOHB-sectlon  of  Burner  an4l  Mountinjp 

four  double  feeders  to  each  boiler,  each  feeding  two 
burners.  Air  for  the  feeders  will  be  supplied  from 
fans  installed  near  the  main  floor  level  and  drawing 
their  supply  from  a  duct  so  located  as  to  draw  cooling 
air  through  air  spaces  in  the  hopper  bottoms. 

Draft  for  the  furnaces  will  be  furnished  by  a  brick 
stack  312  ft.  high  by  16  ft.  in  diameter,  and  by  10-ft. 
induced-draft  fans,  one  for  each  economizer  and  boiler. 
The  fans,  driven  by  geared  turbines,  are  mounted  in 
the  space  behind  the  boilers  and  above  both  the  econ- 
omizers and  the  main  flue.  Up  to  300  per  cent  of 
loading  the  flue  gases  will  pass  through  the  econ- 
omizers; for  higher  ratings  they  will  be  bypassed. 

Twin  Condensers  Provided  as  Operating  Economy 

The  turbo-generator  unit,  which  is  about  ready  for 
operation,  is  of  General  Electric  make.  The  turbine 
is  designed  for  20,000  kw.,  the  generator  for  18,000 
kw.,  this  arrangement  being  well  adapted  for  handling 
the  short  evening  peaks  characteristic  of  the  railway 
load  of  the  system. 

The  turbine  is  supplied  with  Westinghouse-Leblanc 
twin  condensers,  designed  to  provide  for  operation  at 
high  efficiency  with  different  loads  on  the  turbine  and 
to   give   maximum   flexibility    in   operation.      If   neces- 


sary, one-half  of  the  condenser  can  carry  the  load  in 
off-peak  hours,  and  the  load  during  several  hours  after 
midnight  will  require  but  one-half  for  best  economy. 
Each  half  of  the  condenser  is  individually  driven  by 
a  steam  turbine.  The  two  halves  are  set  at  an  angle, 
the  shafts  converging  so  that  a  motor  set  in  the  angle 
can  be  connected  either  to  one  condenser  or  the  other 
by  turning  it  on  its  foundation.  This  is  an  operation 
requiring  a  comparatively  short  time. 

Other  Improvements  Under  Way 

The  decision  of  the  board  of  directors  of  the  United 
Electric  Railways  to  invest  such  a  substantial  amount 
in  rehabilitating  its  own  power  plant  is  of  interest 
at  this  time  when  a  number  of  railway  properties  have 
adopted  the  opposite  policy  of  purchasing  power  from 
central  stations. 

In  addition  to  the  above-described  work  there  are 
now  under  way,  or  otherwise  planned  for  construction 
in  1923,  power-system  improvements-  involving  new 
substations,  transmission  lines  and  distribution  circuits 
both  overhead  and  underground,  as  well  as  a  track 
circuit  block  signal  system  on  about  8  miles  of  high- 
speed road.  The  task  of  handling  the  large  amount  of 
additional  engineering  and  construction  work  required 
has  been  met  very  largely  by  the  company's  own  engi- 
neering staff  and  construction  forces,  additional  men 
having  been  added  to  its  organization  from  time  to 
time  as  conditions  required.  W.  C.  Slade,  superintend- 
ent of  power  and  lines  of  the  United  Electric  Railways, 
is  in  charge  of  the  power-system  changes,  while  H.  W. 
Sanborn,  chief  engineer  of  the  company,  is  in  charge  of 
all  building  and  structural-steel  work  involved.  A.  S. 
Davis,  assistant  superintendent  of  power  and  lines,  is 
in  immediate  charge  of  the  construction  work  in  prog- 
ress in  the  generating  plant  and  is  being  aided  by  J.  C. 
Millard  of  the  engineering  staff. 

This  article  is  of  a  preliminary  nature  and  aims 
merely  to  give  the  salient  features  of  the  new  parts  of 
the  plant.  When  it  is  complete  a  more  detailed  and  fully 
illustrated  account  will  be  given,  followed  in  due  course 
by  operating  data. 


Massachusetts  Superpower  Act  Should 
Encourage  Railroad  Electrification 

GOV.  CHANNING  COX  of  Massachusetts  has  signed 
a  bill  permitting  electric  companies  to  unite  in 
financing  and  building  generating  stations  and  the  nec- 
essary interconnecting  transmission  lines  and  equip- 
ment. The  Department  of  Public  Utilities  will  maintain 
its  usual  regulatory  interest  in  the  financing  and  devel- 
opment of  installations  under  the  act. 

The  bill  was  brought  before  the  present  session  of  the 
Legislature  in  the  interest  of  several  New  England 
rower  companies.  It  is  proposed  that  the  Montaup 
Electric  Company  be  formed  primarily  to  develop  a 
power  project  on  Mount  Hope  Bay,  Fall  River.  A 
generating  station  will  be  built  to  have  an  ultimate 
capacity  of  200,000-kw.,  with  an  initial  unit  of  30,000- 
kw.  The  first  outlay  will  be  about  $5,500,000,  which 
will  cover  this  unit  and  a  part  of  the  transmission  lines. 
The  design  and  construction  will  be  handled  by  Stone  & 
Webster. 

This  plant  and  its  connections  will,  no  doubt,  play 
a  part  in  the  electrification  of  railroad  lines  in  New 
England  when  conditions  otherwise  are  favoi'able  fcr 
such  a  step. 


728 


Electric    Railway    Journal 


Vol.  61,  No.  17 


Joint  Service  Widens  Interurban 
Freight  Field 

Ohio  and   Michigan  Lines  Have  Entered   Into  Joint 

Overnight  Freight  Service  and  Have  Secured 

Considerable  Freight  Business  Not 

Heretofore  Available 

WHAT  gives  promise  of  bringing  a  large  increase 
in  the  volume  of  freight  business  handled  by  the 
electric  railways  in  the  central  territory  is  a  plan  that 
has  been  developing  during  the  past  year  of  establishing 
joint  service  with  connecting  interurban  lines.  The 
co-operative  movement  began  in  April,  1922,  when  the 
Northern  Ohio  Traction  &  Light  Company  entered  into 
an  agreement  with  the  Cleveland,  Southwestern  & 
Columbus  Railway,  the  Cleveland,  Alliance  &  Mahoning 
Valley  Railroad,  the  Stark  Electric  Company  and  the 
Pennsylvania-Ohio  Electric  Company  for  a  joint  freight 
service  in  northern  Ohio.  The  Detroit  &  Cleveland 
Navigation  Company  and  the  Cleveland  &  Buffalo 
Transit  Company,  both  steamboat  lines,  and  the  Lake 
Shore  Electric  Railway  subsequently  adopted  the  plan. 

Recently  the  Detroit  United  Railway  joined  the 
arrangement,  which  gives  connection  for  the  Ohio  lines 
into  various  Michigan  cities,  including  Detroit,  Jackson, 
Flint,  Pontiac,  Port  Huron  and  other  points.  Similarly, 
more  recently  the  Columbus,  Marion  &  Bucyrus  Railway 
and  the  Columbus,  Delaware  &  Marion  Railway  have 
entered  the  plan,  and  service  to  Buffalo  and  inter- 
mediate points  has  been  arranged  by  way  of  the  Nickel 
Plate  Railroad. 

The  outstanding  features  of  the  new  service  are  the 
convenient  loading  points  and  overnight  delivery.  For 
example,  freight  reaching  the  Cleveland  station  during 
the  day  or  evening  is  delivered  at  its  destination  the 
following  morning.  ,  Through  freight  trains  leave  Cleve- 
land nightly  for  the  more  important  points,  and  a  local 
way  freight  train  handles  the  traffic  to  intermediate 
stations. 

An  attractive  card  describing  the  character  of  the 
service  rendered  has  been  sent  by  first-class  mail  to  all 
shippers  in  the  territory.  The  rates  on  all  classes  of 
freight  are  the  same  as  charged  by  the  steam  railroads, 
and  flat  rates  are  offered  for  carload  lots. 

At  first  the  shippers  did  not  "fall  over  themselves" 
in  the  rush  to  utilize  this  feature  of  electric  railway 
service.  A  few  of  them,  however,  liked  the  "overnight 
delivery"  idea,  and  tried  it  out.  Then  the  word  passed 
quickly  among  the  shippers  that  the  new  freight  service 
was  fast,  that  the  loading  point  was  advantageous,  that 
care  was  exercised  in  loading  and  unloading,  and  that 
the  "overnight  delivery"  was  real. 

At  the  time  the  Northern  Ohio  Traction  &  Light 
Company  entered  the  freight  business  it  had  been  doing 
for  some  time  an  express  business  under  the  title 
"Electric  Package  Agency."  The  officials  of  the  com- 
pany were  a  little  skeptical  about  the  new  venture.  It 
was  feared  that  perhaps  the  business  would  be  all  in 
one  direction.  However,  the  existence  of  the  package 
express  business  made  it  possible  to  try  the  more  ambi- 
tious freight-handling  scheme  without  any  additional 
heavy  investment.  The  company  had  eleven  motor  cars 
and  four  trailers,  and  four  more  trailers  were  imme- 
diately bought  and  put  into  service.  During  the  first 
month  about  17,000  freight  car-miles  were  operated 
with  gross  earnings  of  $8,824. 


Operating  expenses,  however,  were  greater  than  rev- 
enue, and  April  showed  a  loss  of  $1,500,  but  when  it  is 
remembered  that  no  business  was  obtained  by  personal 
solicitation  and  that  the  5,000  tons  carried  in  the  first 
month  was  attracted  simply  by  the  high  quality  of  the 
service  offered,  it  will  be  seen  that  the  experiment  ap- 
peared promising  from  the  very  beginning. 

Experience  amply  justified  this  expectation.  At  the 
end  of  the  first  six  months  the  small  deficit  had  become 
a  monthly  profit  of  $8,000,  and  six  more  trail  cars 
had  been  ordered  to  take  care  of  the  increasing  volume 
of  traffic.  The  comparative  figures  for  April  and  October 
are  interesting.    They  are  given  below: 

Per  Cent 
April         October     lacrease 

Motor  cars _, M  II  -  -  . 

Trailers 8  8  ... 

Motorcar-miles 10.560  19,289  83 

Trailer  car-miles 6.659  10.799  62 

Car-hours 1,084  1.857  72 

Tonnage 5.108  11,926  13J 

Gross  earning $8,824  $29,567  236 

RatiooperatingexpensetogroBsrevenue.percent  117  71  *46 
*  Decrease. 

It  has  not  been  possible  to  increase  the  volume  of 
traffic  very  much  in  the  past  few  months  because  the 
capacity  of  the  equipment  was  almost  reached  last  fall. 
But  recently,  fourteen  new  freight  cars,  including  two 
motor  cars,  and  two  specially  built  trailers  for  handling 
milk  have  been  purchased  for  May  10  delivery.  Also, 
two  of  the  older,  large  passenger  cars  have  been  rebuilt 
for  this  freight  service. 

Nowadays  the  Cleveland  freight  house  of  the  North- 
ern Ohio  Traction  &  Light  Company  is  frequently 
jammed  to  the  doors  and  shipments  have  to  be  piled 
outside  for  want  of  space  inside.  Shippers  seem  very 
desirous  of  having  their  consignments  handled  over  the 
system,  but  the  company  has  reached  the  point  where  it 
can  no  longer  take  on  additional  business.  As  soon  as 
more  trail  cars  have  been  secured  it  will  be  possible  to 
accommodate  the  growing  demand  for  transportation. 

Despite  the  remarkable  increase  in  freight  business, 
none  of  the  express  business  has  been  lost.  The  latter 
amounts  to  about  $20,000  a  month,  and  if  the  freight 
revenue  is  taken  at  approximately  $30,000  monthly,  the 
total  income  from  this  service  is  now  $50,000  a  month 
or  $600,000  a  year. 

The  additional  investment  required  has  not  been 
large.  Four  trailers  purchased  in  the  very  beginning 
cost  about  $21,000.  A  freight  house  was  built  in 
Ravenna  and  some  additional  track  laid ;  another  freight 
house  was  built  in  Barberton  with  some  new  track. 
Massillon  and  Dover  have  had  new  freight  depots,  and 
the  company  spent  $5,000  on  the  Cleveland  terminal. 
Altogether  the  investment  required  during  the  period 
for  which  the  revenue  figures  are  quoted  did  not  exceed 
$50,000. 

Among  the  other  companies  included  in  the  joint 
arrangement  the  success  of  the  plan  has  been  equally 
marked.  The  Pennsylvania-Ohio  Electric  Company,  for 
example,  reports  that  the  tonnage  carried  increased  177 
per  cent  during  the  first  six  months,  while  the  car- 
hours  operated  actually  decreased.  The  particular 
advantage  of  the  joint  arrangement  is  that  each  road 
is  able  to  accept  freight,  particularly  carload  lots,  from 
points  on  its  own  line  for  points  on  other  lines.  This 
part  of  Ohio  is  a  thickly-settled  region  with  a  great 
diversity  of  manufacturers,  and  there  is  a  vast  amount 
of  freight  business  which  does  not  lie  wholly  within  the 
territory  of  any  one  railway.     But  under  the  present 


April  28,  1923 


Electric    Railway    Journal 


729 


arrangement,  whereby  the  several  systems  are  tied  to- 
gether for  the  purpose  of  giving  through  freight 
service,  it  is  possible  to  accept  shipments  for  almost 
any  point  from  Buffalo  on  the  north,  New  Castle,  Pa., 
on  the  east,  Columbus,  on  the  south,  and  Jackson,  on 
the  west. 

Rebuilt  Passenger  Cars  Used  for  Freight 
ON  N.  0.  T.  &  L. 

It  was  found  economical  and  practical  by  the  N.  0.  T. 
&  L.  line  to  rebuild  two  of  the  large  60-type  interurban 
cars  for  freight  service.  These  cars  were  selected 
because  they  were  the  strongest  of  the  large  old  inter- 
urban cars.  The  sides  of  this  type  of  interurban  car 
are  reinforced  with  a  20-in.  x  i-in.  steel  plate  running 
almost  up  to  the  windowsills.  This  reinforcing  is  in 
addition  to  the  heavy  wooden  undersills  and  trusses. 

It  was  found  necessary  to  cut  this  plate  at  the  center 
of  the  car  for  the  side  door.  Large  aisle  posts  were 
put  in  beside  the  doors  and  an  overrunning  truss  was 
added  to  both  sides.  This  resulted  in  a  car  more  capable 
of  carrying  a  load  of  50,000  lb.  evenly  distributed. 
M.C.B.  radial  drawbar  couplers  were  put  on  the  car  and 
anchored  to  heavy  steel  plates.     The  gearing  of  the 


The  Latest  in  Articulated  Cars 

THE  Woodward  Avenue  line,  Detroit,  has  the  dis- 
tinction of  being  one  of  the  heaviest  traffic  routes, 
if  not  the  heaviest,  in  the  country  among  the  two-track 
surface  lines.  This  line  not  only  operates  over  the 
principal  business  street  of  Detroit,  but  at  its  southern 
end  it  serves  the  ferry  to  Windsor,  Ont.,  and  near  the 
northern  end  is  an  extensive  residential  district  and 
also  the  principal  factory  of  the  Ford  Motor  Company. 
Car  service  at  present  is  given  by  two-car  trains,  con- 
sisting of  a  motor  car  and  a  trailer,  operating  at  close 
intervals  all  through  the  day,  but  even  these  are  hardly 
sufficient  to  accommodate  the  passengers  who  wish  to  be 
carried.  In  consequence,  the  management  of  the  Detroit 
municipal  railway  has  been  looking  into  all  methods  of 
increasing  the  carrying  capacity  of  the  line. 

The  accompanying  drawing  shows  a  three-car  articu- 
lated train  recently  suggested  and  being  seriously  con- 
sidered. Its  principal  advantage  is  that  with  only  18  ft. 
additional  track  space  this  train  can  seat  150  passengers, 
or  forty-nine  more  than  a  two-car  train,  which  seats 
forty-six  passengers  in  the  motor  car  and  fifty-five  pas- 
sengers in  the  trailer.     This  seating  capacity  for  the 


Articulated  Three-Car  Train  Proposed  for  Woodward  Avenue,  Detroit 


motors  was  changed  from  22/55  to  17/60  to  provide 
greater  starting  torque  and  pulling  power. 

The  drop  platforms  were  raised,  making  a  straight- 
sill  car.  The  rear  doors  were  boarded  up,  the  belt  rail 
removed  and  the  window  openings  covered  with  siding 
and  sheet  metal  plates,  extending  38  in.  up  around  the 
entire  car.  The  interior  was  sheathed  all  the  way  up  the 
'  sides.  Seats  and  the  hot  water  system  were  removed 
and  a  new  coal  stove  installed  in  place  of  the  water  sys- 
tem. These  cars  will  be  painted  standard  interurban 
red  with  the  usual  monogram,  and  will  resemble  the 
company's  latest  type  baggage  cars. 

The  twelve  freight  trailers  recently  bought,  as  men- 
tioned above,  are  43  ft.  long.  It  was  found  advisable 
to  make  these  trailers  shorter  than  the  standard  50-ft. 
baggage  trailer  in  use  at  present,  as  the  large  baggage 
trailers  develop  considerable  trouble  from  overloading, 
or  uneven  loading.  The  smaller  cars  have  been  made 
stronger  than  the  old  cars.  They  are  of  60,000  lb. 
capacity  and  are  built  to  stand  the  strain  without  sag- 
ging. The  underframe  is  constructed  of  four  8-in. 
channel  irons  and  two  extra  8-in.  wooden  sills.  Four 
truss  rods  in  place  of  the  usual  two  were  used  on  these 
cars.  The  bolster  construction  was  also  made  much 
heavier  than  that  used  under  other  freight  equipment. 

These  cars  are  designed  more  to  carry  freight  and 
express  matter  but  the  ends  have  been  rounded.  They 
will  be  painted  a  standard  interurban  red  on  the  sides 
with  the  usual  monogram,  but  the  ends  will  be  painted 
a  traction  orange  color  the  same  as  used  on  the  city 
cars.  This  will  make  them  visible  for  a  greater  dis- 
tance and  is  done  as  a  safety  measure. 

The  trucks  under  the  cars  were  made  by  the  Pressed 
Steel  Car  Company.  They  are  standard  diamond  freight 
car  trucks. 


articulated  train  is  based  on  longitudinal  seats  in  the 
second  and  third  car  and  cross  seats  in  the  first  car. 
The  length  of  the  train  over  buffers  is  113  ft.,  as  com- 
pared with  95  ft.  for  the  two-car  train.  There  is  also 
a  saving  in  weight,  that  of  the  articulated  train  being 
estimated  as  86,000  lb.,  or  570  lb.  per  seat,  as  compared 
with  73,000  lb.,  or  about  722  lb.  per  seat,  for  the  present 
two-car  train.  Another  advantage  is  in  reducing  the 
number  of  operators.  Two  articulated  trains  require 
only  eight  men,  or  four  each,  whereas  three  two-car 
trains,  having  the  same  number  of  cars,  require  nine 
men. 

As  designed,  the  articulated  train  would  have  passage- 
ways between  the  different  cars,  the  vestibule  consisting 
of  a  vertical  steel  cylinder  with  openings  in  it  to  permit 
the  passage  of  people  from  one  car  to  another.  The 
motor  equipment  would  consist  of  four  motors,  the  end 
trucks  probably  being  the  motor  trucks,  as  this  location 
would  make  it  easier  to  get  the  motors  out.  It  is  not 
believed  that  any  more  stops  would  be  required  with  this 
train  than  with  a  two-car  train,  because  a  designated 
system  of  stops  is  used  on  Woodward  Avenue,  and 
most  of  these  stops  have  to  be  made  now  by  the  two-car 
trains. 

The  designated  stops  average  on  Woodward  Avenue 
about  ten  to  the  mile.  The  train  would  be  run  over 
loops  at  each  end  and  would  be  single-ended.  It  is 
expected  that  a  train  of  this  kind  could  be  purchased 
equipped  for  about  $30,000. 


The  London  Underground  Railways  is  now  in- 
stalling automatic  railway  ticket  machines  in  theaters 
and  department  stores  adjacent  to  the  Underground 
stations. 


730 


Electric    Railway    Journal 


Vol.  61,  No.  17 


Railway  Co-operates  in 
Flood  Control 

New  Bridge  Over  Los  Angeles  River  Is  Completed  by 

Pacific  Electric  Railway  in  Conjunction  with 

County  Board  of  Flood  Control  and 

War  Department 

DURING  the  years  1919  and  1920  the  Los  Angeles 
County .  Board  of  Flood  Control  and  the  War 
Department  of  the  United  States  Government  under- 
took an  extensive  program  of  flood  control  work  on  the 
Los  Angeles  River  in  southern  California.  The  purpose 
of  the  undertaking  was  to  confine  the  storm  waters, 
prevent  erosion  of  adjacent  property  and  reduce  the 
possibility    of    serious    damage    to    surrounding    farm 


SettinK  a  IStefl  (iirder  for  the  Los  t'erritos 
PariHc  Electric  Railway 


HriclKe   of  tlie 


lands,  such  as  had  occurred  in  the  past  when  the  flood 
waters  overflowed  the  regular  channel.  In  the  past 
ten  years  the  stream  has  frequently  changed  its  course 
during  heavy  storms,  particularly  in  the  district  be- 
tween the  bridge  on  the  Pacific  Electric  Railway's  Long 
Beach  main  line  and  the  point  where  the  river  empties 
into  the  Pacific  Ocean.  Numerous  interruptions  to  rail- 
way service  have  resulted  from  this.  The  work  under- 
taken and  completed  by  the  county  and  government 
consisted  of  widening  and  straightening  the  channel, 
constructing  levees  for  a  distance  of  approximately  3* 
miles  and  installing  new  highway  bridges.  The  railway 
company  maintained  a  1,000-ft.  double-track  pile  trestle 
bridge  over  the  old  undefined  channel  at  Los  Cerritos, 
but  as  this  structure  did  not  harmonize  with  the  im- 
provements carried  out  by  the  government,  it  had  to  be 
replaced.  Thus  the  railway  became  a  partner  in  the 
flood-control  enterprise. 

The  fact  that  the  old  bridge  was  7i  ft.  below  the 
grade  of  the  present  levees  and  was  not  located  at  a 
proper  angle  to  the  newly  defined  channel  of  the  stream 
made  it  necessary  for  the  railway  to  build  a  new  struc- 
ture 1,500  ft.  in  length  and  to  raise  the  level  of  the 
approach  tracks.  This  involved  the  construction  of 
1,080  linear  feet  of  double-track  pile  trestle  and  420  ft. 
of  double-track  steel  spans  set  on  concrete  piers.  Under 
the  existing  conditions  it  was  impossible  to  handle  the 
reconstruction  of  the  bridge  while  it  was  in  service. 
Accordingly  a  single-track  "shoo-fly,"  approximately  a 
mile  long  with  350  ft.  of  temporary  pile  trestle  spanning 
the  stream  and  equipped  with  standard  automatic  block 


signals,  was  provided  in  order  to  maintain  service  on 
the  line. 

The  new  Los  Cerritos  bridge  will  cost  about  $275,000 
and  has  seven  spans,  using  altogether  twenty-eight  steel 
bridge  girders,  each  60  ft.  long,  6  ft.  deep  and  weighing 
9i  tons.  The  total  weight  of  all  .steel  in  the  structure 
is  630,000  lb.  The  spans  rest  on  eight  concrete  piers 
skewed  45  deg.  with  the  track.  Each  pier  is  built  upon 
a  foundation  of  thirty-five  piles  driven  to  a  total  depth 
of  38  ft.  below  the  bed  of  the  stream,  while  the  piers 
begin  18  ft.  below.  The  dimensions  of  the  piers  are: 
Base,  11  ft.  3  in.  x  45  ft.;  top,  4  ft.  3  in.  x  28  ft.; 
height,  32  ft.,  and  each  contains  348.7  cu.yd.  of  concrete. 
On  one  side  of  two  of  the  piers  reinforced  concrete 
brackets  were  formed  to  carry  the  trolley  poles. 

Cofferdam  methods  were  required  for  driving  the 
piles  and  for  placing  the  piers.  For  this  particular 
job  and  future  bridge  construction  the  railway  company 
purchased  a  new  oil-burning  steam  locomotive  crane, 
at  a  cost  of  $13,000.  It  has  a  40-ft.  boom,  20-ton  ca- 
pacity, and  is  equipped  for  pile  driving,  digging,  con- 
crete handling,  loading  and  unloading  and  switching 
cars  of  material.  The  crane  is  mounted  on  standard 
gage  railroad  trucks  and  wheels  and,  including  ballast, 
weighs  120,000  lb.  Both  efficiency  and  economy  are 
promoted  by  the  use  of  the  new  crane  as  it  relieves 
motor  work  cars,  previously  used  on  bridge  jobs,  for 
use  elsewhere. 

(      The  Readers'  Forum       J 

Concrete  Ties  Satisfactory  in  Chickasha 

Chickasha  Street  Railway  Company, 

Chickasha,  Okla.,  April  18,  1923. 
To  the  Editors: 

I  have  been  interested  in  the  numerous  articles  which 
have  appeared  in  the  Electric  Railway  Journal  rela- 
tive to  substitutes  for  wood  ties.  In  this  connection  the 
experience  of  our  railway  may  be  of  interest. 

About  seven  years  ago  the  writer  began  experiments 
with  a  concrete  tie,  which,  after  numerous  changes,  was 
developed  into  a  tj-pe  that,  after  four  years  of  service, 
is  perfectly  satisfactory.  The  tie  is  of  reinforced  con- 
crete ^  in.  long,  18  in.  wide  and  8  in.  thick,  placed 
lengthwise  under  the  rail. 

Two  ties  take  the  place  of  two  wood  ties.  Extra  wide 
ties  are  used  at  joints.  The  rails  are  held  to  the  ties 
by  means  of  spikes  imbedded  in  the  concrete.  The 
track  gage  is  preserved  by  means  of  tie  bars  placed  at 
the  joints  and  midway  between,  and  there  has  been  no 
trouble  with  spreading  of  the  track. 

We  have  had  concrete  ties  in  use  in  concrete  streets 
about  two  years.  These  ties  are  laid  under  65-lb.  rail, 
and  the  concrete  paving  is  filled  in  6  in.  deep,  finished 
smooth  on  top,  with  a  filler  every  6  ft.  The  paving  to 
date  shows  no  cracks  or  effects  of  movement  of  the 
track.  Heavy  single-truck  cars  are  used  by  this  com- 
pany, and  these,  in  my  opinion,  are  more  destructive  of 
tracks  than  double-truck  cars. 

On  a  small  road  like  this  one  and  located  as  we  are, 
the  freight  item  on  ties  is  serious.  We  can  buy  the 
material  as  needed,  so  that  the  monthly  outlay  is  not 
large.  We  install  the  ties  within  ten  days  after  they 
have  been  made. 

The  design  of  these  ties  is  covered  by  patent. 

W.  H.  Wadsworth,  Superintendent. 


April  28,  1923 


Electric    Railway    Journal 


731 


c 


American  Association  News 


Public  Opinion  and  the 
Steam  Railroad  Situation* 

By  Britton  I.  BuDD 

President  Chicago  Elevated  Railroads 

WITH  the  return  of  business  and 
industrial  activity,  the  efficient 
handling  of  the  transportation  of  the 
country  becomes  a  question  of  the  grav- 
est import  to  every  citizen.  Railroad 
executives  have  a  tremendous  respon- 
sibility resting  upon  them.  They  de- 
serve and  should  have  the  active  and 
intelligent  support  of  every  business 
man. 

To  an  interested  outsider  this  sup- 
port appears  to  be  lacking.  Instead  of 
receiving  encouragement  in  the  great 
constructive  work  they  are  doing,  the- 
railroads  are  being  constantly  criti- 
cised for  failing  to  do  the  impossible. 
Actual  accomplishments  are  lost  to 
sight,  or  greatly  minimized,  while  fail- 
ures are  magnified  to  such  an  extent 
that  the  public  is  losing  confidence  in 
the  ability  of  the  roads  to  perform  their 
functions.  If  this  state  of  public  mind 
is  permitted  to  go  unchecked  and  to 
become  confirmed,  the  results  will  be 
disastrous  to  the  railroads  and  to  the 
country. 

The  reasoning  business  man  should 
understand  that  prosperity  and  the  ex- 
pansion of  trade  and  commerce  are 
definitely  limited  to  the  extent  that  the 
railroads  are  able  to  supply  the  means 
of  transportation.  In  many  instances, 
however,  we  find  his  mind  diverted  from 
the  real  problem  by  glittering  gen- 
eralities of  waterways,  motor  trans- 
portation and  other  subjects  which  are 
merely  incidental. 

With  the  unthinking  mass,  lack  of 
confidence  in  the  railroads  takes  a  dif- 
ferent form,  which  leads  directly  to 
government  ownership  and  operation. 
Although  the  experience  of  the  country 
with  government  operation  of  railroads 
should  be  sufficient  to  determine  future 
policies  for  a  generation  at  least,  it 
does  not  appear  to  have  had  that  effect, 
for  the  clamor  for  public  ownership 
and  operation,  although  somewhat 
diminished,  has  by  no  means  been 
stilled.  Another  serious  phase  of  the 
present  dissatisfaction  with  the  rail- 
roads is  the  effect  it  has  on  the  credit 
of  the  various  companies. 

How  is  confidence  in  the  railroads  to 
be  restored?  That  is  the  most  im- 
portant problem  which  confronts  them. 
There  can  be  no  doubt  of  the  ability 
of  the  roads  to  give  the  country  ade- 
quate transportation  if  they  have  the 
confidence    of    the    people.      It    seems 


•.Abstract  of  addres.s  presented  at  a  meet- 
ing: of  the  executive  committee  of  the  Amer- 
ican Electric  Railway  Association  held  in 
New  York  .Vpril  6,  1922.  Mr.  Rudd  was 
talking  about  the  psycholog.v  of  winning 
public  approval  and  cited  the  steam  railroad 
situation  as  an  example. 


equally  certain  that  the  confidence  of 
the  public  cannot  be  secured  by  making 
apologies  and  explanations. 

The  policy  which  the  railroads  gen- 
erally have  pursued  should,  in  my 
opinion,  be  completely  reversed.  Their 
publicity  departments  should  stop  mak- 
ing apologies  and  explanations,  and 
tell  the  public  some  of  the  things  the 
railroads  have  done  and  are  doing. 
A  notable  few  are  pursuing  that  course, 
but  the  policy  should  be  general.  It 
should  be  systematic,  extensive  and  in- 
tensive. 

There  is  every  reason  why  the  rail- 
roads should  drop  the  negative  and 
assume  a  positive  position  in  their 
publicity  and  advertising.  They  have 
a  wonderful  story  to  tell.  The  record 
of  accomplishments  stands  out  so 
prominently  that  it  commands  at  once 
the  attention  and  admiration  of  every 
thinking  citizen.  It  should  be  made 
known  to  every  one  who  speaks  and 
reads  the  language  of  our  country. 

When  the  railroads  were  turned  back 
to  their  owners  by  the  government  the 
extravagance  and  inefficiency  which 
had  marked  government  operation  be- 
came fairly  well  known.  It  was  not, 
however,  exploited  as  fully  and  as  ex- 
tensively as  it  might  have  been.  The 
story  of  how  the  roads  reduced  the 
number  of  employees  by  hundreds  of 
thousands,  while  at  the  same  time  they 
increased  the  tonnage  carried,  was  of 
absorbing  interest,  and  advantage 
might  have  been  taken  of  the  situation 
to  squelch  effectively  the  menace  of 
government  ownership  and  operation. 

They  met  the  extraordinary  demand 
made  upon  them  following  the  resump- 
tion of  coal  mining  in  a  manner  that 
should  have  earned  them  the  lasting 
gratitude  of  the  country  which  they 
saved  from  the  serious  consequences  of 
a  coal  famine.  But,  while  they  earned 
the  gratitude  of  the  people,  they  did 
not  receive  it.  Instead  they  were  criti- 
cised for  not  doing  more,  and  they 
contented  themselves  with  explanations 
of  car  shortage  rather  than  in  telling 
the  public  what  they  actually  accom- 
plished. 

Success  Begets  Confidence 

There  is  nothing,  in  my  judgment, 
which  makes  as  favorable  an  impres- 
sion on  the  public  mind  as  a  definite 
record  of  achievement  and  of  steady 
progress.  Success  begets  confidence. 
The  public  takes  little  interest  in  the 
financial  troubles  of  a  railroad,  or  of 
an  individual.  Excuses  and  explana- 
tions cause  only  irritation.  An  appear- 
ance of  prosperity  does  much  in  the 
wav  of  establishing  credit. 

To  an  outsider  the  publicity  policy 
of  the  railroads  would  appear  to  be  a 
p'ea  for  public  sympathy.  That  is 
wrong  psychology,  in  my  opinion.  It 
may  relieve  the  feelings  of  a  man  suf- 


fering with  rheumatism  to  tell  a  friend 
how  miserable  he  is,  but  it  does  not 
interest  the  man  who  has  to  listen.  He 
would  rather  hear  about  something 
else. 

So  it  is  in  the  case  of  the  railroads 
and  the  public.  That  the  roads  are 
not  earning  fair  returns  on  the  invested 
capital  is  a  matter  that  is  quite  seri- 
ous to  railroad  investors,  but  is  only 
of  minor  interest  to  the  public. 

Engineering- Accounting 

A  FRUITFUL  meeting  of  the  joint 
Engineering  and  Accountants'  Asso- 
ciations committee  on  engineering- 
accounting  was  held  in  New  York  on 
April  24.  The  day  was  spent  by  the 
committee  in  working  out  the  details 
of  such  subdivisions  of  the  items  in  the 
standard  classification  of  accounts  as 
would  give  the  engineering  department 
what  it  needs  in  the  way  of  data  to 
enable  it  to  keep  track  of  detail  costs. 
The  feeling  of  the  committee  was  that, 
by  co-operation  between  the  accounting 
and  engineering  departments,  such  data 
can  be  secured  as  will  permit  the  max- 
imum of  economy  in  the  carrying  out  of 
engineering  work.  At  the  same  time  it 
was  realized  that  the  accounting  de- 
partment should  be  burdened  only  with 
such  an  amount  of  routine  work  as  will 
actually  prove  useful. 

The  New  York  meeting  was  attended 
by  Chairman  L.  R.  Brown,  Rochester, 
N.  Y.;  E.  D.  Dreyfus,  Pittsburgh,  Pa., 
and  C.  R.  Harte  (sponsor),  all  of  the 
Engineering  Association;  and  Chair- 
man G.  F.  Dinneen,  Holyoke,  Mass., 
and  J.  E.  Heberle,  Washington,  D.  C, 
of  the  Accountants'  Association. 


News  of  Other 
Associations 


) 


Spring  Meeting  of  A.S.M.E. 

AT  THE  meeting  of  the  American  So- 
-  ciety  of  Mechanical  Engineers,  to 
be  held  in  Montreal,  Canada,  May  28  to 
31,  three  simultaneous  technical  ses- 
sions will  be  held  each  morning,  and  the 
afternoons  will  be  devoted  to  visits  to 
interesting  industrial  plants  in  the  city. 


Iowa  Association  to  Meet 

THE  annual  convention  of  the  Iowa 
Electric  Railway  Association  will  be 
held  at  the  Hotel  Hanford,  Mason  City. 
Iowa,  on  June  20,  21  and  22.  This  will 
be  held  in  conjunction  with  the  annual 
convention  of  the  Iowa  section,  National 
Electric  Light  Association. 


Southwestern  Association 

THE  program  is  being  arranged  for 
the  annual  convention  of  the  South- 
western Public  Service  Association, 
which  will  be  held  in  Fort  Worth  May 
15  to  17.  Announcements  of  the  details 
will  be  made  in  an  early  issue  of  this 
paper. 


732 


Electric    Railway    Journal 


Vol.  61,  No.  17 


^        Maintenance  of  Equipment 


) 


Spray  Painting  of  Electric  Railway  Cars 

Results  Obtained  from  the  Use  of  Spray  Painting  on  Numerous  Electric 

Railways  Show  That  It  Saves  Time,  Is  Economical  in  Material 

and  Is  Not  Injurious  to  Workmen 

By  Leon  L.  Wolf 

Railway  Sales  Manager  R.   F.  Johnston   Paint  Company, 
Cincinnati,  Ohio 


DURING  the  war  and  following 
the  war  labor  was  very  scarce 
and  prices  high,  both  for  labor  and 
materials.  This  created  a  pressing 
demand  for  a  system  whereby  the 
electric  railway  companies  of  the 
country  could  paint  and  protect  their 
rolling  stock  at  the  lowest  possible 
outlay  of  money.  Many  companies 
during  the  war  had  allowed  their 
equipment  to  go  without  paint  and 
this  had  caused  a  rapid  deteriora- 
tion. It  was  the  consensus  of  opinion 
that  one  of  the  most  important 
problems  confronting  them  was  the 
protection  of  their  equipment  from 
deterioration,  as  most  properties 
were  operating  at  a  loss  and  did  not 
have  the  money  to  spend  to  protect 
their  equipment  due  to  the  expensive 
methods  that  were  necessary  to  ac- 
complish the  results.  Not  only  were 
the  expenses  taken  into  consideration, 
but  the  length  of  time  a  car  was 
laid  up  in  the  paint  shop  under  the 
old  methods  was  excessive  and  the 
railway  companies  needed  every  piece 
of  equipment  they  had. 

About  this  time  the  R.  F.  Johnston 
Paint  Company  of  Cincinnati,  Ohio, 
began  carrying  on  an  extensive  and 
intensive  campaign  of  tests  of  spray 
machines  and  materials  for  the  paint- 
ing of  cars.  Up  to  that  time  spray- 
ing had  been  used  to  a  certain  extent 
for  spraying  furniture,  automobiles 
and  freight  cars.  With  the  co-oper- 
ation of  the  manufacturers  of  spray 
machines  and  with  the  improving  of 
many  materials  that  were  available, 
great  speed  and  economy  were  at- 
tained without  sacrificing  durability. 
And  with  this  successfully  accom- 
plished, we  produced  a  line  of  paints 
whereby  street  cars  could  be  properly, 
quickly  and  economically  painted  and 
protected  from  the  elements  by  the 
use  of  the  spray  gun  without  keep- 
ing cars  in  the  paint  shop  longer 
than  two  and  one-half  to  three  days, 
whereas  under  the  old  systems  it  re- 
quired from  eight  days  to  four  weeks 


from  the  time  the  car  came  into  the 
paint  shop  until  it  went  into  service 
again.  Proceeding  along  the  line 
that  the  spray  could  be  successfully 
used,  it  was  first  tried  out  on  new 
car  work,  and  the  writer  was  in- 
vited by  a  car  manufacturer  to  spray 
fifty  new  cars  which  were  under  con- 
struction. This  test  showed  that 
great  speed  could  be  obtained  and 
a  very  smooth  job,  free  from  brush 
marks  and  with  an  even  film,  could 
be  produced,  and  during  this  test 
one  man  was  able  to  spray  a  coat  of 
enamel  on  a  one-man  safety  car  in 
twenty-eight  minutes.  This  test 
proved  economical  in  both  time  and 
labor. 

The  next  test  was  to  ascertain  the 
amount  of  material  consumed  per 
car.  To  ascertain  this,  two  cars  48  ft. 
over  all  were  painted,  one  by  hand 
and  one  by  spray.  It  required  17 
per  cent  less  material  to  paint  the 
car  with  a  spray  than  it  did  by  hand. 
This  clearly  demonstrated  that  a 
real  saving  could  be  made  by  the 
adoption  of  the  spray  system,  and 
an  actual  saving  in  labor  and  mate- 
rial in  the  painting  of  street  cars 
between  brush  work  and  spray  work 
amounted  to  approximately  47  per 
cent. 

In  one  of  the  largest  electric  car 
manufacturing  plants  in  the  country 
this  system  was  installed  three  years 
ago  and  every  car  turned  out  of  that 
plant  since  has  been  sprayed.  The 
writer  has  been  informed  by  the  gen- 
eral manager  of  this  plant  that  there 
never  has  been  a  complaint  and  they 
have  never  had  to  repaint  a  car 
turned  out  with  this  system,  whereas 
by  the  old  methods  they  had  been 
called  upon  to  repaint  cars  in  many 
instances  or  make  allowances  for  re- 
painting of  cars  that  had  required 
it  within  a  year. 

The  spray  system  was  tried  by 
the  Milwaukee  Electric  Railway  & 
Light  Company  and  it  proved  so  suc- 
cessful that  it  was  adopted   as  its 


standard  in  November,  1920.  Since 
that  time  the  company  has  been  able 
to  double  its  production  at  a  greatly 
reduced  cost.  Another  large  prop- 
erty to  adopt  the  spray  system  was 
the  Eastern  Massachusetts  Street 
Railway,  where  it  has  been  used  with 
great  success. 

The  Bloom  ington  &  Normal  Rail- 
way has  cut  its  expense  by  use  of 
spray  painting.  The  Oklahoma  Rail- 
ways in  1921  under  the  old  system 
turned  out  twenty-four  cars  in  its 
paint  shop,  or  two  cars  per  month. 
In  1922  with  spray  painting  it 
painted  124  cars,  or  ten  and  one- 
third  cars  per  month.  This  was  five 
times  as  many  cars  as  it  had  painted 
the  year  previous  at  practically  the 
same  labor  cost.  The  Georgia  Rail- 
way &  Power  Company,  Atlanta,  Ga., 
finished  five  and  one-half  cars  in  as 
many  days  at  an  average  labor  cost 
of  $38.16  per  car.  I  had  the  pleas- 
ure of  inspecting  these  cars  after 
they  had  seen  a  year  of  service  and 
found  all  to  be  in  good  condition, 
notwithstanding  the  fact  that  many 
had  been  stored  out  in  the  open. 

Many  electric  railways  have  since 
adopted  the  spray  painting  system, 
among  which  are:  The  Tri-City 
Railway,  Davenport,  Iowa;  Birming- 
ham Railway,  Light  &  Power  Com- 
pany, Birmingham,  Ala.;  Memphis 
Street  Railway,  Memphis,  Tenn.; 
Indianapolis  Street  Railway,  Indian- 
apolis, Ind.,  and  Interstate  Public 
Service  Company,  Indianapolis,  Ind. 
The  old  methods  of  street  car 
painting  were  good  in  their  time,  but 
improvements  were  necessary  to  keep 
pace  with  other  electric  car  develop- 
ments. It  is  possible  now  to  paint 
a  car  in  one-half  to  one-third  the 
time,  to  keep  the  equipment  looking 
as  good  for  as  long  a  period  of  time 
as  ever  before  and  at  the  same  time 
to  reduce  both  the  cost  of  labor  and 
material. 

Some  labor  organizations  contend 
that  the  spraying  of  paint  is  in- 
jurious to  the  workman.  However, 
my  investigations  along  this  line 
have  proved  conclusively  to  my  satis- 
faction that  no  one  is  in  any  wise 
harmed.  Furthermore,  there  are  just 
as  many  men  employed  in  all  the 
shops  where  the  spray  system  has 
been  put  into  use  as  formerly,  but 
the  production  has  been   in  all  in- 


April  28,  1923 


Electric    Kailway    Journal 


733 


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Section    of   Kecorder    Tape 


stances  materially  increased,  and  in 
some  cases  quadrupled. 

In  conclusion,  it  is  obvious  that 
the  spray  method  of  painting  is  the 
logical  system  to  employ  because  it 
is  enabling  the  various  properties  to 
keep  their  equipment  economically 
and  well  protected  from  deteriora- 
tion, with  suitable  paint  and  varnish 
coatings. 

The  scientific  sections  of  the  re- 
search departments  of  the  Paint 
Manufacturers'  Association  of  the 
United  States  and  of  the  National 
Varnish  Manufacturers  of  the  United 
States  concur  in  my  statements  to 
the  effect  that  there  is  nothing  in- 
jurious in  paints  and  varnishes  when 
used  with  spray  any  more  than  there 
would  be  if  applied  by  brush,  and 
at  recent  meetings  of  the  various 
associations  the  use  of  the  spray 
gun  has  been  recommended  highly. 
Many  coatings  which  have  been  used 
in  the  paint  shops  of  the  street  rail- 
way industry  for  years  have  con- 
tained more  or  less  white  lead. 


that    each    car    passes    the    location 
where  the  recorder  is  installed. 

A  general  idea  of  the  mechanism 
may  be  obtained  by  referring  to  the 
accompanying  illustration  which 
shows  the  clock  open.  The  roll  of 
tape  is  installed  on  the  upper  right- 
hand  reel  and  passes  from  this  down 
to  the  plate  and  across  this  under- 
neath the  time  stamp,  where  it 
passes  over  a  roller  and  thence  down 
to  another  reel  which  receives  the 
tape.  This  latter  reel  has  a  ratchet 
attachment,  and  each  operation  of 
the  stamp  ratchets  the  reel  around 
so  as  to  move  the  tape  to  a  new  loca- 
tion for  the  next  time  stamp.    As  the 


Direct-Reading  Headway 
Recorder 

THE  accompanying  illustrations 
show  a  Cincinnati  Time  Re- 
corder Company's  clock,  which  has 
been  converted  into  a  direct  reading 
headway  recorder  by  the  addition  of 
some  mechanism  in  the  shop  of  the 
Lehigh  Valley  Traction  Company, 
Allentown,  Pa.  Most  railway  men 
are  familiar  with  the  operation  of 
this  time  clock  in  stamping  time 
cards,  which  are  placed  in  position 
through  a  slot  in  the  front  while  the 
handle  is  pulled  down  to  record  the 
time. 

In  order  to  use  this  clock  as  a 
headway  recorder,  the  Lehigh  Valley 
Transit  Company  added  the  mech- 
anism necessary  for  installing  a  tape 
which  would  be  fed  automatically 
underneath  the  time  stamp  by  a 
ratchet  mechanism.  An  electric 
solenoid  was  installed  for  the  oper- 
ation of  the  time  stamp,  and  by  hav- 
ing a  contact  on  the  trolley  wire  the 
circuit  is  closed  by  each  passing  of 
the  car  and  the  clock  mechanism  is 
thus  operated.  The  stamping  of  the 
tape  thus  gives  a  record  of  the  time 


Headway    Recorder    Clock    In    Box    on    Pole 

with    Operating    Contactor    on 

Trolley  Wire 


Headway   Recorder   Clock   Open  to   Show 
OperattnK   Mechanism 


tape  winds  up  on  the  receiving  reel 
this  increases  in  diameter,  and  of 
course  the  distance  between  the  time 
marks  will  increase  accordingly.  The 
ratcheting  mechanism  is  arranged  so 
as  to  give  a  distinct  marking  with 
the  smallest  diameter  of  tape.  The 
operating  solenoid  is  installed  under- 
neath the  clock  at  the  lower  right- 
hand  side  and  operates  the  mech- 
anism through  connecting  links. 

Where  it  is  desired  to  record  the 
headway  of  single-track  lines  or  in 
but  one  direction  of  double-track 
lines,  the  mechanism  just  described 
is  all  that  is  necessary,  but  where 
a  record  is  desired  of  the  headway 
in  both  directions  on  a  double-track 
line,  an  additional  index  with  oper- 
ating mechanism  is  necessary.  "This 
operation  is  accomplished  by  having 
a  small  index  plate  with  an  arrow 
which  slides  back  and  forth  under- 
neath the  time  stamp.  With  the 
arrow  directly  underneath  the  stamp 
its  operation  will  cause  an  indication 
to  be  stamped  on  the  tape,  and  by 
placing  this  a  short  distance  to  the 
left,  no  indication  is  given.  For 
operating  this  sliding  index,  two 
solenoids  are  used,  and  of  course  with 
the  double-track  operation  two  con- 
tacts are  necessary  on  the  trolley 
wires.  The  operating  circuit  is  then 
from  the  contact  through  the  solenoid 
operating  the  index  and  then  to  the 
large  solenoid  which  operates  the 
time  stamp.  The  arrow  index  is 
then  pulled  into  position  for  stamp- 
ing whenever  a  car  passes  on  one 
track,  and  is  pulled  out  of  the  way 
so  that  no  arrow  appears  on  the  rec- 
ord for  cars  passing  in  the  opposite 
direction  on  the  other  track.  The 
movement  of  the  index  is  accom- 
plished through  a  bell  crank  lever, 
one  end  of  which  is  attached  to  the 
rod  connecting  to  the  solenoid. 

In  Allentown  rolls  of  tape  are  used 
made  from  the  usual  type  of  adding 
machine  tape  by  cutting  it  in  two 
to  give  a  width  of  i  in.  An  accom- 
panying illustration  shows  a  section 
of  tape  as  stamped  by  the  recorder. 
This  mechanism  provides  a  direct 
reading  record  and,  of  course,  is  en- 
tirely automatic.  As  the  time  clock 
requires  winding  but  once  in  eight 
days,  very  little  attention  is  neces- 


734 


Electric    Railway    Journal 


Vol.  61,  No.  17 


sary  other  than  to  make  certain  that 
sufficient  paper  is  provided  for  the 
record. 

In  Allentown  the  clock  is  installed 
in  a  box  which  is  mounted  on  one 
of  the  poles  at  the  side  of  the  street. 
A  cut-out  switch  and  fuse  is  installed 
in  the  circuit  for  protection  to  the 
operating  mechanism,  and  in  the 
summer  months  a  lightning  arrester 
is  also  added.  The  front  of  the  box 
is  closed  and  locked  so  that  the  mech- 
anism cannot  be  tampered  with. 


Special  Machine  for  Boring 
Bearing  Caps 


Special    Machine    Ueed    for    Boring    BearinK 
CapH   at   FrOTidence 

WHERE  the  number  of  jobs  of 
a  similar  character  in  a  rail- 
way maintenance  shop  is  sufficiently 
large,  it  sometimes  pays  to  arrange 
special  machinery  for  performing 
specific  operations.  This  applies,  on 
the  property  of  the  United  Electric 
Railways,  Providence,  R.  I.,  among 
other  things,  to  the  boring  of  bear- 
ing caps. 

For  this  purpose  a  boring  mill,  of 
the  form  shown  in  the  accompanying 
halftone,  is  used.  The  bed  of  this  is 
constructed  of  light  I-beams,  diago- 
nally braced  and  mounted  with  a 
cast-iron  top  carrying  the  headstock 
and  tailstock.  A  pair  of  special  car- 
riages of  the  form  shown  permits 
quick  clamping  and  adjustment  of 
the  cap  over  the  boring  bar.  This 
machine  was  originally  built  and 
used  for  reboring  armature  bearing 
seats  in  motor  frames  before  the 
purchase  of  a  standard  horizontal 
boring  machine  more  suitable  for  the 
work. 


r  New  Equipment  Available  j 


Attachment  for  Control 
Switches 

AN  ATTACHMENT  that  can  be 
.  added  to  any  type  CS  circuit- 
breaker  control  switch  to  make  auto- 
matic the  circuit  breaker  controlled 
from  it  has  been  placed  on  the 
market  by  the  Westinghouse  Electric 
&  Manufacturing  Company.  With 
this  attachment  added,  the  breaker 
cannot  be  held  in  the  closed  position 
on  overload  or  short  circuit  when 
arranged  to  trip  from  the  current 
transformer  only  or  from  a  current 
transformer  actuating  circuit  closing 
relays. 

To  apply  the  attachment  to  existing 
installations  of  type  CS  control 
switches  it  is  only  necessary  to 
shorten  the  switch  shaft  and  drill  a 
hole  for  the  engaging  pin.  The  at- 
tachment consists  of  a  coil,  a  mag- 
netic circuit,  a  moving  core,  and  a 
trigger  normally  engaging  the  switch 
shaft,  so  arranged  that  when  the 
coil  is  energized,  either  from  a  direct 
current  source  through  relays  or 
from  excessive  current  when  con- 
nected to  current  transformers,  the 
core  is  moved  in  the  direction  neces- 
sary to  release  the  trigger.  This  al- 
lows the  switch  shaft  to  return  to 
the  neutral  position. 

When  a  circuit  breaker  is  closed 
on  an  overload  or  a  short-circuit,  the 
trip-free  attachment  immediately 
operates  and  allows  the  control 
switch  to   return  to  the   neutral  or 


off  position  simultaneously  with  the 
tripping  of  the  breaker.  Before  the 
circuit  breaker  can  be  again  closed, 
it  is  necessary  to  turn  the  switch 
handle  to  the  off  position  to  engage 
the   switch   shaft. 


Improved  Trolley  Splicer 

A  GOOD  trolley  splicer  should  join 
the  wires  positively  and  present 
a  smooth  surface  thereafter  for 
wheel,  shoe  or  pantograph.  The  im- 
proved Clark  splicer,  put  on  the 
market  by  the  Drew  Electric  & 
Manufacturing  Company,  Cleveland, 
Ohio,  is  said  to  meet  these  require- 
ments. The  photographs  show  the 
construction.  It  is  of  cast  metal, 
the  lips  having  reinforcing  lugs  cast 
inside  at  the  inner  end.  Whether 
the  wire  going  through  the  splicer  is 
full  thickness  or  worn,  these  lugs 
rest  on  the  wire  when  the  lips  are 
peened  over.  The  lips  extend  length- 
wise beyond  these  lugs  toward  the 
center  of  the  splice  and  rest  firmly 
on  a  shelf  built  into  the  splice  body. 
These  two  features  make  a  solid, 
smooth  under-run  when  the  splice  is 
first  put  up  and  prevent  the  later 
formation  of  the  notch  or  rough 
spot  so  common  to  many  splicers. 
The  splicer  is  made  in  two  forms, 
one  of  which,  shown  in  the  illustra- ' 
tion,  is  for  repairing  breaks  in  the 
line,  while  the  other  is  in  the  form 
of  a  suspension  ear.  Both  designs 
are  made  for  sizes  of  wire  from  No. 
0  to  No.  0000  inclusive. 


I  iMler   View,  Siioniiig  Lugs  for   IIoldinK   Wire   in   Place 


Appearance  of 

Splicer 

After 

Application 

^^^^^^^^^^^^    ' 

^^^^^3|^BH^^^^H^^^^^^ 

^^^^^^^^^^^^^■■^^^^^■^^ 

Xew  Type   of  Trolley   .Splicer 


April  28,  1923 


Electric    Railway    Journal 


735 


[  The  News  of  the  Industry  J 


Arbitration  in  Cleveland 

•  Men  Demand  Fifteen  Cents  an  Hour 

Increase,  Which  Will  Cost  Car 

Riders  $1,140,000 

Interesting  facts  and  statistics  re- 
garding the  income  and  expenditures 
of  motormen  and  conductors  were 
brought  out  in  the  arbitration  pro- 
ceedings on  the  demand  of  Cleveland 
(Ohio)  Railway  trainmen  for  a  15 
cents  an  hour  wage  increase.  The  arbi- 
tration proceedings  have  just  been  con- 
cluded and  the  arbitrators  are  to 
announce  their  decision  in  time  for 
whatever  increase  is  permitted  to  take 
effect  May  1. 

Although  the  men  had  demanded  an 
increase  from  50  cents  an  hour  for  the 
first  three  months  service,  53  cents  an 
hour  for  the  next  nine  months  service 
and  55  cents  an  hour  thereafter,  to 
65,  68  and  70  centa  an  hour,  respec- 
tively, when  the  arbitration  proceedings 
began  they  asked  that  they  be  per- 
mitted to  introduce  evidence  showing 
the  necessity  for  an  even  greater  boost. 
They  were  overruled  in  this  contention, 
however,  and  the  arbitrators  held  that 
the  question  that  would  be  decided  was: 
as  follows: 

Shall  the  wages  of  trainmen  be  in- 
creased from  the  present  rate  to  a  sum 
not  exceeding  65,  68  and  70  cents  per 
hour,  and  if  so,  to  what  sum? 

W.  M.  Rea,  secretary  of  the  carmen's 
union,  testified  that  the  minimum 
amount  of  money  required  to  take  care 
of  a  family  of  five  in  Cleveland,  with- 
out allowing  anything  for  savings,  was 
$2,143.  In  a  detailed  budget  he  item- 
ized this  expenditure  as  follows: 

Food,  $686.42;  rent,  $540;  clothing, 
$312.85;  shoes,  $67.50;  fuel,  $144.00; 
renewal  of  furniture  and  maintenance 
of  household  effects,  $85;  sundries,  $57; 
union  dues,  $18;  insurance,  $71;  ice, 
$12;  barber,  $9;  street  car  fare  for 
family,  $13;  amusements,  $26;  doctor 
and  dentist,  $50;  tobacco,  $36.50;  sum- 
mer recreation,  $15. 

In  the  sundries  item  he  allowed  $25 
lor  Christmas,  $26  for  church,  Sunday 
school  and  charity,  and  $6  for  liter- 
ature. His  budget  was  based  upon  the 
needs  of  a  man  and  his  wife,  with  a 
boy  eleven  years  old,  a  girl  five  and  a 
baby  two  years  old. 

In  rebutting  this  budget,  the  company 
contended  that  a  family  of  four  could 
get  along  on  $1,480  a  year,  divided  as 
follows:  Groceries,  $391.73;  meats, 
$96.12;  clothing,  $191.28;  rent,  $510; 
heat  and  light,  $113.52;  miscellaneous, 
$177.84. 

The  company  offered  figures  to  show 
that  wages  of  trainmen  had  increased 
83.33  per  cent  since  1914,  while  living 
costs,  according  to  their  figures,  had 
gone  up  only  69.12  per  cent. 

The   company   said   that  one-quarter 


of  each  5-cent  fare  is  now  going  for  the 
wages  of  motormen  and  conductors,  and 
quoted  figures  to  show  that  in  1919 
wages  paid  trainmen  amounted  to  $4,- 
266,000  and  in  1920,  when  the  men's 
wages  were  at  a  maximum  of  70  cents 
an  hour,  the  total  amounted  to  $6,002,- 
000,  while  under  a  20  per  cent  wage 
reduction  in  1921  the  total  the  com- 
pany expended  for  wages  was  reduced 
to  $4,979,000  and  with  a  further  reduc- 
tion of  84  per  cent  in  1922  the  cost  of 
wages  for  trainmen  was  $4,338,575. 

The  company  said  that  for  each  penny 
an  hour  advance  to  the  men  the  extra 
cost  to  the  company  is  $78,450  a  year, 
and  if  the  men  got  the  15  cents  an 
hour  rate  they  demanded,  the  total  cost 
each  year  to  the  car  riders  of  Cleveland 
would  be  $1,140  000. 

Paul  E.  Wilson,  secretary  of  the  com- 
pany, testified  that  a  survey  of  the 
2,827  trainmen  employed  by  the  com- 
pany showed  that  77  per  cent  of  them 
were  married,  that  approximately  50 
per  cent  of  the  married  trainmen  owned 
their  own  homes  or  were  paying  for 
their  own  homes,  and  that  16  per  cent 
of  them  owned  automobiles.     He  said 


that  the  average  rent  paid  by  the  train- 
men was  $33.36  a  month,  as  opposed 
to  the  $42.50  a  month  rental  claimed 
by  the  men. 

The  men  introduced  testimony  to 
show  that  painters  in  Cleveland  are  get- 
ting $1.12  an  hour,  pattern-makers 
from  90  cents  to  $1.10  an  hour,  pavers 
$1  to  $1.25  an  hour,  and  other  skilled 
tradesmen  equally  high  wages.  They 
contended  that  on  the  basis  of  a  nine- 
hour  day,  the  men  would  have  to  receive 
78  cents  an  hour  to  earn  $2  143  a 
year,  the  minimum  budget,  according 
to  their  contention,  for  a  family  of  five. 

The  feeling  is  held  in  C.eveland  that 
the  board  of  arbitrators,  consisting  of 
Fielder  Sanders,  former  Street  Rail- 
way Commissioner,  chairman;  Thomas 
P.  Schmidt,  named  by  the  company, 
and  Judge  Frederick  P.  Walther,  named 
by  the  men,  will  grant  the  men  an 
increase  of  between  5  and  10  cents  an 
hour. 

John  J.  Stanley,  president  of  the  com- 
pany, says  that  other  employees  of  the 
company  will  receive  an  increase  in  pay 
if  the  board  of  arbitration  decides  to 
boost  the  trainmen's  wages. 


Railway  and  Bus  Companies  Apply 
for  Rights 

Moves  Made  Recently  in  Los  Angeles  Would  Provide  for  Constructing 

First  Unit  of  a  $20,000,000  Subway  System,  with  $6,000,000  to  Be 

Spent  at  Once  for  Bus  and  Railway  Extensions 

The  People's  Motor  Bus  Company 
originally  asked  for  franchises  over 
nineteen     routes,     paralleling     railway 


FORMAL  applications  have  been 
made  by  the  railways  at  Los 
Angeles,  Calif.,  to  the  local  Public  Util- 
ity Commissioners  for  approval  of  a 
program  of  extensions,  including  the 
establishing  of  three  jointly  operated 
crosstown  motor  bus  lines  on  Western 
Avenue,  Vine  Street  and  on  Vermont 
Avenue.  They  embody  plans  that  call 
for  the  immediate  expenditure  of 
$6,000,000  to  improve  transportation 
conditions  to  meet  the  tremendous 
growth  of  the  city.  This,  however,  is 
just  one  phase  of  the  matter. 

On  April  18  William  G.  McAdoo, 
counsel  for  the  People's  Motor  Bus 
Company,  applied  to  the  board  for  one- 
year  permits  to  operate  motor  buses  in 
the  city  over  twenty-nine  routes.  He 
stated  in  his  applications  that  if  per- 
mits are  granted  his  company  will  place 
its  buses  in  operation  within  thirty 
days  after  the  permits  are  passed.  If 
the  board  is  unwilling  to  grant  one-year 
permits,  his  company  will  accept  per- 
mits for  the  rest  of  the  calendar  year 
1923.  This  request  for  the  permits  is 
regarded  as  an  attempt  of  the  McAdoo- 
Hellman  interests  to  establish  lines  at 
once,  without  waiting  for  the  "straw 
vote"  at  the  May  1  primary  election  on 
the  plan  to  give  his  company  twenty- 
one-year  franchises. 


lines,  and  serving  Hollywood  and  other 
sections  of  Los  Angeles,  and  coming 
to  the  edge  of  the  prohibited  congested 
district  of  Pershing  Square.  In  the 
latest  applications  for  one-year  permits 
ten  additional  routes  are  set  forth. 
Fares  are  not  mentioned,  but  it  is  pre- 
sumed that  they  will  be  10  cents.  The 
lines  covered  by  the  latest  applications 
would  reach  into  practically  all  sections 
of  the  city,  parallel  the  street  car  lines 
and  compete  with  them. 

Another  bus  concern  known  as  the 
Glendale  Motor  Bus  Company  is  also 
seeking  permits  to  operate  its  buses 
over  sixteen  routes  in  various  parts  of 
the  city.  It,  too,  is  asking  for  one-year 
permits  from  the  board  pending  the 
outcome  of  the  twenty-one-year  fran- 
chise fight  at  the  May  1  primaries. 

The  Traffic  Betterment  Association  is 
conducting  an  active  campaign  against 
the  motor  bus  interests.  It  is  adver- 
tising in  the  daily  papers  and  is  also 
distributing  hand  bills  outlining  the 
facts  in  the  fight.  The  Automobile 
Club  of  Southern  California,  with 
80,000  members,  has  issued  a  resolution 
protesting-  against  the  invasion  of  Los 
Angeles  by  the  bus. 


736 


Electric    Railway    Journal 


Vol.  61,  No.  17 


It  is   understood   that  the   Board   of     lines   in  the   City  of  Los   Angeles,  yet 


Public  Utilities  will  not  take  any  action 
on  the  bus  applications  until  after  the 
May  1  election. 

Pacific  Electric  Applies  for 
Subway  Franchise 

On  April  20  the  Pacific  Electric  Rail- 
way formally  filed  with  the  City 
Council  of  Los  Angeles  an  application 
for  a  forty-year  franchise  for  the  con- 
struction of  a  rapid  transit  subway  for 
its  interurban  trains.  The  company 
says  that  the  $5,000,000  subway  which 
it  is  willing  to  build  from  First  and 
Glendale  Boulevard  to  Pershing  Square 
is  the  most  important  project  yet  sug- 
gested for  the  relief  of  traffic  conges- 
tion in  the  city  of  Los  Angeles. 

In  September,  1922,  the  company  ob- 
tained a  forty-year  franchise  to  con- 
struct a  rapid  transit  subway  for 
serving  Glendale,  Hollywood  and  San 
Fernando  Valley  points,  but  proposes, 
if  granted  the  right  by  the  City  Council, 
to  extend  this  subway  from  its  Hill 
Street  terminal  to  Pershing  Square  as 
the  first  unit  of  a  $20,000,000  subway 
system.  Other  subways  will  radiate 
from  Pershing  Square  terminal  east 
and  west.  The  use  of  Pershing  Square 
as  a  centralized  terminal  for  the  system 
of  subways  is  in  accordance  with  the 
idea  submitted  by  public  officials  and 
engineers  and  approved  by  the  Los 
Angeles  Planning  Commission,  Los 
Angeles  Traffic  Commission,  Commun- 
ity Development  Association  and  the 
Los  Angeles  Chamber  of  Commerce. 

Under  the  subway  franchise  sought 
the  railway  would  pay  the  usual  2  per 
cent  of  its  gross  revenues  for  the  sub- 
way right. 

Action  on  Viaducts  Over  River 

On  April  20  the  City  Council  ac- 
cepted the  proposed  division  of  the 
expense  of  grade-crossing  separations 
and  new  viaducts  over  the  Los  Angeles 
River,  as  recommended  by  the  Council's 
special  viaducts  committee,  under  which 
the  city's  share  of  the  expense  will  be 
one-fifth  of  the  $6,000,000  required  to 
carry  out  the  proposed  improvement 
program.  A  bond  issue  for  $1,200,000 
to  pay  the  city's  share  of  the  improve- 
ment will  be  placed  before  the  voters 
at  the  June  5  city  election. 

With  similar  formal  acceptance  by 
the  county  of  Los  Angeles,  street  rail- 
ways and  steam  roads  of  the  division 
of  the  expense,  a  contract  can  then  be 
entered  into  and  the  work  commenced 
of  constructing  six  new  viaducts  over 
the  river.  It  has  been  tentatively 
agreed  that  40  per  cent  of  the  total 
expense  of  the  six  new  viaducts,  in- 
cluding track  depression  and  damages, 
shall  be  borne  by  the  steam  railroads, 
and  the  remaining  60  per  cent  be  divided 
equally  among  the  city,  the  county  and 
the   electric   railways. 

Majority  on  Utilities  Board  Favors 
Only  One  Phimit 

While  it  is  thought  the  Board  of 
Public  Utilities  in  Los  Angeles  will  not 
act  on  the  deluge  of  applications  re- 
ceived from  various  sources  for  one- 
year    permits    to    operate    motor    bus 


Commissioner  Bogardus  stated  that  the 
board  in  making  its  recommendations 
would  recommend  all  bus  permits  to 
one  concern — that  the  board  would  not 
split  up  the  permits,  allowing  one  com- 


pany certain  routes  and  another  com- 
pany other  routes — that  a  unified  sys- 
tem is  wanted,  and  to  this  end  they  will 
recommend  that  the  permits  be  awarded 
on  the  basis  of  the  greatest  advantages 
to  the  greatest  number. 


,000,000  in  Improvement  Demanded 

Cincinnati  Street  Railway  Passes  Resolution  Requiring  Traction  Com- 
pany to  Meet  Lease  Terms — President  Schoepf  Expected  to  Reply 
Soon — Has  No  Comment  to  Make  at  Present  Time 

THE  Cincinnati  (Ohio)  Street  Rail-  the  item  of  cars  the  Cincinnati  Trac- 
way  has  made  formal  demand  on  tion  Company  has  under  construction  a 
the  Cincinnati  Traction  Company  to  large  number  of  new  cars  for  this  very 
make  repairs  and  replacements  to  the     purpose. 

electric  railway  system  of  Cincinnati  to  The  Cincinnati  Traction  Company 
the  extent  of  $4,000,000.  The  Cincin-  claims  it  has  spent  more  than  $12,000,- 
nati  Traction  Company,  which  leases  000  on  the  properties  for  improvements, 
the  properties  of  the  Cincinnati  Street  betterments  and  extensions,  and  these 
Railway,  is  in  default  of  its  franchise  items  would  be  the  basis  for  substantial 
obligations,     according     to     resolutions     claims   by    that    company.      When    the 

adopted   by   the   board   of   directors   of  Cincinnati    Traction    Company    leased 

the  lessor  company.  the   Cincinnati  Street   Railway's  prop- 

The  action  was  taken  following  a  re-  erties  in  February,  1901,  it  also  assumed 

port  made  to  the  board  of  directors  of  its  franchise  which  was  granted  through 

the   Cincinnati   Street  Railway  by   its  a  special  act  of  the  Ohio  Legislature 

special  counsel.  Judge  Rufus  B.  Smith,  in  1896  and  which  does  not  expire  until 

Samuel    Assur    and    Robert    A.    Taft.  1946. 

Under  the  franchise  terms  the  Cincin-  The  Cincinnati  Street  Railway  can 
nati  Traction  Company  has  ninety  days  make  no  further  move  until  the  three- 
in  which  to  meet  the  demands  made  month  period  is  up.  During  that  time 
upon  it.  it  is  expected  the  Cincinnati  Traction 
W.  Kesley  Schoepf,  president  of  the  Company  will  present  a  detailed  state- 
Cincinnati  Traction  Company,  said  that  ment  in  reply  to  all  demands  and  claims 
he  would  answer  the  Cincinnati  Street  made  by  the  lessor  company. 
Railway  in  due  time,  but  for  the  pres-  The  action  of  the  Cincinnati  Street 
ent  had  no  statement  to  make  regard-  Railway  was  unanimous  with  the  full 
ing  the  demands.  .  directorate  in  attendance.  The  direc- 
The  report  recites  the  legal  relations  tors  are:  Samuel  Assur,  Charles  P. 
between  the  Cincinnati  Street  Railway  Taft,  Robert  A.  Taft,  Bayard  L.  Kil- 
and  the  traction  company  and  also  sum-  gour,  A.  J.  Becht,  Judge  Rufus  B. 
marizes  the  physical  condition  of  the  Smith,  Charles  Dupuis,  Charles  Wind- 
Cincinnati  Street  Railway  as  found  by  isch,  Charles  D.  Jones  and  George 
Stone  &  Webster,  Inc.,   Boston,  Mass.,  Lewis. 

who    had    been    engaged    to    make    an         The  report  of  the  special  counsel  for 

expert  investigation.  the  directors  of  the   Cincinnati    Street 

The  action  of  the  Cincinnati   Street  Railway,  made  under  date  of  April  20, 

Railway  board  is  regarded  as  the  ini-  contained  a  summary  of  the  work  which 

tial  step  in  the  movement  to  settle  the  Stone    &    Webster    reported    should    be 

traction  problem  in  Cincinnati  by  means  carried  out.    A  recapitulation  of  these 

other  than  mutual  negotiations.    In  the  repairs  and  replacements  follows: 

event  the  traction  company  fails  to  com-  "~ 

ply  with  the  demands  made  upon  it  in  ^^^  t"?  l^-rts"y?p'=e''ciaf  work   nintl 

the  specified  time,  the  matter  will  go  to  Repairs  to  cars  loi  500 

arbitration.    If  the  arbitrators  find  the  Repairs  to  Pendleton  power  house  ' 

defaults    exist,    as    claimed,    action    to  Repairs    to   buildings    and  struc- 

terminate    the    lease    will    be   initiated  ReV"i1-s  to  pole  Hnes,-  etc: :::::;:        UTsl 

along  lines  provided  for  in  the  leasing  - 

document.     It  is  understood   that  the  pZ?,'"''  '"^p?'''^,  •. $1,382,814 

/-,.„,.„ . .  04.       4.  D    -1  ^;,         ,\,  .        Replacements  of  tangent  tracks.  .    1.943.379 

Cincinnati  Street  Railway  will  seek  this     Replacements  of  paving 295!206 

severance  of  relations  amicably,  but  if  ^^^Jj}.^'''"*'"'®  "'  layouu  of  special 

necessary  is  prepared  to  resort  to  liti-  ^"^'^^^ 

gation.  3!°**'  replacements   $2,564,703 

Without    regard   to   the   question    of        ^°'''  ''"""'   ^•^«^-"« 

how  such  a  big  improvement  program  Re?[^e"  me'^^^f  iis  ckrs ! ! !  I  i ! ! ! !  ^'itlUl 

may    be   financed,   it  is   said   to   be  an 

engineering  impossibility  to  put  through  In  the  matter  of  replacing  the  198 

the  betterments  and  repairs  demanded  cars   the   special   counsel   explain    that 

m  less  than  two  or  three  years.  they    understand    the    lessee    has    con- 

Accompanymg     the     report     was     a  tracted  for   seventy   new  cars      These 

schedule  of  the  repairs  said  to  be  neces-  cars,  say  counsel,  are  to  be  purchased 

sary  to  tracks,  equipment  plants  and  by   the    issuance    of    equipment    notes 

other  properties.     The  repairs  and  re-  Under    these    circumstances    they    feci 

placements  as  indicated  totaled  $3,947,-  that  the  sum  estimated  for  this  replace- 

918,  with   an   additional   $965,400   for  ment  should  not  at  the  present  time  be 

replacement    of    obsolete    cars.      This  included    in    the    repairs    and    rep'ace- 

would  make  a  total  of  $4,912,917,  but  in  ments  specifically  to  be  requested  of  the 


April  28,  1923 


Electric    Railway    Journal 


737 


lessee    company,   but    that   it    be    dealt 
with  on  a  separate  basis. 

As  counsel  see  it  "the  report  of  Stone 
&  Webster  thus  shows  serious  defaults 
of  the  lessee  company  under  the  cove- 
nants of  the  lease."     They  then  say: 

A  security  of  the  lessor  company  for  any 
default  of  the  lessee  is  the  property  itself. 
It  is  contemplated  by  the  terms  of  the  lease 
that  the  property  shall  always  constitute 
a  flrst-class  modern  and  efflcient  street  rail- 
road system  so  that  in  case  of  any  default 
the  lessor  can  at  once  take  possession  and 
opeiate  the  property  without  the  necessity 
of  expending  large  sums  for  repairs  and 
replacements.  A  street  railroad  system  re- 
quiring more  than  $4,000,000  of  repairs 
and  replacements  is  not  the  security  con- 
templated by  the  lease.  It  is  a  fundamental 
principle  of  the  lease  that  the  system  be 
kept  in  first-class  repair. 

In  concluding  its  resolution  directing 
the  attention  of  the  Cincinnati  Trac- 
tion Company  to  the  existing  conditions 
the  company  said  in  part: 

We  hereby  notify  you  that  you  are  in  de- 
fault under  the  provisions  of  said  lease, 
and  we  further  notify  you  to  do  and  per- 
form the  covenants  thereof  in  the  following 
respects,   to   wit : 

1.  Proceed  forthwith  to  make  certain  re- 
pairs in  and  about  the  trackage  (tangent 
track  and  layouts  of  special  work),  street 
cars,  buildings,  power  houses,  equipment, 
poles,  lines,  and  overhead  structures  of  this 
company,  an  itemized  list  of  which  repairs 
and  the  approximate  cost  thereof  is  hereto 
attached  marked  Exhibit  A,  and  made  a 
part  hereof. 

2.  Proceed  forthwith  to  make  certain  re- 
placements and  renewals  in  and  about  the 
trackage  (tangent  track  and  layouts  of 
special  work  of  this  company),  an  itemized 
list  of  which  replacements  and  renewals 
and  the  approximate  cost  thereof  is  hereto 
attached,  marked  Exhibit  B,  and  made  a 
part  hereof. 

3.  Proceed  forthwith  to  restore  the  street 
paving  in  and  about  the  making  of  the 
replacements  and  renewals  set  forth  in 
Exhibit  B,  an  itemized  list  of  which  is 
attached  hereto,  marked  Exhibit  C,  and 
made  a  part  hereof. 

Be  it  further  resolved,  that  the  Cincin- 
nati Traction  Company  is  in  default  under 
the  provisions  of  said  lease  in  the  following 
respects,  to  wit : 

1.  It  has  acquired  materials,  machinery, 
rolling  stock,  equipment  and  other  prop- 
erty (acquired  and  used  for  and  in  the 
operation  of  the  leased  premises)  subject 
to  Hens  prior  to  the  liens  reserved  in  said 
lease  to  the  lessor,  which  liens  are  not  in 
favor  of  mechanics  or  material-men  ;  such 
acquisition  of  rolling  stock,  equipment  or 
other  personal  property  either  in  kind  or 
value  and  amount  as  delivered  under  said 
lease  _;  all  in  violation  of  the  covenants 
contained  in  the  first  paragraph  of  said 
lease. 

2.  It  has  failed  to  maintain,  keep  in  good 
order  and  repair,  renew  and  replace  the 
necessary  power  houses  of  the  lessor,  and 
maintain  and  perpetuate  the  said  street 
railway  plant  entire,  all  in  violation  of  the 
fourth  paragraph  of  said  lease. 

3.  It  has  failed  to  make  additions,  re- 
newals and  replacements  to  rolling  stock 
necessary  to  meet  the  requirements  of  the 
business  in  violation  of  the  fourth  para- 
graph of  said  lease. 

Be  It  Resolved.  That  notice  in  writing  of 
said  default  and  failure  to  perform  the 
covenants  of  said  lease  be  given  to  the 
Cincinnati  Traction  Company  under  the  pro- 
visions of  Section  11  of  said  lease,  which 
notice  shall  be  in  the  following  form. 
The  Cincinnati  Traction  Company : 

We  hereby  give  you  notice  under  the 
provisions  of  paragraph  No.  11  of  the  lease 
from  the  Cincinnati  Street  Railway  Com- 
pany to  yourselves  dated  Feb.  21,  1901, 
that  you  are  in  default  under  the  provi- 
sions of  said  lease,  and  further  notify  you 
to  do  and  perform  the  covenants  thereof 
in   the  following  respects : 

1.  That  you  pay  oft  all  liens  on  mate- 
rials, machinery,  rolling  stock  equipment 
and  other  property  acquired  and  used  for 
and  in  the  operation  of  the  leased  premises, 
and  prior  to  the  lien  reserved  in  said  lease 
to  the  lessor,  except  liens  on  rolling  stock, 
equipment  or  other  personal  property  either 
in  kind  or  value  and  amount  as  delivered 
under  said  lease. 

2.  That  you  maintain,  keep  in  good  order 
and  repair,  renew  and  replace  the  necessary 
power  houses  of  the  lessor,  and  maintain 
and  perpetuate  the  street  railway  plant 
entire  in  such  respect. 

3.  That  you  make  all  additions,  renewals 
and  replacements  to  rolling  stock  neces- 
sary to  meet  the  requirements  of  the  busi- 
ness. 


$2,500,000  on  New  Development 

San  Diego  Electric  Railway  Has  Applied  for  Franchise  for  Railroad  Line 

to  New  All-Year-Round  Beach  Resort — Business  and  Residential 

Sections  to  Be  in  Close  Contact 


PROMISING  to  construct  an  all-year 
beach  resort  different  from  any 
on  either  the  Pacific  or  Atlantic  coasts, 
the  San  Diego  (Calif.)  Electric  Rail- 
way announces  that  it  will  spend  about 
$2,500,000  in  the  development  of  Mis- 
sion Beach,  in  San  Diego.  The  project 
as  announced  by  Manager  Claus  Spreck- 
els  of  the  railway  company  involves 
the  building  of  8.08  miles  of  double- 
track  electric  railway,  or  16.16  single- 
track  miles,  and  the  building  of  an 
auditorium,  dance  floor,  bathhouse  and 
housing  for  amusement  concessions  cov- 
ering about  30  acres,  construction  of 


the  Mission  Beach  Company,  also  con- 
trolled by  the  Spreckels  interests,  is 
converting  the  remainder  of  the  Mis- 
sion Beach  land  into  home  sites.  Since 
last  fall  work  has  been  in  progress 
grading  and  paving  streets,  laying  gas 
and  water  mains  and  sewers  and  in- 
stalling electric  service  and  assisting 
lot  buyers  in  building  homes,  with  the 
result  that  a  sizable  community  already 
exists  as  potential  patrons  of  the  new 
car  line.  They  are  now  being  served 
by  a  "stub"  service  from  Ocean  Beach. 
The  relation  of  the  proposed  new  line 
to  the  existing  street  railway  in  the 


Map  Sliowini;  Relation  of  >IiHKion     Reach  Line  to  the  Rest  of  the 
San    I>ieKo    Railway    System 


an  ocean  pier  and  dredging  a  portion 
of  Mission  Bay  for  boating  and  swim- 
ming. Application  was  made  April  2 
to  the  City  Council  for  the  necessary 
franchise  for  the  new  railroad  line  and 
construction  work  is  to  be  rushed  as 
soon  as  the  necessary  permission  is 
secured. 

Mission  Beach,  white  and  hard  and 
with  a  gradual  slope  into  the  ocean,  is 
said  to  be  one  of  the  finest  beaches  in 
California.  A  few  hundred  feet  across 
the  strand  lies  Mission  Bay.  A  por- 
tion of  this,  to  be  known  as  Bonita  Bay, 
will  be  dredged  out  for  boating  and 
swimming.  Bathers  can  enjoy  either 
the  surf  on  the  ocean  side  or  swim- 
ming in  the  warmer  water  of  the 
bay  side  of  the  strand,  or  both,  as  they 
choose.  The  beach  has  been  popular 
with  the  people  of  San  Diego  despite 
the  lack  of  transportation.  With  the 
completion  of  the  new  electric  line  the 
beach  will  be  only  fifteen  or  twenty 
minutes  ride  from  the  business  district 
of  San  Diego. 

In  conjunction  with  the  building  of 
the  beach  resort  and  electric  railway, 


city  is  shown  on  the  accompanying  map. 
The  new  line  will  run  largely  over  pri- 
vate right-of-way,  so  stops  between  the 
beach  and  the  business  section  will  be 
few  and  service  correspondingly  speedy. 
The  result  will  be  to  place  the  new 
beach  resort  and  residential  district  in 
as  close  communication  with  the  city 
as  are  the  choicest  existing  residential 
sections  of  the  city.  The  route  of  the 
new  line  is  shown  on  the  map  by  the 
heavy  black  line  and  the  existing  routes 
by  the  lighter  lines. 

Later  on,  it  is  stated,  the  new  line 
may  be  extended  to  La  Jolla,  a  fashion- 
able seaside  community  toward  the 
extreme  northern  limits  of  the  city  of 
San  Diego,  now  without  rail  transpor- 
tation, but  nothing  definite  about  this 
was  announced  at  this  time. 

The  type  of  construction  of  the  new 
line  will  differ  from  the  standard  on 
which  the  company's  city  lines  have 
recently  been  reconstructed  and  is  de- 
scribed at  length  in  the  Track  &  Road- 
way columns  of  this  issue. 

The  San  Diego  Railway  has  ordered 
fifty  cars  from  the  American  Car  Com- 


738 


Electric    Railway    Journal 


Vol.  61,  No.  17 


pany  of  St.  Louis  and  they  will  be  com- 
pleted in  time  to  be  put  in  service  on 
the  new  line.  They  were  described  in 
the  April  21  issue  of  this  paper. 

The  building  of  the  new  Mission 
Beach  line  and  the  construction  of  the 
all-year-round  resort  at  Mission  Beach 
is  the  largest  single  construction  enter- 
prise to  be  undertaken  in  San  Diego 
since  the  building  of  the  exposition  of 
1915-1916  and  reflects  the  faith  that 
John  D.  Spreckels,  president  of  the 
San  Diego  Electric  Railway,  has  in  the 
future  of  the  city  of  San  Diego. 

Heavy  black  lines  on  the  accompany- 
ing map  show  the  proposed  new  elec- 
tric railway  to  Mission  Beach,  con- 
struction on  which  is  to  begin  at  once 
and  which,  together  with  the  all-year- 
round  resort  at  the  beach  to  be  built  by 
the  company,  will  cost  around  $2,500,- 
000.  The  line  will  start  at  the  Santa 
Fe  (Union)  station,  at  the  foot  of 
Broadway,  and  run  northerly  and  west- 
erly to  the  bridge  over  the  entrance 
of  Mission  Bay,  thence  northerly  to  the 
north  line  of  the  Mission  Beach  sub- 
division, a  total  distance  of  8.08  miles. 
At  present  Ocean  Beach  and  the  inter- 
vening territory  are  served  by  the 
Ocean  Beach  line,  paralleling  the  pro- 
posed new  line  as  far  north  as  Barnett 
Avenue,  thence  turning  westerly  past 
the  United  States  Marine  base  and  the 
United  States  Naval  Training  station, 
then  turning  north  on  Voltaire  Street 
to  Bacon  Street. 


Illinois  Appellate  Court  Says 
Thompson  Suit  Was  Prop- 
erly Dismissed 

The  Appellate  Court  of  Illinois  de- 
cided on  April  24  that  the  Thompson 
administration  suit  to  collect  the  city's 
Surface  Lines  profit,  outside  of  the  fran- 
chise contract,  was  properly  dismissed 
by  Municipal  Judge  McKinley. 

These  profits,  55  per  cent  of  the  net 
receipts,  now  total  more  than  $8,000,000, 
which,  as  mentioned  in  the  issue  of 
April  7,  was  tendered  the  city  and  re- 
fused by  the  Thompson  administration. 
Then  it  brought  suit  to  collect  this 
money  on  an  implied  contract  for  the 
use  of  the  streets.  If  successful  the 
sum  collected  presumably  would  not 
have  to  go  into  the  traction  fund,  but 
presumably  could  have  been  used  for 
general  city  purposes. 

The  Appellate  Court  does  not  de- 
cide in  its  opinion  whether  the  contract 
ordinances  have  been  canceled,  nor  does 
it  decide  whether  there  was  an  implied 
contract.     The  court  does  say: 

"It  appears,  then,  that  the  city,  while 
averring  that  said  ordinance  has  been 
cancelled  and  annulled,  at  the  same 
time  attempts  to  rely  upon  that  ordi- 
nance to  make  out  its  claim  of  a  con- 
tract implied  in  law." 

The  court  asserts  that  such  a  position 
is  legally  impossible  and  therefore  the 
suit  was  improperly  brought,  and  was 
properly  dismissed  by  the  municipal 
court. 

Corporation  Counsel  Busch  said  that 
it  will  be  decided  later  whether  the 
city  will  appeal  the  case. 


Effort  at  Last-Minute  Compro- 
mise in  New  York 

The  Assembly  of  New  York  on  April 
25  killed  the  several  motions  of  Minor- 
ity Leader  Donohue  to  report  the  ad- 
ministration's public  service  and  transit 
bills  out  of  the  rules  committee  for 
final  passage,  thus  assuring  the  defeat 
of  those  measures  so  far  as  this  year's 
session  is  concerned. 

A  conference  was  held  later  the  same 
day  at  the  Executive  Mansion,  and 
while  nothing  definite  was  determined 
as  to  the  exact  language  of  the  com- 
promise transit  bill  a  ray  of  hope  was 
held  out  that  some  sort  of  an  agreement 
will  be  reached.  The  conference  was 
attended  by  the  Governor  and  the 
Republican  and  the  Democratic  leaders. 

The  attitude  assumed  by  the  Governor 
is  that  the  city  of  New  York  with  its 
hundreds  of  millions  invested  in  sub- 
ways is  entitled  to  an  honest  chance 
to  attempt  to  solve  its  own  transit 
problem  in  its  own  way. 

The  State  Public  Service  Commission 
will,  under  the  proposed  measure,  keep 
a  check  on  what  the  city  does,  will 
co-operate  with  the  city  of  New  York 
in  all  ways  possible  to  make  a  success 
of  its  venture  and  will  advise  as  to 
capitalization  and  service  of  any  of  the 
lines  which  may  continue  to  be  operated 
by  the  transit  companies  themselves. 

Under  the  measure  to  be  presented, 
the  city  of  New  York,,  however,  is  not 
to  be  permitted  to  engage  promis- 
cuously in  the  business  of  bus  trans- 
portation, except  that  under  certain 
conditions  the  city  may  obtain  from  the 
Public  Service  Commission  a  certificate 
of  convenience  and  necessity  for  the 
operation  of  lines  in  conjunction  with 
existing  transportation  systems  or  to 
serve  new  territory  where  either  the 
company  operating  present  lines  of  trac- 
tion does  not  feel  justified  in  making 
an  extension  or  installing  buses  or  the 
Public  Service  Commission  does  not  feel 
that  the  utility  is  justified  in  investing 
the  aditional  capital  so  required. 

All  in  all  the  new  bill  will  be  an  ex- 
perimental step  toward  complete  regu- 
lation of  transit  facilities  in  the  city  of 
New  York  by  the  municipality;  its 
success  will  depend  on  the  frame  of 
mind  of  the  persons  responsible  for  its 
enforcement.  It  will  not  give  all  that 
has  been  asked;  it  will  not  ruin  vested 
interests;  but  it  will,  with  all  proper 
safeguards  to  the  security  of  live  capital 
invested,  give  promise  of  solving  the 
present  problem,  if  the  city  itself, 
through  its  administrative  facilities  and 
proper  co-operation,  can  bring  such 
solution  about.  An  extra  session  of  the 
Legislature  seems  likely. 

Wage  Increase  Announced  by 
Market  Street  Railway 

The  Market  Street  Railway,  San 
Francisco,  Calif.,  has  announced  a  wage 
increase  for  platform  men  beginning 
April  29.  The  new  scale  in  cents  an 
hour  is  as  follows: 

First    six    months    4$ 

Second   six    months    '    '4g 

Third  six  months 50 

Xext   twelve   months   52 

Thereafter    " '     54 


This  is  a  4-cent  an  hour  increase  for 
men  in  their  first  six  months  of  service 
and  2  cents  an  hour  for  all  other  classes. 
Men  now  on  the  42-cent  rate  will  be 
advanced  to  46  cents  for  their  next 
six  months  of  service,  after  which  they 
will  enter  the  48-cent  class.  The  pres- 
ent rate  has  been  in  effect  for  a  little 
more  than  six  months. 


Three  Cents  an  Hour  Increase  in 
Los  Angeles 

An  increase  in  pay  of  3  cents  an  hour 
was  made  to  trainmen  of  the  Los  Ange- 
les (Calif.)  Railway  on  April  16.  The 
increase  affects  approximately  2,300 
men  and  increases  the  annual  payroll 
$200,000.  The  o]d  and  the  new  rates 
in  cents  an  hour  are  as  follows : 

Former  New 

Scale  Scale 

First  three  months 46  .49 

Next  nine  months   . . . . : 47  .5U 

Second   year    48  .51 

Thereafter 50  .53 

Safety  operators  on  shuttle  cars  re- 
ceive an  extra  2  cents  an  hour  and 
safety  car  operators  on  main  lines  4 
cents  additional  an  hour.  This  is  a 
continuation  of  the  scale  given  safety 
car  operators  since  the  cars  were  intro- 
duced in  1920. 

The  increase  brings  the  pay  scale 
only  1  cent  an  hour  in  each  class  lower 
than  the  highest  point  reached  by  in- 
creases made  in  the  after-war  period  of 
business  readjustments.  The  scale 
ranging  from  46  cents  to  50  cents  has 
been  in  effect  since  October,  1921.  The 
minimum  guarantee  for  new  men  is 
increased  from  $100  to  $125  per  month. 


Mr.  Storrs  Praised  for  His 
Coal  Plan 

In  urging  engineers  to  take  up  with 
their  employers  and  clients  the  advis- 
ability of  securing  an  earlier  movement 
of  domestic  coal — a  step  taken  at  the 
request  of  John  Hays  Hammond,  the 
chairman  of  the  President's  Coal  Com- 
mission— the  Federated  American  En- 
gineering Societies  has  addressed  a  let- 
ter to  its  member  societies,  of  which 
the  following  is  a  part: 

The  Coal  Commission  is  particularly  im- 
pressed by  the  plan  devised  by  L.  S.  Storrs. 
president  of  the  Connecticut  Company.  Un- 
oer  that  plan  the  employee  submits,  prior 
to  April  1,  an  estimate  of  his  winter  fuel 
needs.  Delivery  is  to  Ik*  made  at  the  option 
of  the  retail  dealer  during  the  six  months 
period  beginning  with  .■^pril.  Full  payment 
for  the  coal  will  be  made  by  the  company  at 
any  time  delivery  is  effected. 

The  company  is  reimbursed  by  deducting 
the  cost  of  the  coal  from  the  employee's 
salary.  These  deductions,  however,  are 
spread  in  equal  installments  over  the  six 
months  period.  Under  this  plan,  the  em- 
ployer can  see  to  it  that  the  coal  is  pur- 
chased at  the  best  possible  price.  He  can 
influence  the  dealer  to  deliver  the  maximum 
practicable  amount  of  coal  early  in  the 
season.  The  employees,  many  of  whom  are 
accustomed  to  buying  coal  in  very  small 
lots  during  the  period  of  highest  prices  and 
distribution  difficulties,  can  make  substantial 
savings  and  be  assured  of  a  sufficient  quan- 
tity of  coal  when  needed. 


Will     Fill     Vacancy     Immediately. — 

Mayor  Doremus  of  Detroit  and  the 
Street  Railway  Commission  will  take 
immediate  steps  to  secure  a  trained 
executive  to  fill  the  position  made 
vacant  by  the  death  of  Joseph  S.  Good- 
win, late  manager  of  the  Department  of 
Street  Railways. 


AprU  28,  1923 


E LECTRi c ■ Rail WAY    Journal 


739 


c 


Financial  and  Corporate 


] 


Will  Resume  Fare  Hearings 

Property  Valuations  of  Minneapolis  and 

St.  Paul  Railways  Up  Again — 

City  Awaits  Expert's  Return 

The  Minnesota  Legislature  has  ended 
its  biennial  session  without  changing 
the  laws  governing  street  railways  and 
the  decks  are  cleared  for  hearings  be- 
fore the  State  Railroad  &  Warehouse 
Commission  to  determine  proper  rates 
of  fare  based  on  property  valuations 
of  the  Minneapolis  Street  Railway  and 
the  St.  Paul  City  Railway.  The  rate 
is  now  6  cents  for  either  company  and 
12  cents  for  interurban  trips. 

Power  to  make  rates  was  granted  to 
the  commission  by  the  Brooks-Coleman 
bill  passed  at  the  1921  session,  and 
three  bills  offered  at  the  1923  session 
aimed  to  amend  or  repeal  this  law. 
Had  the  law  been  repealed  proceedings 
would  have  ended. 

A  fourth  bill,  which  was  not  enacted, 
provided  a  metropolitan  one-fare  zone, 
or  one  fare  between  Minneapolis  and 
St.  Paul  points,  instead  of  two  fares 
when  city  limits  are  crossed  on  inter- 
urban lines. 

This  latter  bill  \yas  a  St.  Paul  meas- 
ure. The  Minneapolis  Aldermen  op- 
posed the  plan  on  the  ground  that  under 
the  proposed  law  Minneapolis  would 
carry  the  burdens  of  St.  Paul,  as  figures 
indicated  that  the  Minneapolis  system 
is  a  profitable  one  and  that  the  St.  Paul 
system  is  having  a  hard  time  to  make 
both  ends  meet. 

These  figures,  prepared  by  D.  F.  Wil- 
cox, the  valuation  expert,  showed  St. 
Paul's  deficits  to  have  been  as  follows: 
1918,  $157,310;  1919,  $37,903;  1920, 
?]35,216;  1921,  $167,857.  Minneapolis 
profits  were:  1918,  $758,259;  1919,  $799,- 
746;  1920,  $870,142;  1921,  $440,903; 
1922,  $999,284,  the  latter  large  figure 
being  due  to  an  increase  for  Minne- 
apolis after  the  free  fare  zone  extend- 
ing into  St.  Paul  about  2  miles  had  been 
abolished. 

Mr.  Wilcox  from  a  survey  had  deter- 
mined that  Minneapolis  is  entitled  to 
a  street  car  fare  four-fifths  of  a  cent 
lower  than  the  fare  in  St.  Paul,  on  the 
basis  of  cost  of  service  within  the  two 
cities;  if  the  operating  incomes  of  the 
two  companies  were  pooled  through  the 
proposed  consolidation  so  as  to  keep 
the  fare  the  same  in  both  cities  the 
uniform  fare  would  be  about  three- 
tenths  of  a  cent  higher  than  the  fare 
required  to  support  the  Minneapolis 
service  standing  alone  and  about  half 
a  cent  lower  than  the  fare  required  to 
support  the  St.  Paul  service  alone.  An 
increase  would  be  required  of  about 
three-tenths  of  a  cent  in  fare  in  the 
two  cities  if  the  one  fare  rate  metro- 
politan zone  were  put  in. 

St.  Paul  had  conducted  an  investiga- 
tion over  a  long  period  with  the  findings 
that  a  single  fare  for  the  two  cities 


would  create  a  labor  market  ideal  for 
all  industries  in  both  cities,  would  save 
$600,000  annually  to  interurban  riders 
of  the  two  cities,  would  expand  the 
western  district  of  St.  Paul  into  a 
greater  manufacturing  center,  would 
make  the  show  places  of  both  cities 
available  at  one  fare,  and  would  re- 
duce operating  expenses  of  the  street 
railways   by   unification   of   lines. 

An  agreement  is  to  be  reached  at  once 
between  all  concerned  as  to  the  date 
in  May  when  the  hearing  will  begin  be- 
fore the  commission.  The  commission 
and  the  Minneapolis  Street  Railway  are 
ready  and  it  is  understood  that  as  soon 
as  Mr.  Wilcox  returns  from  Denver  the 
city  will  be  ready  to  present  its  argu- 
ments. 


Income  and  Traffic  Increase 

in  Detroit 

The  total  operating  revenue  of  the 
Department  of  Street  Railways,  Detroit, 
Mich.,  for  the  thirty-one  days  ended 
March  31,  1923,  was  $1,851,535,  against 
$1,619,266  for  the  month  of  February. 
The  revenue  from  transportation 
amounted  to  $1,755,955  for  March,  com- 
pared with  $1,528,539  in  February. 
Total  operating  expenses  advancea 
from  $1,185,779  in  February  to  $1,339,- 
794  in  March.  The  net  revenue  in 
March  was  $511,741,  against  $433,487 
in  February.  The  net  income  showed 
an  increase  of  $57,191,  being  $98,025  in 
March.  The  total  passenger  traffic  in 
March  was  43,227,309  and  in  February 
37,707,665. 


Valuation  Hearings  Resumed 

The  Public  Service  Commission  has 
resumed  hearings  on  the  valuation  of 
the  physical  properties  of  the  Inter- 
national Railway,  Buffalo,  N.  Y.  The 
figures  introduced  at  the  hearing  will 
be  used  as  the  basis  of  the  rate  hearing 
to  be  held  at  a  later  date.  The  city 
has  complained  against  the  7-cent  fare 
or  four  tokens  for  25  cents.  It  seeks 
the  restoration  of  the  5-cent  fare.  The 
company  has  filed  a  value  of  $96,539,- 
185  and  the  commission  has  been  taking 
testimony  to  determine  whether  or  not 
the  figure  is  excessive.  From  the  Buf- 
falo city  line  to  the  villages  of  Depew 
and  Lancaster  the  value  of  the  com- 
pany's right-of-way  amounts  to  $29,269, 
according  to  E.  A.  Chamberlain,  Buffalo 
real  estate  expert.  Buildings  not  used 
in  operation  of  the  railway  which  were 
purchased  with  the  land  were  appraised 
at  their  commercial  value  at  $58,850. 
The  company's  total  land  holding  and 
rights-of-way  were  valued  at  $3,957,- 
717,  and  William  M.  Raignel,  in  charge 
of  grading,  tracks,  bridges,  culverts  and 
crossings,  fences  and  signs,  testified 
that  the  value  of  the  grading  amounted 
to  $3,741,887. 


Good  Showing  in  March 

Community  Traction  Company  Reports 

Surplus  of  $20,000— New  Wage 

Demands  Made 

Operations  of  the  Community  Trac- 
tion Company,  Toledo,  Ohio,  for  the 
month  of  March,  as  reported  to  the 
board  of  control  at  the  meeting  on 
April  15,  shows  the  most  successful 
financial  results  since  the  enactment  of 
the  ordinance  more  than  two  years  ago. 

A  surplus  of  $20,449  from  operations 
and  $505  interest  on  cash  balance  was 
credited  to  the  fare  stabilizing  fund, 
bringing  it  to  a  total  of  $237,110,  with 
its  deficit  reduced  to  $162,890.  In  vari- 
ous other  operating  reserves  and  funds 
there  were  cash  balances  of  $39,636, 
and  in  addition  to  the  $364,000  of  Com- 
munity Traction  Company  stock  ovmed 
by  the  city  now  there  was  a  cash  sur- 
plus in  the  sinking  fund  available  for 
the  redemption  of  more  bonds  for  the 
city  amounting  to  $101,077. 

The  March  credit  to  the  stabilizing 
fund  was  exceeded  by  that  made  for 
December,  1922,  but  additional  main- 
tenance and  depreciation  charges  made 
in  March  when  considered  show  March 
more  favorable  by  $6,159  than  De- 
cember. 

The  average  daily  riding  has  grown 
to  187,539  from  its  low  point  of  148,658 
in  August,  1921. 

Gross  revenue  for  March  amounted  to 
$353,768,  an  increase  of  $45,941,  or  14.92 
per  cent,  over  the  same  month  of  last 
year.  Operating  expenses  of  $245,966 
represent  an  increase  of  $32,318,  or 
15.12  per  cent  increase  over  the  same 
month  a  year  ago.  Increased  car  mile- 
age is  largely  responsible  for  the  rise 
in  costs.  There  were  operated  660,971 
car-miles  in  March,  as  compared  with 
639,656  for  the  same  month  last  year. 

The  first  half  of  April  shows  that 
business  is  continuing  very  near  the 
March  level.  A  few  days  of  bad 
weather  brought  the  results  down  a 
trifle. 

The  company  will  be  called  upon  to 
negotiate  new  contracts  with  irterurban 
lines  for  trackage  rentals  on  May  1 
and  a  new  wage  contract  has  been  sub- 
mitted to  take  the  place  of  the  present 
agreement,  which  expires  on   May   21. 

The  platform  men  and  shop  men  have 
asked  for  increased  wages,  but  the 
amount  demanded  has  not  been  an- 
nounced to  the  public. 


New  Reorganization  Plan  Means 
Capital  Reduction 

Under  the  terms  of  the  reorganiza- 
tion of  the  United  Gas  &  Electric  Cor- 
poration, New  York,  N.  Y.,  first  pre- 
ferred shareholders  of  the  present 
company  will  receive  seven  shares  of 
common  and  seven  shares  of  preferred 
in  the  new  company  for  each  ten  shares 
held.  Second  preferred  shareholders 
will  receive  common  stock  of  the  new 
company  on  a  share  for  share  basis. 
The  new  common  is  of  $10  par  value. 
Holders  of  the  present  common  stock 
will  receive  one  share  of  the  new  stock 


740 


Electric    Railway    Journal 


Vol.  61,  No.  17 


for  every  three  shares  held.  The  com- 
mon stock  of  the  Berkshire  Corporation, 
a  concern  controlling  three  electrical 
companies  operating  in  Lancaster 
County  and  included  in  the  reorganiza- 
tion, having  no  preferred,  will  be  ex- 
changed on  a  share  for  share  basis 
with  the  common  stock  of  the  new 
company. 

The  new  company  will  have  an  out- 
standing capitalization  of  $6,499,360 
preferred  and  $2,404,636  common,  mak- 
ing a  total  of  $8,903,996.  The  new 
preferred  stock  will  be  preferred  both 
as  to  dividends  and  assets  in  liquida- 
tion, and  will  draw  5  per  cent  cumu- 
lative dividends  the  first  two  years,  6 
per  cent  cumulative  dividends  for  the 
succeeding  two  years,  and  7  per  cent 
cumulative  dividends  thereafter.  It 
will  be  redeemable  in  whole  or  in  part  at 
the  option  of  the  corporation  at  $105. 


Outlook  for   British   Columbia 
Electric  Railway  Improved 

The  gross  earnings  of  the  British 
Columbia  Electric  Railway,  Vancouver, 
B.  C,  for  the  year  ended  June  30,  1922, 
show  a  decrease  of  $124,299  as  com- 
pared with  the  previous  year,  due 
mainly  to  a  decrease  in  passenger  and 
freight  traffic.  This  has  been  offset, 
however,  to  some  extent  by  economies 
in  operating  expenses  and  also  by  an 
increase  in  the  revenue  from  gas  and 
lighting,  so  that  the  net  revenue  showed 
'  a  decrease  of  only  $58,409.  The  sales 
of  electricity  constituted  a  record  in 
the  history  of  the  company.  The  com- 
pany is  well  equipped  to  take  care  of 
the  demand  for  light  and  power. 

J.  Davidson,  who  presided  at  the 
meeting  of  the  company  in  London  on 
Jan.  22,  explained  in  reading  the  re- 
marks of  R.  M.  Home-Payne  that 
through  the  purchase  in  1920  of  the 
undertaking  of  the  Western  Power 
Company  of  Canada  the  company  had  a 
large  reserve  of  water-power  resources 
available  for  development  to  meet  the 
demands  for  electric  power  for  many 
years  to  come.  He  said  that  a  large 
increase  in  the  volume  of  water  at 
Stave  Lake  will  be  obtained  by  diverting 
the  waters  of  Lake  Allouette.  In  addi- 
tion the  company  expects  to  be  able  to 


obtain  as  much  as  80,000  hp.  from  the 
development  of  a  second  water  power 
site  lower  down  on  Stave  River.  Plans 
for  this  development  are  in  course  of 
pieparation. 

Notwithstanding  a  year  full  of  diffi- 
culties the  company  was  able  to  show 
results  which  made  it  possible  to  recom- 
mend the  declaration  of  final  dividends 
of  18s.  8d.  per  cent  on  the  preferred 
ordinary  stock  and  £2  9s.  8d.  per  cent 
on  the  deferred  ordinary  stock,  both 
free  of  income  tax,  making,  with  the 
interim  dividend  already  paid,  total 
dividends  for  the  year  of  £4  13s.  8d.  per 
cent  free  of  tax  on  the  preferred  ordi- 
nary stock  and  £6  4s.  8d.  per  cent  free 
of  tax  on  the  deferred  ordinary  stock. 
In  referring  further  to  the  annual 
report  of  the  company,  Mr.  Davidson 
said  that  as  was  the  case  last  year  the 
revenue  shown  on  the  profit  and  loss 
account  did  not  include  any  profit  on 
exchange  derived  on  the  remittance  of 
money  from  Vancouver  to  London,  such 
profit  being  of  an  exceptional  character. 
The  net  profit  on  exchange  has  been 
carried  direct  to  the  reserve  fund.  This 
is  considered  a  wise  measure  because 
it  is  impossible  to  forecast  how  long 
the  company  may  derive  any  advantage 
from  this  source.  Should  it  become 
necessary  to  remit  money  on  capital 
account  from  London  to  Vancouver  be- 
fore the  rate  of  exchange  becomes  nor- 
mal the  premium  on  the  dollar  may  be 
a  disadvantage  to  the  company,  against 
which  contingency  the  present  profit  on 
exchange  forms  a  useful  reserve. 

In  referring  to  the  fare  situation  at 
Vancouver,  of  which  mention  has  been 
made  previously  in  the  Electric  Raid- 
way  Journal,  Mr.  Davidson  said  that 
the  bill  which  the  provisional  Legisla- 
ture had  passed  to  provide  for  the  regu- 
lation of  passenger  rates  chargeable  to 
the  company  would,  through  the  ap- 
pointment of  a  commissioner,  provide 
a  peaceful  and  it  was  believed  equitable 
means  for  the  settlement  of  fares  in 
any  municipality  or  district  served 
where  the  company  and  authorities  con- 
cerned were  unable  to  arrive  at  a 
mutual  agreement. 

He  said  that  he  was  glad  to  be  able 
to  report  that  an  agreement  had  been 
reached  with  the  city  of  Vancouver 
establishing  the  fare  in  the  city  at  6 


cents  for  a  further  period  of  three 
years  from  Nov.  8,  1922,  and  providing 
that  either  party  should  be  entitled  at 
the  end  of  three  years  to  have  the 
fares  then  charged  revised  by  mutual 
agreement  or,-  failing  mutual  agree- 
ment, by  arbitration. 

He  took  occasion  to  express  appre- 
ciation of  the  reasonable  and  fair  atti- 
tude displayed  by  the  Legislature  of 
the  province  and  the  Council  of  the 
city  of  Vancouver  in  arriving  at  a 
settlement  of  these  matters.  He  said 
that  the  announcement  which  he  made 
would  go  far  to  remove  the  feeling  of 
distrust  with  which  Canadian  invest- 
ments are  unfortunately  at  the  present 
time  looked  upon  by  British  investors 
and  would  make  it  possible  when  the 
time  came  to  raise  capital  not  only  for 
the  development  of  this  enterprise  but 
also  for  the  other  Canadian  enterprises. 
The  company  has  built  up  at  Van- 
couver and  vicinity  an  enterprise  at  a 
cost  of  $59,000,000.  He  explained  that 
the  company  was  preparing  for  the 
benefit  of  the  shareholders  and  those 
interested  in  it  an  illustrated  booklet, 
as  it  was  felt  that  the  enterprise  had 
grown  to  such  an  extent  that  many  of 
the  shareholders  themselves  did  not 
quite  understand  the  great  value  of  the 
property  which  they  own.  It  was  ex- 
pected that  this  booklet  would  be  ready 
in  the  course  of  a  few  months.  The 
intention  is  to  send  a  copy  of  it  to 
every  shareholder. 


Maine  Railroad  Does  Better 
in  1922 

The  Cumberland  County  Power  & 
Light  Company,  Portland,  Me.,  experi- 
enced a  good  year  during  1922.  The 
surplus  for  the  year  was  $368,672  as 
compared  with  $344,624  for  the  previ- 
ous year.  The  deficit  of  the  Portland 
Railroad,  leased  by  the  company,  was 
$4,913  in  1922  compared  with  $62,796 
in  1921. 

The  company,  about  Nov.  1,  1922,  ac- 
cording to  program,  completed  the  new 
steam  station  with  two  5,000-kw.  units 
installed.  This  plant  has  operated  ef- 
ficiently and  is  altogether  very  satis- 
factory. The  company  is,  however, 
still  confronted  with  the  necessity  of 
continuing  the  expansion  of  its  power 


Latest 

Month 

Year 

Since  War        f 

Con^ectus 

of 

Indexes 

for 

April,  1923 

Compiled  for  Publi- 
cation in  this  Paper 

by 
Albert  S.  Richey 

Electric    Railway 

Engineer 
Worcester,    Mass. 

Month 

Year 
Ago 

Smce  War     | 

Ago         A«o 

Higii 

Low 

'^«»'       Ago 

Hish 

Low 

Street  Rallwa  J 

Fan** 

1913=  ■»  •>•« 

6.t» 

Mar. 
1923 
C.S9 

7.U 

May 
1921 
7.24 

Apr. 
1923 
6.89 

Eng.  News-Record 

ConstructioQ  costs 
1913=  100 

Apr.       Mar. 
1923    1    1923 
2U.5      205.2 

Apr. 
1922 
164.7 

June 
1920 
273.8 

Mar. 

1922 

162.0 

Straet  RaUway 

MaterUb* 

1913  =  inn 

Mar. 
1923 
174 

Feb. 
1923 
174 

Mar. 
1922 
1S« 

mo 

247 

Sept. 
1921 
156 

U.S.  Bur.  Lab.  Stat. 

wholesale      Com- 
modities 1913^=  100 

Mar. 
1923 
159 

Feb.       Mar. 
1923    I    1922 
157         U2 

1920 
247 

Jan. 
1922 
138 

Street  Railway 
Wagn* 

1913=-   100 

.V/3 
207 

Mar. 
1923 
207 

Apr. 
I«2 
212 
Mar.  31 
1922 
4.49 

19^0 
232 

Apr 
1923 
207 

Brads  treet's 

Wholesale      Com- 
modities i9l3=9.2I 

Apr.  1     Mar.  1  !  Apr.  1 
1923        192J        1922 
13.93      U.93  \  U.5S 

Feb.  1 
1920 
20J7 

June   1 

1921 
10.62 

S  t  e  e  1— U  n  fi  1 1  e  d 
Orders  (M  i  1 1  i  o  n 
Tons)    1913=  5   91 

Mar.  3 1 
1923 
7.40 

Feb.  28 
1923 
7.28 
Feb. 
1923 
13.22 

July   31 
1920 

Feb.  28 
1922 
4.U 

Dun's  — Wholesale 
Commodities 
1913=  120.9 

Apr.  I    Mar.i       Apr.  I 
1923    ,    1923        1922 

May  1 
1920 

July   1 
1921 
159.8 

V.S.  Bank  CaearinjU 
Ontade  N.  Y.  City 
(KDioiM) 

Bualnea*  Failures 

Number 
liabilities  (millions) 

Mar. 
1923 
15.43 

Mar. 
1922 
12.78 

March 
1920 
18.54 

Feb. 
1922 
10.65 
Sept. 
1922 
1.469 
31.92 

U.S.  Bur.  Lab.  Stat. 

Retail  food 

Mar.    i     Feb. 
1923        1923 

Mar. 
1922 
139 

June 
1920 
219 

Mar. 
1922 
139 

Mar. 
1923 
1,696 
40.98 

Feb. 

'     i*t 

1923 
1.S63 
38.15 

1922 
2.297 
61.77 

1922 
2.722 
105.7 

Nat.  Ind.  Conf.  Bd.     Mar. 
Cost  of  living                1923 
1914=  100              159.2 

Feb. 
1923 
157.5 

Mar.        July 
1922         1920 
1S4.7      204.5 

Au(r. 
1922 
154.5 

•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 
population. 

Street    Railway    Materials    index    is    relative    arverage    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,  and 
weighted  according  to  number  of  cars. 


AprU  28,  1923 


Electric    Railway    Journal 


741 


capacity,  owing  to  the  rapid  growth  of 
the  power  and  lighting  business,  ac- 
celerated, undoubtedly,  by  the  high 
price  of  coal.  The  directors  now  have 
in  contemplation  several  plans  for  pro- 
ceeding with  the  development  of  power 
production,  including  among  others  the 
consideration  of  doubling  the  capacity 
of  the  new  steam  station  immediately 
and  adding  to  the  hydro  capacity. 

The  operations  of  the  Portland  Rail- 
road improved  during  1922,  and  despite 
a  small  falling  off  in  gross  revenue,  as 
compared  with  1921,  expenses  de- 
creased, so  that  as  noted  previously  the 
deficit  for  the  railroad  for  the  year 
1922  was  $4,913  as  against  $62,796  for 
1921.  In  the  cost  of  service  of  the 
railroad  is  included  operation,  mainte- 
nance, taxes,  depreciation,  interest  on 
the  bonded  debt  and  the  5  per  cent 
gfuaranteed  dividend  upon  its  common 
stock.  The  railroad  therefore  in  1922 
earned  $95,037  of  the  total  $99,950  of 
dividends  upon  its  common  stock.  No 
increases  in  fares  were  made  during 
1922  nor  have  any  increases  been  made 
in  the  power  and  lighting  rates,  which 
remain  on  a  pre-war  basis. 

STATEMENT     OF     PORTLAND     RAILROAD 
FOR  YEARS  ENDED  DEC.  3L 

1922  1921 

Grossincome $1,668,239     $1,696,279 

Operating 

expenses-...      $1,220,276 

Taxes  accrued..  105,328       1,325,604       1,410, ';02 

Gross  income  less  operating 

expenses  and  taxes $342,635        $285,877 

Deductions  from  income. ..  .  247,598  248,723 

Netincome $95,037  «7.I54 

Dividends 99,950  99,950 

Deficit $4,913  $62,796 

The  comparative  combined  results  of 
the  operation  of  the  Cumberland  Coun- 
ty Power  &  Light  Company  and  sub- 
sidiary and  leased  companies,  namely, 
York  County  Power  Company,  West- 
brook  Electric  Company  and  Portland 
Railroad,  with  inter-company  items  of 
earnings  and  expenses  eliminated,  for 
the  years  ended  Dec.  31,  1921  and  1922, 
were  as  follows: 

~~  [922  \92\ 

Grossincome $3,467,564     $3,J«5,I10 

Operating 

expenses.  .  .  .     $1,940,488  

Taxes  accrued..  295,077  *2,235,565       2,242,835 

Gross  income  less  operating 

expenses  and  taxes $1,231,999     $1,062,275 

Deductions  from  income.. .  .  719,472  697,876 

Netincome $512,527        $364,399 

Preferred  stock  dividends.    .■  159.646  241.500 

Surplus $352,881        $122,899 

♦For  the  year  ended  Dec  31.  1922,  the  sum  of 
$229,200  was  included  in  the  item  of  operating 
expenses  for  depreciation. 


Railway  Securities  at  Auction 

Electric  railway  securities  sold  at 
auction  by  A.  H.  Muller  &  Sons,  New 
York,  on  April  26  were  as  follows: 

$11,000  South  Carolina  Gas  &  Electric  Com- 
pany first  mortgage  6  per  cent  bonds,  due 
1942  ;  12'i   per  cent. 

60  shares  Cities  Service  Company  preferred 
B :  $5i  per  share. 

J8.50  Cities  Service  Coinpany  common  cash 
scrip;  $21.25  Cities  Service  Company 
common  cash  scrip ;  %n  Cities  Service 
Company   preferred    stoclt   scrip ;    $36   lot. 

$4,000  Brooklyn  Union  Elevated  Railroad 
Company  first  mortgage  5  per  cent  bonds, 
due  1950.  coupons,  February  and  August ; 
82}  per  cent. 


Two  Utah  Interurban  Properties 
Made  Money  in  1922 

The  annual  statements  of  electric  in- 
terurban railroads  operating  in  Utah 
have  been  filed  with  the  Public  Utilities 
Commission.  The  statements  showing 
the  results  for  1922,  follow: 

Bamberger's  Electric  Railroad 

The  Bamberger  Electric  reports  an 
operating  revenue  of  $570,000,  of  which 
$421,500  is  from  its  passenger  service 
and  $105,500  from  its  freight  service, 
with  $35,000  additional  from  express 
and  various  small  items  making  up  the 
remainder.  Decreases  are  shown  in 
each  item  of  revenue  except  from  bag- 
gage, and  total  approximately  $73,500. 
However,  the  operating  expenses  of 
$406,000  for  the  year  show  a  decrease 
of  $153,000  as  compared  with  the  year 
1921. 

From  the  net  revenue  from  railway 
operations  the  company  paid  nearly 
$40,000  in  taxes.  Other  principal  out- 
lays were  $72,000  in  interest  on  funded 
debt,  $13,000  on  unfunded  debt,  and 
from  the  balance,  which  was  transferred 
to  profit  account,  the  railroad  paid  a 
preferred  stock  dividend  of  $30,000. 
Some  other  expenditures,  including 
nearly  $11,000  in  adjusting  accounts 
with  the  Ogden  Terminal  Company, 
left  a  net  increase  in  the  corporate  sui'- 
plus  for  the  year  of  a  little  more  than 
$5,000.  No  dividends  were  paid  on 
common  stock.  Depreciation  and  oper- 
ating reserves  for  the  year  were  in- 
creased by  about  $67,000.  The  books 
indicate  an  investment  in  road  and 
equipment  of  about  $3,720,000. 

Utah-Idaho  Central  Railway 

The  Utah-Idaho  Central  shows  a  book 
investment  in  road  and  equipment  of 
$5,600,000,  with  a  depreciation  set  up 
during  the  year  of  $12,000.  Its  opei-at- 
ing  revenue  of  $822,000  was  $111,000 
less  than  last  year,  while  its  operating 
expenses  of  $514,000  were  $149,000  less 
than  last  year.  The  net  revenue  from 
railway  operations,  therefore,  $308,000, 
was  $39,000  more  than  in  1921.  Taxes 
amounting  to  more  than  $70,000  were 
the  first  charge  against  this.  The  com- 
pany received  as  contributions  during 
the  year  one  year's  interest  on  certain 
bonds  and  convertible  notes  amounting 
to  $37,000.  Thus,  the  total  gross  in- 
come, after  deducting  operating  ex- 
penses, was  $375,000.  Interest  charges, 
however,  were  $311,000,  so  that  the 
company  realized  a  loss  of  $36,000  dur- 
ing the  year,  and  paid  no  dividends. 

The  company's  passenger  revenue 
during  the  year,  close  to  $350,000,  was 
$40,000  less  than  in  the  previous  year, 
and  its  freight  revenue  of  $375,000 
showed  a  falling  oflF  of  $88,000  as  com- 
pared with  1921.  There  was  an  increase 
of  $10,000  in  express  revenue. 

Salt  Lake  &  Utah  Railroad 

The  Salt  Lake  &  Utah  Railroad,  gen- 
erally known  as  the  Orem  Electric  Rail- 
road, made  a  net  income  of  $70,383  for 
the  year  1922,  as  against  $29,824  for 
1921.    The  figures  show  a  gross  income 


for  last  year  of  $753,797,  which  is  $43 
more  than  that  of  1921.  There  is  a  big 
drop  in  operating  expenses,  however, 
this  having  been  $526,278  for  1922  as 
against  $568,715  for  1921.  This  leaves 
a  net  revenue  of  $227,518  for  1922  in 
comparison  with  $185,040  for  1921.  The 
interest  charges  for  1922  were  $157,136 
and  those  in  1921  were  $155,216. 

Charges  for  amortization  of  discount 
and  miscellaneous  debits  dropped  from 
$15,558  in  1921  to  $8,686  for  1922,  and 
$18,087    is   charged    to   depreciation    in 

1921  and  $18,546  in  1922.  These  figures 
leave  a  balance  on  hand  for  the  year 

1922  of  $43,151  as  against  a  deficit  for 
1921  of  $3,821. 


Receiver    Operating     Property. — The 

St.  Albans  &  Swanton  Traction  Com- 
pany, St.  Albans,  Vt.,  is  being  operated 
under  the  direction  of  Receiver  P.  E. 
Sullivan. 

Brooklyn  Foreclosure  Sale  Set  for 
May  11. — The  properties  of  the  Brook- 
lyn (N.  Y.)  Rapid  Transit  Company 
are  scheduled  to  be  sold  under  fore- 
closure on  May  11.  This  is  another 
step  in  connection  with  the  reorganiza- 
tion of  the  company. 

Dividend  Declared — The  trustees  of 
the  Eastern  Massachusetts  Street  Rail- 
way, Boston,  Mass.,  have  declared  an 
initial  dividend  of  2  J  per  cent  in  cash 
on  the  adjustment  stock.  The  dividend 
will  be  payable  May  15  to  holders  of 
record  on  May  1. 

Net  Income  of  $360,095.— The  Market 
Street  Railway,  San  Francisco,  Calif., 
for  the  three  months  ended  March  31, 
1923,  reports  a  railway  operating  rev- 
enue of  $2,374,439  and  operating  ex- 
penses of  $1,696,090.  The  net  income 
realized  was  $360,095. 

Railway  Buys  Property. — Contracts 
have  been  made  for  the  sale  to  the 
Public  Service  Corporation  of  New  Jer- 
sey of  the  property  adjoining  its  home 
office  and  railway  terminal  in  Newark. 
The  purchase  was  made  to  take  care  of 
the  growing  needs  of  the  business. 

Denies  Right  to  Abandon  Line. — The 
Interstate  Commerce  Commission  re- 
cently denied  the  application  of  the 
Boise  (Idaho)  Valley  Traction  Com- 
pany to  abandon  a  line  of  railroad  in 
Ada  County,  Idaho,  extending  from 
Onweiler's  Junction  to  McDermott,  a 
distance  of  approximately  4  miles. 

Trustee  Appointed.  —  The  Federal 
court  has  appointed  C.  G.  Taylor  of 
Lima,  Ohio,  as  trustee  to  reorganize  the 
Lima  &  Defiance  division  of  the  former 
Ohio  Electric  Railway.  The  Lima  & 
Defiance  Railroad,  the  new  company, 
will  operate  a  line  42  miles  long  built 
over  a  private  right-of-way  between  the 
two   cities. 

Offer  Portland  Bonds. — National  City 
Company  and  Halsey,  Stuart  &  Com- 
pany are  offering  an  additional  issue  of 
$2,000,000  of  first  lien  and  refunding 
mortgage  6  per  cent  gold  bonds  of  the 
Portland  Railway  &  Light  Company, 
Portland,  Ore.  The  price  is  94i,  to 
yield  6.45  per  cent.  The  bonds  are 
dated  May  1,  1922,  and  are  due  in  1047. 


742 


Electric    Railway    Journal 


Vol.  61,  No.  17 


Traffic  and  Transportation        J 


Recommends  Return  of  Higher 
Fare  in  Seattle 

In  a  report  to  the  City  Council, 
George  F.  Russell,  superintendent  of 
public  utilities,  recommends  a  return 
to  the  8J-cent  carfare  on  the  Seattle 
Municipal  Railway  lines.  Mr.  Russell 
also  recommended  a  draft  on  the  gen- 
eral fund  to  help  meet  railway  expenses, 
but  the  City  Council  refused  to  con- 
sider such  a  plan. 

In  the  report,  Mr.  Russell  comments 
on  economies  that  he  believes  will 
greatly  reduce  operating  expenses, 
among  them  being  the  use  of  one-man 
cars. 

He  states  that  forty-five  cars  were 
converted  last  year,  and  that  the 
department  hopes  to  convert  seventy- 
five  cars  this  year.  The  report  recom- 
mends the  discontinuance  of  the  Youngs- 
town  and  Ray  Street  shuttle,  stating 
that  it  will  save  $17,500  a  year.  The 
report  also  calls  attention  to  the  law 
passed  by  the  recent  Legislature  allow- 
ing the  organization  of  improvement 
districts  for  the  payment  of  street  car 
line  extensions  by  bond  issues,  and  says 
that  many  neighborhoods  are  becoming 
interested  in  the  plan,  which  will  bring 
further  relief  to  the  street  railway  sys- 
tem. The  cost  of  extensions  last  year 
is  placed  at  $70,000. 

In  discussing  the  matter  of  the  fail- 
ure of  the  5-cent  fare  to  attract  many 
additional  riders  Mr.  Russell  said: 

We  do  not  believe  that  a  single  automobile 
owner  left  his  car  at  home  to  ride  in  the 
cars  because  ot  this  reduction.  Nor  is  there 
any  reason  to  think  there  has  been  increased 
interest  shown  by  the  people  to  stimulate 
Increased  patronage.  No  serious  hardship 
has  been  worlced  upon  the  system  by  this 
trial,  nor  has  anyone  suffered  any  loss. 
While  it  is  true  that  the  rate  has  been 
In  effect  but  forty  days,  there  is  enough 
evidence  in  hand  to  show  the  car  riders 
are  not  sufficiently  in  favor  of  a  5-cent  fare 
to  ride  enough  to  cover  the  loss  in  receipts 
occasioned  by  the  drop. 


west,  over  the  Parkway.  Bus  develop- 
ments by  the  same  interests  are  pend- 
ing also  in  the  cities  of  Syracuse  and 
Schenectady. 


Buses  for  New  York  State 
Railways 

The  New  York  State  Railways,  Roch- 
ester, N.  Y.,  is  going  into  the  bus  busi- 
ness in  earnest.  This  is  shown  by  the 
fact  that  orders  for  twelve  buses  were 
placed  during  the  week  ended  April  21 
and  that  on  April  24  officers  were 
elected  of  the  Rochester  Railways  Co- 
ordinated Bus  Lines,  Inc.,  and  the  Utica 
Railways  Co-ordinated  Bus  Lines,  Inc., 
both  recently  .  incorporated  under  the 
laws  of  the  state  of  New  York. 

The  buses  are  scheduled  for  delivery 
late  in  June.  They  will  be  of  the 
twenty-five  passenger  type,  Brockway 
chassis  with  Kuhlman  bodies.  Five  are 
of  the  trolley  bus  type  for  use  on  Dewey 
Avenue,  Rochester,  and  seven  are  gaso- 
line vehicles  which  will  be  distributed 
in  various  cities.  The  gasoline  service 
proposed  for  Rochester  is  an  extension 
of  the  Dewey  Avenue  rail  line,  into  the 
adjoining  town  of  Greece.  In  Utica 
service  is  planned  across  town,  east  to 


Higher  Fare  Suggested 

Committee  of  Shreveport  Citizens  Sug- 
gests Return  of  8  per  Cent 
on  Invested  Capital 

The  Shreveport  (La.)  Railways  is  en- 
titled to  a  net  return  of  8  per  cent  on  its 
invested  capital.  This  is  the  opinion 
of  a  committee  of  citizens  of  Shreve- 
port appointed  by  Huey  P.  Long,  chair- 
man of  the  Public  Service  Commission 
of  Louisiana,  to  investigate  the  affairs 
of  the  company,  and  recommend  action 
that  would  improve  the  service  ren- 
dered. The  committee  has  submitted 
its  report  to  Commissioner  Long. 

The  committee  also  recommended  to 
the  Mayor  that  an  ordinance  be  enacted 
outlining  regulations  for  the  operation 
of  jitneys  and  that  operators  be  re- 
quired to  follow  designated  routes  and 
maintain  fixed  schedules.  A  bond  of 
$10,000  is  also  suggested  as  a  require- 
ment to  be  exacted  from  each  jitney 
operator. 

The  committee's  investigation  was 
made  in  connection  with  the  hearing  on 
the  traction  company's  petition  for  an 
increase  in  fares  from  5  cents  to  7 
cents.  The  chairman  of  the  committee 
was  Major  V.  Grosjean. 

After  recommending  that  additional 
cars  be  placed  in  service  on  several 
lines  and  that  extensions  be  built  on 
the  State  Fair  Grounds  line  to  the 
United  States  Sheet  &  Window  Glass 
Company's  plant  at  Jewella,  the  com- 
mittee presented  an  analysis  of  the 
company's  earnings  under  the  present 
5-cent  fare  and  showed  what  earnings 
probably  would  be  under  a  6-cent  fare. 
The  committee  finds  that  for  the  year 
ended  Dec.  31,  1922,  the  operating  ex- 
penses of  the  company  totaled  $536,067. 
If  to  this  sum  there  was  added  the 
increased  operating  costs  arising  from 
the  proposed  increase  in  service,  the 
total  operating  cost  would  be  $590,309. 
This  would  leave  a  net  revenue  for  the 
company  of  $39,769,  or  a  return  of  1.78 
per  cent  on  the  $2,244,163  physical  val- 
uation of  the  property  now  owned  by 
the  company  and  as  increased  in  the 
recommendations   for   extensions. 

On  a  6-cent  fare  the  committee  pre- 
sents the  deductions  that  the  income 
from  11,919,602  passengers  (during 
1922  the  company  carried  10,837,513 
passengers,  and  it  is  claimed  the  exten- 
sions would  add  1,092,089  passengers) 
would  be  $715,176;  income  from  school 
tickets  $32,698;  income  from  advertise- 
ments $1,400,  making  total  income 
$749,274.  Operating  costs  for  the  year 
are  estimated  at  $590,309.  This  would 
leave  a  net  return  of  $158,965,  or  7.08 
per  cent  on  the  invested  capital. 


Gorgeous  Elevated  Cars  in  the 
Spring,  Tra-La 

The  first  orange  colored  elevated 
train  of  the  Manhattan  Elevated  Rail- 
way, New  York,  N.  Y.,  burst  upon  the 
New  York  sky  line  on  April  24.  For 
several  days  previous  to  the  operation 
of  the  first  repainted  car  whispered 
hints  had  emanated  from  I.  R.  T. 
creators  of  transit  fashions  that  orange 
trimmed  with  black  would  be  the  der- 
nier cri,  as  the  Tribune  put  it,  for  ele- 
vated trains  this  spring. 

President  Hedley  of  the  Interborough 
Rapid  Transit  Company,  which  operates 
the  elevated  lines  under  lease,  explained 
at  the  time  of  the  operation  of  the  first 
newly-painted  train  that,  after  trying 
several  shades  of  blue  and  red,  orange 
finally  had  been  selected  as  the  best 
color  to  repaint  all  the  elevated  cars.  It 
was  found  to  be  the  most  sanitary,  he 
declared,  and  in  the  long  run,  the  most 
economical. 

The  cars  are  being  reconditioned  at 
the  rate  of  twenty-one  a  week,  so  that 
it  will  require  nearly  two  years  to  finish 
painting  the  rolling  stock  now  in  com- 
mission. The  ceilings  of  the  cars  are  to 
be  a  glazed  white,  which  will  add  25 
per  cent  to  the  illumination  at  night. 
There  will,  however,  be  no  decrease  in 
the  quantity  of  artificial  illumination. 

Besides  Mr.  Hedley,  the  "Goldenrod," 
as  the  new  trains  have  been  popularly 
named,  on  its  maiden  trip  carried  W.  L. 
Pepperman,  vice-president  of  the  Inter- 
borough; H.  H.  Vreeland,  director  of 
welfare;  S.  V.  Smith,  superintendent  of 
elevated  railways;  A.  L.  Merritt,  super- 
intendent of  subways;  G.  H.  Pegrim, 
chief  engineer,  and  other  ofiicials. 

The  train  left  Rector  Street  at  11:  36 
a.m.  and  went  as  far  as  155th  Street. 
It  went  at  once  into  the  regular 
schedule. 

The  writer  of  the  account  contained 
in  the  Tribune  of  the  running  of  the 
new  train  said  in  part': 

The  sophisticated  zephyrs  that  ventilate 
the  financial  district  became  audible  with 
astonishment  yesterday  when  what  at  first 
sight  they  must  have  taken  for  a  flight  of 
yellow  taxis  swept  grandly  up  the  Sixth 
Avenue  "L"  tracks  from  South  Ferry,  and 
came  to  rest  at  the  Rector  Street  station. 
It  was   the   Goldenrod   Limited ! 

Frank  Hedley,  president  of  the  Inter- 
borough, with  one  hand  resting  negligently 
upon  the  controller,  which  had  Just  been  re- 
linquished to  him  by  the  motorraan  for  pic- 
torial purposes,  stuck  his  head  out  of  the 
cab  and  graciously  permitted  the  camera- 
men to  do  their  stuff.  Traction  officials, 
reporters,  and  a  few  dazed  patrons  of  the 
Elevated  Railroad  clambered  aboard.  Mr. 
Hedley  gave  place  to  Mr.  McGuire,  the 
motorman.  The  Goldenrod,  redolent  of 
very  fresh  paint,  and  bearing  on  its  brilliant 
sides  the  legend  "Fresh  Air  Line,"  resumed 
its  gorgeous  progress. 

Notwithstanding  these  announcements, 
when  the  Goldenrod  paused  at  the  E'ightli 
Street  station,  Greenwich  Villagers  were 
heard  to  tell  one  another  excitedly  that  if 
elevated  trains  were  to  be  decorated  like 
Village  tearooms  that  nourish  Village 
genius,  the  debasement  of  Art — with  a  capi- 
tal A — in  America  was  complete.  At  Herald 
.Square,  a  small  boy  informed  the  platform 
at  large  that  the  Goldenrod  must  be  Presi- 
dent Harding's  special  train,  and  declined 
to  embark  until  promised  by  the  guard  tliat 
he  would  not  be  arrested. 

The  management  of  the  Interborough 
company  has  issued  a  twenty-one-page 
pamphlet  entitled  "The  New  Rapid 
Transit  Problem,"  in  which  it  explains, 
in  an  open  letter  to  the  public  of  New 
York  City,  the  railway's  position  rela- 


AprU  28,  1923 


Electric    Railway    Journal 


743 


tive  to  the  public  needs.  The  company 
has  also  issued  a  small  circular  entitled 
"Ride  on  the  Open  Air  Elevated,"  which 
will  be  of  special  interest  to  baseball 
fans  as  it  contains  a  list  of  the  ball 
games  to  be  played  in  New  York  during 
the  coming  season. 

It  also  contains  a  map  of  the  I.  R.  T. 
elevated  lines  and  other  special  features 
pertaining  to  the  service. 


Suggests  Ten  Rules  for  Safety 

According  to  the  Wisconsin  Public 
Utilities  Bureau  ten  safety  rules  sug- 
gested by  studies  of  the  cause  of  auto- 
mobile-street railway  collisions  in  Wis- 
consin have  been  proposed  by  B.  W. 
Arnold,  chairman  of  the  electric  railway 
section  of  the  Wisconsin  Utilities  Asso- 
ciation. 

To  illustrate  the  need  of  closer  co- 
operation between  users  of  the  streets 
with  the  view  of  checking  the  increasing 
number  of  accidents,  Mr.  Arnold  quoted 
statistics  compiled  by  R.  M.  Howard, 
vice-president  of  the  Wisconsin  Rail- 
way, Light  &  Power  Company,  showing 
that  more  than  50  per  cent  of  the  street 
railway  accidents  in  Wisconsin  are  auto- 
mobile-street  ear   collisions. 

Mr.  Arnold  suggested  that  every  rail- 
way send  the  following  ten  safety  sug- 
gestions to  motor  car  owners  in  their 
territory : 

1.  Make  sure  street  car  is  not  coming 
when  starting  out  from  the  curb. 

2.  Do  not  trail  street  car  too  closely. 

3.  Cross  crossings  cautiously. 

4.  Be  watchful  of  street  car  making  curve 
so  as  not  to  be  hit  by  the  swing  of  the  rear 
end. 

5.  Avoid  parking  cars  near  street  car 
curves  in  narrow  streets  so  as  not  to  be 
caught  "in  the  pinch." 

6.  Avoid  speeding  to  get  ahead  of  street 
car  when  other  cars  are  parked  at  the  curb. 

7.  Avoid  crossing  in  rear  of  street  car. 
Other  cars,  unseen,  may  be  coming  in  the 
opposite  direction. 

8.  To  get  ahead  of  street  car,  make  sure 
it  is  well  to  the  rear  before  cutting  in 
front. 

9.  Observe  the  law  and  do  not  pass  street 
car  while  it  is  taking  on  or  discharging 
passengers. 

10.  When  parking  at  curb  in  narrow 
streets,  be  sure  there  is  plenty  of  room  for 
street  cars  to  pass. 

Mr.  Arnold  said  that  the  total  number 
of  automobile-street  car  accidents  in 
Wisconsin  in  1922  was  5,780;  in  1918, 
3,497.  Further  that  the  records  show 
fully  90  per  cent  of  the  collisions  were 
caused  by  motorists  running  into  street 
cars. 


Bandits  Get  $400  in  Trolley  Holdup. 

— Three  bandits  held  up  the  crew  and 
seven  passengers  of  a  Pittsburgh  (Pa.) 
Railways  car  near  West  Alexander 
shortly  before  midnight  on  April  23. 
After  pulling  the  trolley  from  the  wire 
and  throwing  the  car  into  darkness 
they  robbed  the  occupants  of  the  car  of 
more  than  $400  in  cash  and  jewelry. 

Through  Routes  and  Intrastate  Rates 
Given. — The  Michigan  Public  Utilities 
Commission  on  April  12  at  Lansing 
reinstated  its  former  order  giving  the 
village  of  Dewitt  through  routes  and 
intrastate  rates.  The  defendants  in 
the  case  were  the  Michigan  United 
Railways  and  five  steam  properties. 
The  ruling  of  the  commission  follows 
the  order  of  the  Interstate  Commerce 
Commission. 


Traffic  Survey  Made. — John  A.  Beeler 
has  submitted  his  report  of  the  electric 
railway  situation  in  New  Orleans,  La. 
He  says  that  the  present  system  cannot 
take  care  of  the  increase  in  territory, 
since  no  extensions  have  been  made 
since  1915.  Among  the  recommenda- 
tions is  a  new  track  layout  calling  for 
the  elimination  of  37  miles  now  in  use 
and  installation  by  way  of  extensions 
at  other  points  of  S4  miles. 

Appeals  for  Railway  Patronage. — 
The  Oregon  Electric  Company,  operat- 
ing in  the  Willamette  Valley  of  Oregon, 
has  made  an  appeal  to  the  merchants 
and  other  business  men  in  the  valley 
reminding  them  that  continued  patron- 
age of  truck  lines  in  preference  to  the 
railway  will  mean  that  the  company 
must  go  into  the  hands  of  the  receiver. 

Extends  Transfer  Privileges.  —  The 
Public  Utilities  Commission  has  issued 
an  order  increasing  transfer  privileges 
between  the  Washington  Railway  & 
Electric  Company  and  the  Capital  Trac- 
tion Company  in  the  northwest  section 
of  Washington,  D.  C.  The  order  be- 
came effective  on  April  1.  The  order 
was  in  the  form  of  an  amendment  to 
the  permit  under  which  the  Washington 
Railway  &  Electric  Company  operates 
motor  buses  on  Park  Road. 

Eight-Cent  Fare  Upheld. — As  a  re- 
sult of  a  recent  decision  of  the  State 
Supreme  Court  of  Pennsylvania  the  8- 
cent  fare  on  the  lines  of  the  Scranton 
(Pa.)  Railway  is  upheld.  The  court 
approved  the  ruling  of  the  Pennsyl- 
vania Public  Service  Commission  in 
placing  a  valuation  of  $9,000,000  on  the 
property  as  a  basis  for  the  8-cent  fare. 
The  city  of  Scranton  appealed  against 
the  ruling  of  the  commission  more  than 
a  year  ago  and  this  decision  is  the 
result. 

Better  Service  Promised  Improvement 
Club. — The  Tacoma  Railway  &  Power 
Company  has  promised  a  trial  of  fifteen- 
minute  service  on  the  South  Tacoma 
Avenue  line.  Division  Avenue  to  Cen- 
ter Street,  as  first  fruits  of  the  cam- 
paign for  better  service  on  the  Avenue 
by  the  Tacoma  Avenue  Improvement 
Club,  which  started  eighteen  months 
ago.  The  club  will  endeavor  to  secure 
the  routing  of  the  Tacoma  Avenue  cars 
beyond  Center  Street  across  the  bridge 
to  South  Tacoma. 

Applies  for  Bus  Rights. — The  Trenton 
&  Mercer  County  Traction  Corporation, 
Trenton,  N.  J.,  has  applied  to  the  Tren- 
ton City  Commission  for  permission  to 
operate  buses  on  Olden  Avenue  and  also 
one  line  to  start  from  the  Murray  Com- 
pany plant  in  East  Trenton  and  through 
Greenwood  Avenue  to  Front  and  Mont- 
gomery Streets  in  the  heart  of  the  city. 
Rankin  Johnson,  president  of  the  trac- 
tion company,  in  making  application 
before  the  commission  said  that  his 
company  was  anxious  to  serve  the  peo- 
ple living  on  streets  where  no  trolley 
cars  were  operated. 

Council  Rejects  Bus  Franchise. — The 
City  Council  of  Buffalo  by  unanimous 
vote  rejected  the  application  of  the  In- 
ternational Railway  for  an  exclusive 
franchise    to    operate    motor  buses    in 


Delaware  Avenue  to  the  Buffalo  city 
line  at  a  10-cent  fare  and  3-cent 
transfer  charge.  The  City  Council  also 
deferred  action  on  the  company's  appli- 
cation for  a  bus  franchise  in  Bailey 
Avenue  at  a  7-cent  fare  with  free 
transfers.  Merchants  and  property 
owners  along  Delaware  Avenue  pleaded 
with  the  municipal  authorities  for  the 
issuance  of  a  bus  franchise  to  the  In- 
ternational Railway  or  any  other  re- 
sponsible company.  The  City  Council 
believed  that  a  10-cent  fare  and  3-cent 
transfer  charge  to  cars  of  the  Inter- 
national Railway  were  too  high  and  the 
International  was  asked  to  adopt  the 
universal  7-cent  fare  with  free  transfers 
on  its  bus  line,  the  same  as  the  local 
traction  lines. 

Fair  Grounds  Fare  Discussed. — 
The  decision  of  the  Minnesota  Supreme 
Court  filed  April  20  in  what  is  known 
as  the  State  Fair  rate  case  has  a  bear- 
ing on  the  interurban  fare  between 
Minneapolis  and  St.  Paul.  The  Twin 
City  Rapid  Transit  Company  got  per- 
mission from  the  Minnesota  Railroad  & 
Warehouse  Commission  to  put  in  a 
one-rate  fare  between  Minneapolis  and 
the  State  Fair  grounds,  12  cents  being 
the  regular  rate.  The  Fair  ground 
gates  are  nearer  St.  Paul  than  Minne- 
apolis and  are  within  the  one-fare  zone 
from  that  city,  and  the  city  got  a  re- 
straining order  from  Judge  F.  M.  Catlin 
of  the  Ramsey  District  Court  on  Aug. 
12,  just  before  the  Fair.  It  is  now 
about  eight  months  since  the  commis- 
sioners appealed  to  the  Supreme  Court 
for  aid,  and  it  is  significant  that  the 
aecision  did  not  appear  until  after  the 
Legislature  decided  not  to  repeal  the 
state  law  under  which  the  commission 
has  the  electric  railway  rate-making 
power.  Notwithstanding  its  attitude 
in  the  State  Fair  rate  matter  St.  Paul 
subsequently  prepared  a  bill  to  make 
the  two  cities  a  one-fare  metropolitan 
area,  a  bill  which  was  not  passed. 

I.  C.  C.  Must  Pass  on  Interchange 
Book. — Inquiries  having  been  received 
by  the  Central  Electric  Traffic  Asso- 
ciation from  various  electric  carriers 
indicating  that  they  might  possibly  wish 
to  honor  the  new  non-transferable  in- 
terchangeable steam  railroad  book,  the 
association  took  up  the  question  with 
the  Central  Passenger  Association  to 
ascertain  whether  or  not  electric  car- 
riers could  be  made  a  party  to  a  steam 
railroad  tariff  covering  this  ticket,  and 
if  it  would  be  permissible  for  the  elec- 
tric carriers  to  honor  the  ticket  without 
selling  the  same.  The  reply  from 
Chairman  Fox  of  the  Central  Passenger 
Association  indicates  that  it  is  the  in- 
dividual conclusion  of  the  members  of 
the  association  that  the  book  arrange- 
ment be  not  made  applicable  inter- 
changeably with  electric  lines  operating 
in  the  Central  Passenger  Association 
territory.  The  federal  court  at  Bos- 
ton on  April  23  issued  an  order  enjoin- 
ing the  I.  C.  C.  from  enforcement  of  its 
order  and  relieving  the  railroads  from 
the  obligation  of  placing  interchange- 
able mileage  tickets  of  a  face  value  of 
$90  and  good  for  2,500  miles  on  sale 
at  $72. 


744 


Electric    Railway    Journal 


Vol.  61,  No.  17 


C 


Personal  Items 


1 


Michigan  Railroad  Men  Promoted 

F.  W.  Brown   New  General  Superintendent — All  Men   Promoted   Have 
Risen  from  Ranks — Officers'  Careers  Reviewed 


FOLLOWING  the  resignation  of 
Harro  P.  Harrsen  as  a^istant  gen- 
eral manager  of  the  Michigan  Railroad, 
Grand  Rapids,  Mich.,  operating  159 
miles  of  interurban  railway,  a  number 
of  changes  were  made  in  the  personnel 
of  the  company.  F.  W.  Brown,  for- 
merly traffic  manager,  was  made  gen- 
eral superintendent  of  the  western  and 
northwestern  divisions;  J.  H.  Weldon, 
formerly  chief  of  the  traffic  bureau, 
was  made  traffic  manager;  O.  J.  Han- 
sen, formerly  chief  clerk,  was  made 
superintendent  of  the  western  division; 
J.  C.  Taylor,  formerly  trainmaster,  was 
made  superintendent  of  the  North- 
western division,  and  C.  P.  Gerth,  for- 
merly local  freight  agent,  was  made 
chief  of  the  tariff  bureau.  Mr.  Harr- 
sen, it  will  be  recalled,  resigned  from 
the  company  to  become  connected  with 
the  Electric  Bond  &  Share  Company, 
New  York. 

Frederick  W.  Brown 

Mr.  Brown  gained  his  first  railroad 
experience  at   the   age   of  twenty-two 


of  the  Michigan  Railway  and  con- 
tinued in  this  capacity  until  the  amal- 
gamation of  this  and  the  other  prop- 
erties into  the  Michigan  Railway  Lines, 
at  which  time  he  was  made  traffic  man- 


Frederick   W.   Brown 


Jame^  H.   Weldon 


portation  of  freight  electrically.  It  was 
he  who  conceived  the  idea  of  developing 
the  freight  end  of  the  business  and  ad- 
vanced as  his  solution  of  the  congestion 
problems  which  immediately  presented 
themselves  the  contention  that  freight 
trains  should  be  moved  at  night,  when 
the  tracks  and  equipage  were  not  in 
use  for  passenger  service. 

Mr.  Brown  was  born  on  a  farm  near 
Battle  Creek,  Mich.,  in  1871.  Until  he 
was  fifteen  years  old  he  lived  the  usual 
rugged  life  of  the  early  Michigan  farm 
lad.  When  he  had  reached  the  age  of 
fifteen,  his  parents  moved  to  Olivet, 
Mich.,  and  it  was  there  that  Mr.  Brown 
secured  his  education.  Shortly  after 
his  family  had  settled  in  Olivet,  Mr. 
Brown  was  enrolled  in  the  local  high 
school  and  upon  his  graduation,  four 
years  later,  he  entered  Olivet  College, 
completing  his  course  there  in  1892.  It 
was  then  that  Mr.  Brown  struck  out 
for  himself  and  commenced  railroad- 
ing. Mr.  Brown's  sympathetic  under- 
standing, his  kindliness  and  cordiality 
have  made  him  one  of  the  most  highly 
respected  and  genuinely  liked  men  in 
Middle  Western  electric  railway  circles. 

James  H.  Weldon 
Mr.  Weldon  was  born  in  the  village 
of  Farmer,  Ohio,  in  1875  and  received 
hi.s  education  there.  In  1898,  when 
he  was  twenty-three  years  of  age,  he, 
like  Mr.  Brown,  became  a  telegraph 
operator  for  the  Lake  Shore  &  Michi- 
gan Southern  Railway.  Later,  while 
in  steam  railroad  work  at  Lansing,  he 


Olaf    J.    Hansen 


J.   Claire  Taylor 


as  a  telegraph  operator.  After  long 
service  with  steam  roads  he  accepted 
his  first  position  with  an  electric  rail- 
way. This  was  in  1907.  He  went  to 
Jackson,  Mich.,  as  general  freight  and 
passenger  agent  for  the  Michigan 
United  Railways.  In  1913  he  was 
made  superintendent  of  the  Michigan 
&  Chicago  Railroad. 

Inasmuch  as  Mr.  Brown's  service 
since  1907  has  been  confined  exclusively 
to  roads  which  were  the  predecessors 
or  forerunners  of  the  present  Michigan 
Railroad  system,  it  almost  may  be  said 
that  he  has  been  with  his  present  com- 
pany for  sixteen  years.  Both  the 
Michigan  &  Chicago  Railroad  and  the 
Michigan  United  Railways  later  became 
part  of  the  present  Michigan  Railroad. 

In  1915  Mr.  Brown  was  appointed 
superintendent  of  the  Western  Division 


ager  of  the  consolidated  Michigan  Rail- 
way Lines.  Mr.  Brown  remained 
traffic  manager  until  the  recent  resig- 
nation of  Mr.  Harrsen.  He  was  then 
promoted  to  the  position  of  general 
superintendent  of  the  Western  & 
Northwestern  lines  of  the  Michigan 
Railroad. 

During  the  war  he  also  was  acting 
general  superintendent  in  addition  to 
traffic  manager,  and  in  1920  was  made 
acting  assistant  general  manager  owing 
to  the  enforced  absence  of  that  offi- 
cial. At  one  time,  therefore,  he  was 
solely  responsible  for  the  execution  of 
all  the  duties  connected  with  these 
three  offices. 

In  electric  railway  circles  through- 
out the  Middle  West  Mr.  Brown  is 
given  most  of  the  credit  for  demon- 
strating the  practicability  of  the  trans- 


became  acquainted  with  Mr.  Brown, 
and  the  two  have  been  closely  associated 
most  of  the  time  since  then. 

In  1909  Mr.  Weldon  entered  electric 
railway  work  with  the  Michigan  United 
Railways  as  chief  clerk  in  Mr.  Brown's 
office,  remaining  there  until  September, 
1913.  At  that  time  the  Allegan  divi- 
sion was  taken  over  from  the  Michigan 
Central  and  Mr.  Weldon  was  made 
chief  of  tariff  bureau,  which  position  he 
occupied  until  his  promotion  to  traffic 
manager  of  the  present  Michigan  Rail- 
road  in  December,  1922. 

Mr.  Weldon  is  considered  by  his 
associates  an  unusually  thorough  stu- 
dent of  traffic  and  tariff  problems.  The 
institution  of  various  Interstate  Com- 
merce Commission  rulings  and  the  for- 
mulation of  other  problems  relating  to 
this    phase   of    the   business     have    re- 


April  28,  1923 


Electric    Railway    Journal 


745 


quired  the  utmost  application  and  care 
in  their  solution  and  Mr.  Weldon's  dis- 
posal of  them  has  been  considered  par- 
ticularly efficient. 

Olaf  J.  Hansen 

Mr.  Hansen  was  born  at  Holland  in 
1884.  In  1906,  after  graduating  from 
high  school,  he  entered  the  employ  of 
the  Grand  Rapids,  Holland  &  Chicago 
Electric  Railway  as  a  motorman.  He 
was  promoted  successively  to  the  posi- 
tion of  bonding  foreman,  then  car- 
house  foreman  and  later  inspector. 
Until  1916  he  occupied  the  last  men- 
tioned position,  and  then  was  made 
trainmaster  of  the  Northwestern  divi- 
sion of  the  Michigan  Railway  lines. 
Following  the  signing  of  the  armistice 
Mr.  Hansen,  who  in  the  meantime  had 
entered  military  service,  returned  to 
Michigan  and  resumed  his  connection 
with  the  Michigan  Railway  as  train- 
master of  the  Western  division  of  the 
Michigan  Railway  lines. 

After  a  short  period  of  service  in 
this  capacity,  he  was  appointed  assis- 
tant to  H.  P.  Harrsen,  who  then  was 
assistant  general  manager  of  the 
Michigan  Railway  lines.  Following  the 
reorganization  in  December,  1922,  Mr. 
Hansen  became  superintendent  of  the 
Western  division,  which  office  he  at 
present  occupies,  working  under  Gen- 
eral  Superintendent  F.  W.  Brown. 

Among  his  associates  Mr.  Hansen 
has  the  reputation  of  being  a  "crank" 
on  schedules,  insisting  always  that  his 
trains  get  off  right  on  the  dot  unless 
strict  adherence  to  the  timetable  is 
impossible. 

J.   Claire  Taylor 

Mr.  Taylor  was  born  on  a  farm  in 
Allegan  County,  Michigan,  in  1881.  He 
started  railroading  as  a  motorman  on 
the  Grand  Rapids,  Holland  &  Chicago 
electric  line,  where  he  made  Mr.  Han- 
sen's acquaintance  and  they  became 
warm  friends.  Mr.  Taylor  served  also 
as  conductor  on  this  line. 

In  1910  he  was  made  train  dis- 
patcher on  the  Grand  Rapids,  Holland 
&  Chicago  line,  which  office  he  occu- 
pied until  1913,  when  he  was  promoted 
to  the  position  of  trainmaster.  After 
three  years  as  trainmaster,  Mr.  Taylor 
left  the  service  of  the  railway  to  accept 
a  position  with  the  United  Motor  Com- 
pany of  Grand  Rapids,  remaining  with 
that  company  until  1918.  He  then  re- 
entered the  employ  of  the  interurban 
and  was  made  train  dispatcher  on  his 
old  division.  Two  years  later  he  again 
was  appointed  trainmaster  and  served 
In  this  capacity  until  his  promotion  to 
the  position  of  superintendent  of  the 
Northwestern  division,  in  January, 
1923.  All  of  Mr.  Taylor's  railway  ex- 
perience was  acquired  on  the  Grand 
Rapids,  Holland  &  Chicago  Railway, 
which  now  is  a  part  of  the  system  he 
superintends. 

Carl  P.  Gerth 

The  village  of  Troy,  Ind.,  was  Carl 
P.  Gerth's  birthplace  and  1893  was  the 
year  of  his  birth.  After  attending  high 
school    and    business    college    he    re- 


turned to  Troy  and  entered  the  em- 
ploy of  the  Southern  Railway  as  a 
helper.  In  1913  he  was  promoted  to 
the  position  of  switch  clerk  on  the 
Southern  Railway  system  and  was  sta- 
tioned at  Evansville,  Ind.  From  this 
point  his  advancement  was  rapid.  In 
1914  he  was  made  chief  rate  clerk  for 
the  Southern  at  Evansville  and  in  1915 
was  appointed  chief  correspondence 
clerk  to  the  general  freight  agent  of 
the  Southern  (Lines  West)  and  was 
stationed  at  Cincinnati.  In  1916  he 
left  the  Southern  to  become  office  man- 
ager for  the  Walsh  Baking  Company 
at  Evansville,  Ind.  In  1917,  however, 
he  again  felt  the  urge  to  get  back  into 
the  game  and  he  entered  the  employ  of 
the    Michigan    Railway   lines   as   relief 


agent  at  various  points  on  the  system. 
Three  months  after  accepting  this  po- 
sition Mr.  Gerth  was  made  joint  freight 
agent  for  the  Michigan  Railway  and 
the  Detroit  United  Railway  at  Jack- 
son. 

In  August,  1917,  Mr.  Gerth  enlisted 
in  the  engineering  corps  of  the  army  in 
the  outfit  with  Mr.  Hansen.  After  being 
discharged,  Mr.  Gerth  returned  to  the 
Michigan  Railway  lines  and  was  made 
district  freight  agent  at  Grand  Rapids, 
being  promoted  in  July,  1918,  to  the 
position  of  freight  agent  for  the  Michi- 
gan Railway  lines  in  that  city.  Mr. 
Gerth  continued  in  the  office  of  freight 
agent  until  January,  1923,  when  he  was 
made  chief  of  the  tariff  bureau  of  the 
Michigan  Railroad. 


New  Vice-President  and  Superintendent  at  Toledo 


J.  Frank  Johnson,  who  has  lately  been 
appointed  vice-president  and  general 
superintendent  of  the  Community  Trac- 
tion  Company,  Toledo,  is   perhaps  one 


J.  Frank  Johnson 


of  the  youngest  electric  railway  execu- 
tives in  the  country. 

He  was  born  at  Guthrie,  Okla.,  on 
Aug.  5,  1890,  and  spent  his  boyhood 
there  and  at  Muskogee.  Before  his 
college  career  he  worked  in  all  about 
three  years  as  a  conductor  and  motor- 
man  on  some  of  the  small  properties  at 
home. 

Mr.  Johnson  is  a  graduate  of  the 
"cadet  school"  of  the  Doherty  organi- 
zation, having  gone  to  Toledo  about 
July  1,  1916,  at  the  completion  of  his 
work  at  the  University  of  Wisconsin, 
where  he  was  graduated  with  the  de- 
grees of  Bachelor  of  Science  and  Elec- 
trical Engineer. 

From  Toledo  he  went  to  Durham, 
N.  C,  and  served  as  railway  engineer 
with  the  Doherty  traction  property 
there  for  about  a  year.  He  was  then 
transferred  to  Bartlesville,  Okla.,  where 
he  served  as  superintendent  of  railways 
for  a  few  months.  His  next  promotion 
took  him  to  the  New  York  offices  of 
Henry  L.  Doherty  &  Company,  where 
he  worked  as  assistant  railway  engi- 
neer under  R.  F.  Carbutt  for  a  period 
of  about  six  months. 

In  the  fall  of  1920  he  became  vice- 


president  and  general  manager  of  the 
Toledo  &  Western  Railroad,  an  inter- 
urban property  operating  between 
Toledo  and  Pioneer,  Ohio,  and  with  a 
branch  to  Adrian,  Mich.  When  the 
road  was  petitioned  into  receivership 
on  Dec.  31,  1920,  he  was  made  one  of 
the  receivers,  serving  through  a  period 
of  critical  operations,  involving  a  strike 
of  platform  employees,  until  his  new 
appointment  to  head  the  Toledo  prop- 
erties on  April  1. 

Mr.  Johnson  will  have  almost  full 
charge  of  the  operations  of  the  Com- 
munity Traction  Company,  as  President 
Frank  R.  Coates  spends  almost  all  of 
his  time  in  New  York  now. 

He  will  rush  through  a  schedule  of 
$500,000  of  improvements  this  summer 
and  will  then  make  preparations  for 
carrying  out  $1,000,000  of  new  con- 
struction, extensions  and  betterments, 
as  provided  for  in  the  Milner  ordi- 
nance, to  be  undertaken  in  the  next  two 
and  one-half  years. 


Dinner  Tendered  O.  H.  Simonds 

0.  H.  Simonds,  who  recently  resigned 
as  vice-president  and  general  manager 
of  the  Dubuque  (Iowa)  Electric  Com- 
pany to  become  connected  with  the  Elec- 
tric Bond  &  Share  Company,  New  York, 
was  the  guest  of  honor  at  a  farewell 
dinner  party  given  by  a  number  of  his 
business  and  other  associates  at  the 
Julien  Dubuque  Hotel.  About  thirty- 
five  business  and  professional  men  at- 
tended the  dinner  party.  In  addition 
to  Mr.  Simonds,  the  Dubuquers  had  as 
their  guests  his  successor,  Thomas 
Parker,  and  J.  Sullivan,  representing 
the  owners  of  the  local  electric  com- 
pany. At  the  conclusion  of  the  meal 
Mr.  Simonds  was  presented  with  a 
watch,  chain  and  knife.  A  number  of 
short  talks  were  then  made  by  the 
Dubuquers,  who  expressed  their  regret 
at  Mr.  Simonds'  departure.  Mr.  Sulli- 
van said  that  the  owners  of  the  Dubuque 
property  were,  indeed,  sorry  to  lose  the 
services  of  their  Dubuque  manager. 
Mr.  Parker,  the  new  manager,  also 
made  a  short  speech.  In  his  remarks 
he  referred  to  the  plans  of  the  company 
looking  toward  the  matter  of  keeping 
abreast  with  the  growth  of  the  city. 


746 


Electric    Railway    Journal 


Vol.  61,  No.  17 


W.  Nelson  Smith  Honored  for 
Research  Work 

Early  in  February  it  was  announced 
that  the  Engineering  Institute  of  Can- 
ada had  honored  W.  Nelson  Smith,  M.E., 
consulting  electrical  engineer  of  the 
Winnipeg  (Man.)  Electric  Railway,  and 
Dr.  J.  W.  Shipley  of  Manitoba  Univer- 
sity by  placing  tneir  research  paper 
on  the  self-corrosion  of  cast  iron  at 
the  head  of  the  meritorious  papers 
presented  during  the  year  1921-22. 

Now  comes  the  announcement  that 
the  council  of  the  Institute  had  accepted 
the  report  of  another  committee, 
awarding  to  Mr.  Smith  and  Dr.  Shipley 
the  Plummer  Medal,  offered  each  year 
for  the  best  paper  presented  to  the  in- 
stitute on  a  metallurgical  or  chemical 
subject,  by  reason  of  their  two  papers 
presented  during  1921  and  1922  dealing 
respectively  with  the  self-corrosion  of 
cast  iron  and  of  lead. 

The  thoroughness  of  the  proof  that 
cast  iron  and  lead  pipes  are  subject  to 
self-eorrosion  when  buried  in  soils 
carrying  certain  salts,  without  any  help 
from  electric  railway  stray  currents, 
has  now  been  noted  by  three  separate 
committees  of  the  Engineering  Insti- 
tute of  Canada. 


Mr.  Smith  remained  with  the  Public 
Service  Railway  till  1916,  when  he 
accepted  a  position  with  the  Pennsyl- 
vania-Ohio Electric  Company,  Youngs- 
town,  Ohio,  as  superintendent  of  sched- 
ules and  traffic.  He  was  promoted  to 
superintendent  of  transportation  in 
June,  1917,  and  to  general  superin- 
tendent in  January,  1919. 

As  general  superintendent  Mr.  Smith 
has  been  in  charge  of  transportation, 
including  interurban  and  city  electric 
lines  and  interurban  motor  coach  opera- 
tion, traffic  and  the  freight  department. 
In  the  same  capacity  Mr.  Smith  has 
engaged   actively  in   safety   work,   the 


W.  A.  Whitney  has  been  relieved  of 
the  duties  of  purchasing  agent  of  the 
Utah-Idaho  Central  Railroad,  Ogden, 
Utah.  He  will  continue  as  general 
manager.  The  duties  of  purchasing 
agent  are  being  performed  by  A.  L. 
Carpenter.  F.  L.  Whitney  is  traffic 
manager  of  the  company. 

Mrs.  Mabel  Knight  Roberts,  secre- 
tary to  G.  J.  Kuhrts,  general  manager 
of  the  Los  Angeles  (Calif.)  Railway, 
recently  celebrated  her  silver  anniver- 
sary of  service  with  the  company  and 
was  honored  with  presents  from  execu- 
tives of  the  railway.  Mrs.  Roberts  has 
the  distinction  of  having  been  secre- 
tary to  every  general  manager  the 
company   has   had. 


C.  D.  Smith  Made  Superintendent 
of  Beaver  Valley  Local  Lines 

W.  H.  Boyce,  general  manager  of  the 
Beaver  Valley  Traction  Company,  New 
Brighton,  Pa.,  has  announced  the  ap- 
pointment of  Clinton  D.  Smith  of 
Youngstown,  Ohio,  as  superintendent 
of  the  local  lines.  Mr.  Smith  has  en- 
tered upon  his  duties  with  the  Beaver 
Valley  Traction  Company  and  has  been 
assigned  offices  at  the  Junction. 

Mr.  Smith  was  born  in  Harrison, 
N.  J.,  on  June  27,  1888.  His  early  edu- 
cation was  received  in  the  public 
schools.  Graduating  from  high  school, 
he  matriculated  at  the  Worcester  Poly- 
technic Institute,  Worcester,  Mass.,  in 
the  department  of  electrical  engineer- 
ing, and  was  graduated  in  1912. 

Immediately  afterward  he  became  as- 
sociated with  the  Public  Service  Rail- 
way of  New  Jersey,  pursuing  the  rail- 
way engineering  course  of  that  com- 
pany. Upon  completion  of  the  course 
he  engaged  in  the  duties  of  traffic  in- 
vestigator. 


C.  D.   Smith 


promotion  of  good  public  and  muni- 
cipal relations  and  in  cases  coming  be- 
fore state  utility  commissions  and  the 
Interstate  Commerce  Commission. 


F.  H.  Richmond  has  taken  on  the 
duties  of  general  manager  of  the  Lawton 
Railway  &  Lighting  Company,  Lawton, 
Okla.,  in  addition  to  those  of  secretary 
and  treasurer.  He  was  formerly  vice- 
president,  secretary  and  treasurer.  The 
position  of  general  manager  had  pre- 
viously been  held  by  B.  R.  Stevens,  who 
was  also  president  and  purchasing 
agent.  Mr.  Stevens  continues  in  the 
capacity  of  president  and  purchasing 
agent. 


Obituary 


Joseph  S.  Goodwin 

Joseph  S.  Goodwin,  general  manager 
Department  of  Street  Railways,  City 
of  Detroit,  Mich.,  died  of  heart  disease 
at  his  home  in  that  city  on  April  23. 
Mr.  Goodwin  was  forty-six  years  old. 
Last  November  he  was  granted  six 
months'  leave  of  absence  by  the  com- 
mission in  the  hope  that  the  respite 
from  active  work  would  benefit  his 
health,  but  he  failed  to  improve  during 
the  winter  months. 

The  squabbling  with  the  Detroit 
United  Railway  forces  in  the  early 
stages  of  the  effort  to  establish  the 
first  municipal  lines  bore  down  heavily 
upon  Mr.  Goodwin.  He  was  not  built 
for  battle.  He  was  essentially  a  doer, 
and  the  truculent  fighting  left  its  mark 


upon  the  man.  Then  came  the  taking 
over  of  the  private  lines  and  the  myriad 
of  problems  and  added  responsibilities 
that  went  with  them.  Mr.  Goodwin 
had  a  great  physique,  but  there  are 
strains  to  which  even  a  man  so  well 
endowed  physically  will  succumb.  He 
ignored  the  first  signs  of  fatigue,  only 
to  be  later  prostrated  and  compelled 
temporarily  to  relinquish  his  active 
duties.  Gradually,  it  was  borne  in 
upon  Mr.  Goodwin's  friends  that  it  was 
very  unlikely  he  would  ever  be  able 
actively  to  participate  in  business 
again;  but  even  to  those  closest  to  him 
it  was  not  suspected  that  he  was  fatally 
ill.  Announcement  of  his  death  will, 
therefore,  come  as  a  great  shock  to  his 
many  friends. 

Mr.  Goodwin  was  engaged  to  work 
for  the  city  of  Detroit  when  the  plans 
were  being  put  through  for  building 
the  original  municipal  railway  system 
there.  The  brunt  of  the  planning  for 
this  work  fell  upon  him.  Later  when 
the  arrangements  were  perfected  under 
which  the  city  took  over  all  the  local 
lines  of  the  Detroit  United  Railway  on 
May  15,  1922,  he  was  made  responsible 
for  operating  the  entire  local  system. 
Some  of  the  trying  experiences  that 
went  with  the  work  of  planning  for 
the  construction  of  the  original  munici- 
pal system  in  Detroit  were  reviewed 
in  the  course  of  a  personal  on  Mr. 
Goodwin  in  the  Elexttkic  Railway 
Journal  for  May  20,  1922;  but  they 
were  in  a  sense  as  nothing  compared 
with  the  task  that  suddenly  came  upon 
him  when  he  took  over  the  lines  of  the 
private  company.  Among  these  prob- 
lems was  the  one  of  selecting  the  per- 
sonnel for  the  enlarged  system  of  more 
than  375  miles  of  track.  As  a  matter 
of  fact,  there  was  a  dearth  of  men  of 
real  talent  willing  to  become  associated 
with  the  municipal  enterprise,  but  Mr. 
Goodwin  and  those  associated  with 
him  finally  succeeded  in  mustering  a 
competent  personnel.  It  was  his  am- 
bition to  make  the  Detroit  municipal 
system  a  success  measured  by  the  same 
standards  as  employed  by  private  com- 
panies. He  was  not  prone  to  follow 
the  usual  municipal  practice  of  cover- 
ing up  losses.  His  plan  was  to  intro- 
duce economies  that  would  result  in 
actual  success,  if  such  a  thing  were 
possible.  Hence,  few  things  have  been 
overlooked  on  the  Detroit  Municipal 
Railway  that  would  improve  operating 
efficiency.  And  whatever  measure  of 
success  has  been  attained  may  be 
credited  largely  to  him. 

Mr.  Goodwin  started  railway  work 
as  a  motorman  back  in  1895-  on  a 
Massachusetts  property.  Then  he 
moved  to  Rhode  Island  and  did  the 
same  kind  of  work.  In  1901  he  was 
a  motorman  with  a  road  in  Connecticut. 
Soon  thereafter  he  became  a  dispatcher. 
Later  he  became  manager  of  the  Hart- 
ford &  Springfield  Street  Railway  at 
Warehouse  Point,  Conn.  In  1917  he 
was  made  manager  of  the  lines  of  the 
Connecticut  Company  in  Bridgeport 
and  continued  in  that  capacity  up  to 
the  time  of  his  appointment  to  the 
Detroit  post  in  July,  1920. 


AprU  28,  1923 


Electric    Railway    Journal 


747 


r^ 


Manufactures  and  the  Markets 

News  of  and  for  Manufacturers— Market  and  Trade  Conditions 
A  Department  Open  to  Railways  and  Manufacturers 
for  Discussion  of  Manufacturing  and  Sales  Matters 


United  States  Leads  in  Export 
of  Steel  Rails 

Since  the  war  the  United  States  has 
become   the   largest   exporter   of    steel 
rails.     Before  the  war  Germany   was 
the  leading  exporter  of  steel  rails  and 
the  United  Kingdom  was  second.    Since 
that  time  the  exports  from  these  two 
countries  have  been  markedly  curtailed, 
leaving  the  United  States   in  the  lead 
with  71  per  cent  of  its  pre-war  export 
tonnage.     German  productive  capacity 
appears  to  have  been  impaired  for  some 
time  to  come,  but  British  exports  have 
been    increasing    steadily    since    1919, 
while    those   from   the    United    States 
have  been  decreasing,  so  that  it  is  not 
impossible    that   the    United    Kingdom 
may   soon    again   forge    ahead   of   the 
United  States  as  an  exporter  of  rails. 
In  commenting  on  the  situation  the 
National   Bank  of   Commerce  of   New 
York  points  out  that  up  to  about  the 
beginning   of  the   century  the  United 
Kingdom    was    easily    the    dominating 
figure   in  the   international  rail   trade. 
Until  the  outbreak  of  the  war,  British 
exports  had  declined  only  slightly  but 
those   of  the   United    States  and    Ger- 
many  had    increased,   particularly   the 
latter,  in  the  years  just  before  the  war. 
From  1908  to  1913  German  exports  in- 
creased from  331,323  to  500,835  metric 
tons,    or    51    per    cent,    while    United 
States  exports  increased  only   27   per 
cent  from  1900  to  1913. 

Formerly  Argentina  was  Germany's 
chief  customer,  although  neighboring 
countries  of  Europe  were  important 
buyers.  Since  the  war  the  bulk  of 
Germany's  rail  exports  have  gone  to 
European  countries.  North  Russia  has 
been  a  large  purchaser,  and  the  great 
disorganization  and  destruction  of  Rus- 
sian railways  indicate  that  that  coun- 
try may  be  expected  for  some  time  to 
furnish  an  extensive  market  for  rails, 
which  (Jermany  is  conveniently  located 
to  supply. 

The  destinations  of  British  exports 
of  rails  show  that  India  continues  to 
be  by  far  the  largest  customer  and  1922 
purchases  were  in  excess  of  the  pre- 
war average,  representing  over  two- 
fifths  of  total  British  exports  as  com- 
pared with  less  than  a  fourth  in  the 
pre-war  years.  Ceylon  is  the  only 
other  country  enumerated  which  showed 
an  increase  in  1922  over  the  pre- 
war years.  Exports  to  Argentina  in 
1922  were  one-eighth  of  the  pre-war 
average.  British  possessions  account 
for  the  bulk  of  the  rail  exports  of  the 
country. 

Japan  has  superseded  Canada  as  the 
chief  customer  of  the  rail  export  trade 
of  the  United  States,  taking  in  1922 
about  half  of  the  total  exports  of  rails. 


Cuba  is  the  second  largest  buyer,  and 
Canada  third. 

These  countries  are  all  conveniently 
located  with  relation  to  the  United 
States  market.  Exports  to  Japan  for 
the  year  1922  were  over  four  times  as 
great  as  the  pre-war  average,  while 
those  to  Canada  were  only  a  little  over 
one-quarter  and  to  Cuba  a  little  over 
four-fifths  as  great.  There  has  been  a 
very  marked  falling  off  in  exports  to 
Argentina,  Australia,  Mexico,  Brazil 
and  Chile,  and  an  increase  in  exports 
to  Honduras  and  the  United  Kingdom. 

There  has  been  a  change  not  only  in 
the  sources  of  rail  exports  since  the 
outbreak  of  the  war  but  in  the  chief 
consuming  countries  as  well.  Japan 
and  British  India  are  now  the  leading 
import  markets.  Coupled  with  the  in- 
crease in  Japanese  purchases  in  the 
American  market  has  been  a  marked 
falling  off  in  Argentine  and  Australian 
purchases  in  the  three  countries  men- 
tioned. Indian  purchases  were  about 
the  same  in  1922  as  in  the  pre-war 
years.         


British  Electric  Locomotives 
for  Japan 

In  1921  the  Japanese  State  Railway 
authorities  ordered  two  59-ton  freight 
electric  locomotives  from  each  of  four 
firms,  two  American,  one  Swiss,  and 
one  British,  the  last  being  the  English 
Electric  Company.  In  June  last  year 
a  contract  was  placed  with  the  last- 
named  company  to  supply  thirty-four 
electric  locomotives,  these  being  the 
whole  number  required  for  the  elec- 
trification program  of  the  Japanese  gov- 
ernment up  to  the  end  of  the  year  1923. 
The  shipping  of  the  locomotives  be- 
gan in  February  last  and  will  be 
completed  by  August  next.  This  is 
said  to  be  the  largest  contract  for  elec- 
tric locomotives  which  has  yet  been 
carried  out  entirely  by  British  manu- 
facturers. The  mechanical  parts  were 
built  by  the  North  British  Locomotive 
Company,  Glasgow,  and  the  electric 
equipments  were  constructed  at  the 
Dick-Kerr  Works  and  the  English 
Electric  Company,  at  Preston.  Out  of 
the  total  number,  seventeen  are  for 
freight  service,  nine  for  local  passenger 
trains,  and  eight  for  express  passenger 
service.  The  two  former  types  are 
similar  except  jn  the  gear  ratio,  which 
is  adjusted  to  give  for  the  former  a 
maximum  speed  of  40  m.p.h.,  and  for 
the  latter  53  m.p.h.  All  are  for  3-ft. 
6-in.  gage  track.  These  machines  are 
of  the  0-4-4-0  type  and  weigh  59  tons 
each.  The  trucks  are  articulated,  so 
that  the  drawing  and  buffing  stresses 
do  not  go  through  the  superstructure. 
Direct  current  at  1,500  volts,  with 
overhead  wire  conductors,  is  used,  and 


this  is  taken  by  four  motors  per  loco- 
motive of  306  h.p.  each.  The  motors 
are  arranged  in  groups  of  two  in  per- 
manent series.  The  control  is  of  the 
English  Electric  Company's  electrically 
operated  cam  shaft  type,  which  pro- 
vides series  and  parallel  control  and 
also  two  field  shunting  notches.  Two 
or  more  locomotives  can  be  coupled  and 
worked  on  the  multiple-unit  principle. 
The  express  locomotives  are  of  the  4-6- 
6-4  type.  Each  weighs  96  tons,  and  has 
six  motors  of  306  h.p.  each.  They  are 
arranged  in  groups  of  two  in  permanent 
series. 

Westinghouse  Entertains 
McGraw-Hill  Editors 

Realizing  the  better  service  technical 
editors  can  render  to  their  industries 
by  closer  knowledge  of  manufacturing 
problems  and  accomplishments,  the 
Westinghouse  Electric  &  Manufactur- 
ing Company  entertained  a  group  of 
McGraw-Hill  editors  at  the  East  Pitts- 
burgh works  on  April  23.  Arrange- 
ments were  made  to  give  each  editor  the 
opportunity  to  see  those  engineers  of 
the  company  who  are  handling  the  work 
in  which  he  was  particularly  interested. 
Special  shop  visits  were  also  arranged 
so  that  the  editors  could  see  equipment 
in  course  of  construction.  A  luncheon 
and  dinner  afforded  further  opportunity 
for  the  editors  and  company  engineers 
to  get  better  acquainted  and  discuss 
problems'  of  mutual  interest.  One  or 
more  editors  from  each  of  the  fourteen 
McGraw-Hill  papers  were  present. 

First  Electrically-Operated  Train 
on  Chilean  Railway 

With  President  Alessandri  of  Chile  at 
the  controller  and  the  American  Ambas- 
sador as  a  passenger,  the  first  electri- 
cally-operated train  on  the  Chilean 
State  Railways  made  a  successful  trip 
on  April  17  from  Santiago  to  Tiltil  and 
return. 

This  is  the  first  step  in  the  electrifica- 
tion of  the  144  miles  of  Chile's  railway, 
work  on  which  is  in  active  progress. 
The  order  for  the  apparatus,  including 
thirty-three  locomotives  and  equipment 
for  three  substations,  was  awarded  to 
the  Westinghouse  Electric  &  Manufac- 
turing Company  in  1921.  The  contract 
totaled  $7,000,000. 


Metal,  Coal  and  Material  Prices 

April  24. 
Metals— New  York  1921 

Copper,  electrolytic,  cents  per  lb 16.75 

Copper  wire  base,  cents  per  lb 19.625 

Lead,  cents  per  lb 2"?5 

Zinc,  cents  per  lb .1     i 

Tin,  Straits,  cents  per  lb 45.50 

Bituminous  Coal,  f -o.b.  Mines 

Smokeless  mine  run,  f.o.b.  vessel,  Hampton 

Roads,  gross  tons 6,  25 

Somerset  mine  run,  Boston,  net  tons 3 .  175 

Pittsburgh  mine  run.  Pittsburgh,  net  tons. .  2 .  00 
Franklin,  111.,  screenings,  Chicago,  net  tons  1 .  95 
Central,  III.,  screenings,  Chicago,  net  tons  1 .  575 

Kansas  screenings,  Kansas  City,  net  tons       2.625 

Materials 

Rubber-covered  wire,  N.  Y.,  No.   14,  per 

1,000ft ■•  7.» 

Weatherproof  wire  base,  N.  Y.,  cents  per  lb.  19.50 

Cement,  Chicago  net  prices,  without  bags  $2.20 

Linseed  oil  (5-bbl.  lots),  N.  Y.,  per  gal *'  J2. 

White  lead,  ( 1 00-lb.  kegl,  N.Y.,  cents  per  lb.  13. 375 

Turpentine,  (bbl.  lots),  N.Y.,  per  gal $1 .46 


748 


Electric    Railway    Journal 


Vol.  61,  No.  17 


Rolling  Stock 


Elmira,  Coming  &  Waverly  Railroad, 
Waverly,  N.  Y.,  suffered  by  fire  the  loss 
of  its  main  carhouse  at  South  Coming 
on  April  23.  The  loss  is  approximately 
fixed  at  $50,000.  One  car  valued  at 
$12,000  was  lost  with  the  repair  shop, 
store  room  and  machine  shops. 

Terre  Haute,  Indianapolis  &  Eastern 
Traction   Company,  Terre   Haute,   Ind., 

experienced  a  fire  of  undetermined 
origin  which  destroyed  its  carhouse  at 
Richmond,  Ind.,  on  April  22.  Fifteen 
cars  were  destroyed.  The  loss  is  more 
than  $80,000.  The  carhouse  for  the  in- 
terurban  cars  a  short  distance  from  the 
city  was  not  damaged.  Robert  I.  Todd, 
of  Indianapolis,  president  of  the  com- 
pany, sent  several  one-truck  cars  from 
the  Indianapolis  lines  to  be  used  tem- 
porarily at  Richmond.  The  company 
recently  put  into  service  several  new 
one-man  cars  at  Richmond  and  was  pre- 
paring to  build  others. 

Pacific  Electric  Railway,  Los  Angeles, 
Calif.,  has  placed  on  order  for  fifty 
additional  multiple-unit  cars  for  use  in 
the  Hollywood  service.  In  the  March 
31  issue  of  the  Electric  Railway 
Jouknal,  pages  561  and  562,  there  was 
a  description  of  the  new  type  of  cars 
recently  purchased  by  this  company 
and  placed  in  service  on  its  Hollywood 
lines  in  Los  Angeles.  The  new  outlay 
of  equipment  will  cost  $887,000,  and 
will  be  identical  with  the  type  of  new 
equipment  recently  placed  in  the  Holly- 
wood service.  The  order,  which  was 
placed  on  April  19,  calls  for  earliest 
possible  delivery.  In  December,  1922, 
delivery  of  fifty  new  cars  for  the  Holly- 
wood service  was  completed.  These 
cars  have  proved  so  satisfactory  and 
the  Hollywood  district  has  been  g^row- 
ing  so  rapidly  that  the  company  found 
it  necessary  to  purchase  fifty  more  cars 
to  improve  and  maintain  the  class  of 
service  the  company  is  desirous  of  giv- 
ing its  patrons.  With  the  cars  ordered 
on  April  19  it  will  involve  a  total  ex- 
penditure of  $1,837,000  for  the  new 
equipment  to  serve  the  company's 
Hollywood  patrons  during  the.  past 
year.  They  are  equipped  with  four  50- 
hp.  motors,  seat  sixty-five  passengers, 
are  unusually  long  and  wide,  and  can 
be  operated  either  in  single  units  or 
in  two  or  three-car  trains.  During  the 
rush  hours  they  are  now  operated  in 
two-car  trains,  but  upon  completion  of 
the  company's  new  Hollywood  subway 
for  purposes  of  giving  rapid  transit  be- 
tween Los  Angeles  and  Hollywood,  it 
is  planned  to  operate  this  type  of  new 
equipment  in  three-car  trains  during 
the  peak  hours. 


Track  and  Roadway 

Spokane  (Wash.)  United  Railways 
will  rebuild  and  realign  5,400  ft.  of  the 
Rockwood  car  line  to  conform  to  the 
new  grade  and  improvement  of  the 
southeast  highway  connection. 


L'nion  Traction  Company  of  Indiana, 
Anderson,  Ind.,  announces  that  it  will 
this  summer  relay  its  tracks  with  con- 
crete on  Washington  Street  in  Marion 
from  Fourth  Street  to  the  Pennsylvania 
Railroad.  Work  will  start  in  a  short 
time.  Other  improvements  will  be 
made  by  the  company  later. 

Trenton  &  Mercer  County  Traction 
Corporation,  Trenton,  N.  J.,  may  be 
asked  to  extend  its  line  on  Hamilton 
Avenue  from  Olden  to  Johnston.  A 
petition  has  been  presented  to  the 
Mercer  County  Board  of  Freeholders 
asking  for  this  improvement.  The  board 
laid  the  matter  over.  The  proposed  line 
is  less  than  a  half  mile  in  length. 

San  Diego  (Calif.)  Electric  Railway 
will  extend  the  Mission  Beach  line  from 
the  Santa  Fe  station  to  the  north  end 
of  Mission  Beach,  a  distance  of  8.08 
miles.  Type  of  construction  is  as  fol- 
lows: 

Track — Double  track,  using  75-lb.  A.S. 
C.E.  rail  with  continuous  joints,  tie  plates, 
redwood   ties  and  crushed  rock  ballast. 

Bridges — Two  steel  through  girder 
bridges.  100  ft.  In  length,  to  give  overhead 
crossings  over  principal  highway  to  Point 
Loma,  known  as  Tide  Street,  and  across 
the  main  line  of  the  Santa  Fe  Railway. 
The  balance  of  the  bridges  to  be  open- 
deck  pile  trestles,  using  creosoted  piling. 
All  bridges  designed  for  Cooper  E-50 
loading. 

Overhead  Trolley — Double  pole  construc- 
tion from  Santa  Fe  station  to  mile  3.  and 
center  pole  from  mile  3  to  mile  6,  double- 
pole  construction  from  mile  6  to  mile  8.0  S. 
using  wood  and  tubular  steel  poles  with 
catenary  type  of  construction  for  the  use 
of  pantograph  trolleys. 

Distribution  System — Feeder  line  from 
power  station  to  end  of  line  with  booster 
substation  at  approximately  mile  6  to 
permit  operation  of  six-car  trains  with  a 
flve-minute  headway. 


Power  Houses,  Shops 
and  Buildings 

Pacific  Electric  Railway.  Los  Angeles, 
Calif.,  will  shortly  begin  on  the  interior 
alterations  of  the  Pacific  Electric  Build- 
ing. The  work  involves  an  expenditure 
of  approximately  $375,000. 

Terre  Haute,  Indianapolis  &  Eastern 
Traction  Company,  Indianapolis,  Ind., 
has  disposed  of  all  the  machinery, 
boilers  and  dynamos  in  the  plant  of  the 
old  West  Indiana  Utilities  Company,  at 
Brazil,  which  was  taken  over  by  the 
Terre  Haute,  Indianapolis  &  Eastern 
Traction  Company  several  years  ago. 
The  plant  is  now  being  converted  into 
a  storage  house.  The  company  is  re- 
building the  high-tension  line  between 
Brazil  and  Terre  Haute. 

Dubuque  (la.)  Electric  Company  has 
just  completed  the  construction  of  an 
addition  58  ft.  x  67  ft.  x  68  ft.  to  its 
boiler  room  and  has  installed  two  new 
776-hp.  Heine  water-tube  boilers  with 
Riley  underfeed  stokers.  The  total  cost 
was  approximately  $250,000.  In  addi- 
tion a  new  concrete  chimney  has  been 
built  having  an  over-all  height  of  268 
ft.  and  an  inside  diameter  at  the  top 
of  13  ft.  and  inside  diameter  at  the 
bottom  of  16  ft.  This  installation  has 
been  made  necessary  by  the  increasing 
use  of  electricity  locally  and  is  fhe 
first  step  toward  the  complete  rebuild- 
ing of  the  old  boiler  room. 


United  Light  &  Railways  Company, 
Grand  Rapids,  Mich.,  and  interests  are 
considering  the  erection  of  a  new  $1,- 
750,000  central  station  in  the  "Tri- 
Cities."  A  $308,000  turbine  of  20,000- 
kw.  capacity  has  been  ordered  for  this 
new  plant,  delivery  to  be  made  in 
March  of  next  year  by  the  Westing- 
house  company.  Condenser  equipment 
to  cost  approximately  $83,000  to  be 
used  in  the  new  plant  has  been  ordered 
of  the  C.  H.  Wheeler  Ck)mpany  of  Phil- 
adelphia and  delivery  in  February  of 
next  year  is  expected.  Negotiations  are 
now  under  way  for  the  purchase  of 
$500,000  of  additional  equipment  to 
serve  Davenport,  Iowa;  Moline,  111.;  and 
Rock  Island,  111. 


Trade  Notes 

American  Copper  Products  Corpora- 
tion, New  York,  N.  Y.,  has  removed  its 
general  sales  offices  to  the  twenty-sixth 
floor,   Woolworth   Building,  New   York. 

Dwight  P.  Robinson  &  Company,  Inc., 
New  York,  N.  Y.,  announces  the  open- 
ing of  a  Philadelphia  office.  The  new 
office  will  be  under  the  direction  of  Carl 
A.  Baer,  member  American  Institute  of 
Electrical  Engineers,  who  was  recently 
with  the  firm  of  Baer,  Cook  &  Com- 
pany, engineers,  and  a  consulting  engi- 
neer in  the  design  of  industrial,  textile 
and  power  plants. 

Aurora,  Elgin  and  Chicago  Railroad, 
Aurora,  III.,  has  recently  placed  an  order 
for  forty  safety  car  equipments  and  7 
four-motor  equipments  for  use  on  light- 
weight interurban  cars.  General  Electric 
264  motors  were  specified  for  the  safety 
cars  and  the  interurban  equipments 
will  be  four  General  Electric  265 
motors.  The  purchase  of  the  new 
equipment  is  in  line  with  the  policy 
of  its  management  to  furnish  up-to-date 
service  and  to  take  advantage  of  every 
plan  to  reduce  operating  expenses. 

Georgia  Railway  &  Power  Company, 
Atlanta,  Ga.,  has  recently  placed  an 
order  for  twenty  four-motor  car  equip- 
ments for  use  on  light-weight  double- 
truck  cars.  This  is  a  duplicate  of  the 
order  placed  about  a  year  ago.  The 
equipment  specified  consists  of  Gen- 
eral Electric  265  motors  with  B.C.  type 
control  arranged  for  train  operation. 
This  railway  company  has  found  train 
operation  successful  and  this  order  is 
to  extend  that  service.  The  cars  will 
be  built  in  the  railway's  shops. 

M.  M.  Marcus,  E.  M.  Met.  E.,  has  re- 
signed as  vice-president  and  general 
superintendent  of  the  Rhode  Island 
Malleable  Iron  Works  to  become  asso- 
ciated with  the  Gulick-Henderson  Com- 
pany, engineers,  metallurgists  and 
chemists,  as  consulting  engineer  in 
charge  of  their  foundry  department. 
His  entire  time  will  be  devoted  to  con- 
sulting foundry  engineering.  He  will 
also  continue  to  serve  on  the  committee 
on  molding  sand  research  and  the  sub- 
committee on  conservation  and  reclama- 
tion of  molding  and  core  sand  of  the 
National  Research  Council. 


April  28,  1923 


Electric    Railway    Journal 


19 


Like  in  Old  Tut's  Tomb 

— you'll  find  many  historically  valuable,  but 
otherwise  useless,  devices  in  some  of  our  older 
street  cars.  Inadequate  hand-brakes  for  in- 
stance! They  were  O.K.  when  installed, 
about  the  Spanish  War  period,  but  they  don't 
fit  present-day  operating  conditions  at  all. 


Modernize  your  cars 
with  adequate  brakes 

More  congested  streets,  more  intensive  opera- 
tion and  the  necessity  for  saving  of  even  the 
tiniest  fractions  of  time,  these  are  some  of  the 
compelling  reasons  which  explain  the  action  of 
many  companies  in  replacing  their  old  inade- 
quate hand-brakes  with  powerful,  fast  and 
economical  Peacock  Brakes.  Even  when  the 
cars  have  air  brake  equipment  for  service  use, 
the  ever  present  motto  "safety  first"  recommends 
the  use  of  Peacocks. 

They'll  soon  save  their  installation  cost,  by  pro- 
nounced economies  in  maintenance. 

Get  the  historical  exhibits  off  your  cars, 
and  put  on  something  useful! 

National  Brake  Company 

890  Ellicott  Square,  Buffalo,  N.  Y, 

Canadian  Repretentative 
Lyman  Tube  &.  Supply  Co.,  Ltd.,   Montreal,   Can. 


Peacock  Improved  Brake 


20 


Electric    Railway    Journal 


April  28,  1923 


fvaiiveedr« 


fcti),  aSacon  &  "5>avl6 

Incorporated  ^ 

Business  Established   1S94 
lis  BROADWAY,  New  York 

PHILADELPHIA  CHICAOO  SAN  FRANCISCO 


Stone  &  Webster 

Incorpormted 

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 


TIE  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 — SBRVICI 


Dwight  P.  Robinson  &  Company 

Incorporated 

Design  and  Construction  of 

Electric  Railwayt,  Shopt,  Power  Stations 

125  East  46th  Street,  New  York 

Chicago  Youngstown  Montreal 

Philadelphia  Los  Angeles  Rio  de  Janeiro 


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 


WALTER  JACKSON 

Consultemt  on  Fares,  Buses,  Motor  Trucks 

Originator    of    unlimited    ride,    transferable    weakly 
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 

Poweri,  Gas  PlanU,  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 

Cotuulting  Engineer 

Appraisals,   Reports,   Rates,   Service    Investigation, 

Studies  on  Financial  and  Physical  Rehabilitation 

Reorganization,    Operation,    Management 

683  Atlantic  Ave.,  Boston,  Mass. 


J.  ROWLAND  BIBBINS 

Engineer — 921  Fifteenth  St.,  Washington,  D.  C. 
TRANSPORTATION 

Complete  Transit  Surveys  and  Development  Pro- 
grams, adapting  Motor-Transport,  R.R.  Terminal  and 
City  Plans.  Tra£Bc,  Service,  Routing,  Operation  and 
Valuation. 

EXPERIENCE  IN  20  CITIES 


Joe  R.  Ong 

Consulting  Transportation  Engineer 

SpmciaUxing  in  TratRc  Problem*  and  in  Method*  tm 

Improve  Service  and  Increeue 

EKeieney  of  Operation 

PIQUA,  OHIO 


Parsons,  Klapp,  Brinckerhoff  &  Douglas 

WM.  BABCLAT  PARSONS  H.  H.  BBINKERHOFF 

ECOENE  KLAPP  W.  I.   DODOLAB 

Engineers — Constructors — Managers 

Hydro-electric  Railway  Light  and  Industrial  Plants 

Appraisals  and  Reports 

CLEVELAND  NEW  TOBK 

1570  Hanna  Bide.  84  Fine  SL 


DAY&ZIMMERMANN,Inc. 

EMGINEER^ 

"Dssi^n,    Construction 
1{eborts,  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. 


AprU  28,  1923 


Electric    Railway    Journal 


21 


IIHIIIIIIIIIItllllltlllltMllllllllllllltlllllll 


iiuiUHiiHiimiiiiiiiMiiiiiiimiMiiiiHiiiiiiimiiiMiimiiir* 


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   DoMsert   15th    Year  Book  thows  you   the 
economy  these  conneetorM  give  yon. 


FREE 


Dossert  &  Co. 

242  West  41st  St. 
New  York.  N.  Y. 


fiMUHmmiiiiiiiiiHiiiuniniiiHiiiiiMUMniiiitiiiiiiiiniiHiiiiiiiiiuuiiiiNiiiiiiiHiiiiiihiiiiiiiniiiMiiiiiiiiiiiniimiHHiiiiiiiuMiMtitni 
■mimmiiiiiiiiiiitMiniiiiniiniiiiiiiininiirinniiiKiiiF^iirnrriiituiiiiiimiiiiiiitiiitiiimmiimiiiiiiitiimiiHiimiiHiiitMiimiHMi^ 

^  AMELECTRIC  PRODUCTS  | 

BARE  COPPER  WIRE  AND  CABLE   | 

TROLLEY   WIRE  | 

WEATHERPROOF   WIRE  i 

AND   CABLE  | 

PAPER  INSULATED  I 

UNDERGROUND    CABLE         | 

MAGNETIC    WIRE  l 


rVSANGEBURG 
\J      FIBRE 
CONDUIT 

MACHINED  joints  con- 
tribute to  the  reliability  of 
Orangeburg  FibreConduit.They 
are  easily  coupled,  yet  tight. 
Cement  edges  cannot  intrude  at 
the  joints  to  injure  the  cable 
when  drawing  in. 
The  joints  have  a  high  resis- 
tance to  water  and  gas  seepage 
— a  protection  against  electro- 
lysis and  manhole  explosions. 
The  protection  of  Fibre  Con- 
duit is  the  greatest  argument 
for  its  use — the  fact  that  it  is 
inexpensive  is  incidental. 

JOHNS-MANVILLE  Incorponttd 

Madison  Ave.  at  41st  St.,  New  York  City 

Branches  in  ^6  Large  Cities 

For  Canada : 

Canadian  Johns-ManviUe  Co.,  Ltd.,Totonto 

JOHNS- 

Manville 


iffrnrrfMM 

mmm'm 


»*i«i-'^«l|V* 


iiliMil'  iffwltiil 


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Bef.  D.  8.  Pat.  Office 


Incandescent  Lamp  Cord 


AMERICAN  ELECTRICAL  WORKS 

PHILLIPSDALE,  R.  I.  | 

Boston,    176    Federal;    Chlcaso.     112    W.    Adams:  1 

Cincinnati,  Traction  BldB.;   New  York,   233  Bway  E 

^nililiniiltiliimiinillitiiinniniiiiriiillliliiiiiiiitilHniiiiiiiiiiiiiililliliiniiHiiuiiiiiiiiiiiniiiiuiiniiiiiiiiiiiniiiiilliniiiiHinniiitiP 


STEVENS  &  WOOD,  Inc. 

ENGINEERS 

Deslsn    and    Construction    of     Steam    and    Hydro- Electric    Power    Statlms, 
Transmission  Lines:  Bailroad  filectrlflcation  and  Industrial  Plants. 

Reports   and   Valoattoiu 

Management  and  Financing  of  Public  Utility   and   Industrial  Corporations. 

Mahoning  Bank  Bldg. 
Youngstown.  Ohio 


120  Broadway 
New  York 


THE  P.  EDWARD  WISH  SERVICE 

BO  Churck  St.  Street  Kailway  Inspection  131  Stata  St. 

NEW  YORK  DETECTIVES  BOSTON 


Wh«n  writiair  Ui«  advertiser  for  Information  or 

prices,  a  mention  of  the  Electric  Railway 

Journal  would  be  ^preciated. 


22 


Electric    Railway    Journal 


April  28,  1923 


Is  Your  Track  Investment 


April  28,  1923 


Electric    Railway    Journal 


23 


a  Long  Time  Security  or  a 
Short  Time  Demand  Note? 


When  you  can  show  the  people  who  buy  your  bonds  that  your  track  investment 
represents  a  long  time  investment  instead  of  a  short  time  demand  note  you  will 
find  a  readier  market  for  them. 

Concrete  and  steel  and  long  life  are  synonyms  when  the  proper  safeguards  are 
placed  around  the  concrete. 

When  the  cars  hammer  over  unprotected  concrete  it  crumbles  and  then  follows  a 
dusty,  noisy,  rough  riding  track. 

Protected  against  these  hammer  blows  concrete  lasts  indefinitely. 

The  Asphalt  Cushion,  in  the  Dayton  Resilient  tie  is  the  ishock  absorber  that 
makes  the  track  a  long  time,  economical  investment — it  is  a  track  with  no  come- 
back. 

The  first  cost  is  from  $2000  to  $6000  a  mile  less  than  track  laid  on  wood  ties. 
There  is  no  better  way  to  safeguard  that  small  margin  of  profit  that  goes  to  the 
street  railway  investor.     Let  us  supply  you  with  complete  information. 


THE  DAYTON  MECHANICAL  TIE  CO. 

707  Commercial  Building,  Dayton,  Ohio 

Canadian  Representative: 
Lyman  Tube  and  Supply  Co.,  Ltd.,  Montreal,  Quebec 


(TtestHont 


24 


Electric    Railway    Journal 


April  28,  1923 


7fT7MVmniiiriiriiiiiiiiiniiiii.i..[Miii]iiiM'inniuniimiiiiiiiifiriMiiiiiil 


AprU  28,  1923 


Electkic    Railway    journal 


25 


Exterior 

and 

Interior  Views 


Car  No.  600  of  the  Chicago,  Aurora 
ca,  Elgin  Railway  is  equipped  with 
axles  and  wheels  manufactured 
in  Burnham,  Pa.,  by  the  Stand- 
ard Steel  Works  Company. 

"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  privi- 
lege if  not  the  practice  of  all 
modern    manufacturers." 
— Vauclain 


ISl 


STANDARD  STEEL  WORldilflMPAfJV 


A'^iU, 


PHILADELPHIA,  PA; 

BRANCH    OFFICES 

RICHMOND,  VA. 
SAN  FRANCISCO 
NEW  YORK 

WORKS:  BURNHAMji 


!•/.  ?Z<JLfi/!Bhi. 


[P5?NV™ 

^^H 

ITTSBURG.  PA 
lEXICO  CllH 

fl 

IWi^l 

HHH 

Electric    Railway    Journal  April  28,  1923 


Buy  Irolley 

ipheelswilh  the 

'same  caie  Uial  ^oa 

buy  wire  ^'  Ihe 

life  of  the  ii?ire  is 

largely  depeiulenl  on 

llie  quality  of  llieipheels 

you  use.   Specify  ^ 

V'K  TROLLED  WHEELS 

and    uon-arcing   harps    aiul 
save  the  wire. 


MORE-JONES  BRASS  &  METAL  CO. 

St.  Louis,  Missouri 


] 


TROLLEY  WHEELS:  BEARINGS:    "Tiger"  Bronze  ARMATURE   BABBITT 

V-K  Oilless,  M-J  Lubricated  Axle  and  Armature  and  Similar  Products 

HARPS:    V-K  Non-Arcing 

AOREJONES 

QUAUTY  PRODUCTS 


ApHl  28,  1923 


Electric    Railway    Journal 


29 


just  to  remind  you 


A  sturdy  unit  of  unusual  construction,  amply 
big  for  heavy  traffic  and  rugged  enough  for 
train  operation.     Full  description  on  request. 


that  this  fine  car,  one  of  50  recently  delivered 
to  the  Pacific  Electric  Co.,  is 

A  ST.  LOUIS 
QUALITY  CAR 

with 

ST.  LOUIS 

FORGED  EQUALIZER 

TRUCKS  NO.  CM-66 

with 

Integral  Cast  Steel  Transoms  and  Sideframes 

St,  Lam  is,  A\  A. 

'TAa  Eirihpl2iC&  /i/**A«  Sz.-feiy  dz./"" 


-S?'-d  "  over  bumpers  - 


30 


Electric    Railway    Journai, 


April  28,  1923 


Bates  Steel  Poles 

Are  used  by  recognized  leaders  in  the  electrical  industry. 
They  have  found  it  both  logical  and  economical  to  buy 
Bates  Poles — poles  of  a  character  consistent  with  the 
high  standard  demanded  and  specified  for  the  rest  of 
their  equipment. 

Bates  equipped  installations  have  proved,  in  innumerable 
cases,  lower  in  initial  costs  than  if  substitute  poles  had 
been  used.  '  ^...  . 


l^jates  |^ande^|teel  Iruss  ^ 

ILLINOIS  MERCHANTS  BANK  BLDG., 
CHICAGO,  ILL. 

Bates  Engineers  will  gladly  co-operate  with 
you  in  your  planning. 


m^^m 


i^.-,.^. ,. 


Type  'T"  Baldwin 
Electric  Motor  Truck 

For  Heavy  Duty 
Four-Wheeled  Cars 


Track  9ot»g€,  4'  8  •  2"-      Load  on  trucl^,  1 4,000  j&ounrfs.      Wheels,  diameter.  30". 


THIRTY  of  these  Type  "P"  trucks  wore 
built    by    these    Works    for    the    Keijo 
Electric  Railway  of  Japan,  and  are  now 
in  service. 

On  a  number  of  American  railways,  where 
long-bodied,  four-wheeled  city  or  light  sub- 
urban cars  are  operated,  this  type  has  given 
excellent  results.    As  each  truck  is  a  separate 


unit  in  itself,  this  arrangement  permits  of  a 
longer  wheel-base  under  the  car,  thus  improv- 
ing the  riding  qualities  and  preventing  "gallop- 
ing." The  large  coil  springs  hung  under  the 
frame  promote  steady  riding. 

A  chatter-proof  brake  is  one  of  the  features  of 
this  truck. 


Full  specifications  upon  request 


THE  BALDWIN  LOCOMOTIVE  WORKS 


PHILADELPHIA,  U.  S.  A. 


Cable  Address,  "Baldwin,  Philadelphia" 


AprU  28,  1923 


Electric    Railway    Journal 


31 


REDUCE  ^R^^c^ir  COSTS 

with 

IRV-0-SLOT  INSULATION 


Irv-O-Slot  Insulation  is 
Varnished  Catnbric  du- 
plexed with  any  standard 
thickness  of  Fibrous  Insu- 
lation. The  materials  are 
cemented  with  a  flexible 
binder  that  permits  shap- 
ing without  separation  of 
the  layers. 

Supplied  in  sheets  or 
strips  or  cut  to  slot  sizes. 


Mitchell-Rand  Mfg.  Co. 

New  York 

Clapp  &  LaMoree 

Los  Ang.   &  San   Francisco,  Cal. 


Sales  Representatiees 

Consunners  Rubber  Co. 

Cleveland,  O. 

E.  M.  Wolcolt 

Rochester,  N.  Y. 

Manufacturer 


Reduces 

Cutting  Operations 

Speeds  Assembly 


L.  L.  Fleig  &  Co, 

Chicago,  111. 

F.  C.  Scofield 

Toronto,  Ont.,  Canada 

T.  C.  White  Electric  Supply  Co. 

St.  LouiSf  Mo. 


Irvington  Varnish  &  Insulator  Co.,  Irvington,  N.  J. 


ESTABLISHED  1905 


No  better  seat  made  for  One-  Man  Safety  Cars 


HALE  &  KILBURN 

A  wide  variety  of  styles  suitable  for  every 
kind  of  car  and  every  kind  of  service.  At- 
tractive, comfortable  and  economical. 


Lightest  Weight 
Stationary 
Steel  Seat 


Neatest 
Lightest 
Simplest 
Strongest 


No  higher  in  price  than  others 
Specify  H  &  K  Seats  for  your  new  cars 

Hale  &  Kilburn  ^Corporation 

American  Motor  Body  Company,  Successors 
PHILADELPHIA 


Lightest 

IVeight 

Walkover 

Steel  Seat 


New  York 


Chicago 


Washington 


Atlanta 


San  Francisco 


Los  Angeles 


34 


Electric    Railway    Journal 


April  28,  1923 


BiiiiiiiiiHiiiitiiiiiiiiiiiiiiiiimiitiiiiiiiifiiimiiiiiiiiiiiimiHiiiiiHMii 


iilliiHMiiiiiifiilMtmiiiiiiiiiiiiiiiiiiiiiiiurHiiiiiiriiiniiitiiiii 


American 
Rail  Bonds 


CROWN 

UNITED  STATES 
TWIN  TERMINAL 
SOLDER 
TRIPLEX 

Arc  Weld  and  Flame  Weld 

Send  for  new 
Rail  Bond  Book 


BARBOUR-STOCKWELL  CO. 

205  Broadway,  Cambridgeport,  Mass. 
Established  1858 


Manufacturers  of 

Special  Work  for  Street  Railways 

Frogs,  Crossings,  Switches  and  Mates 

Turnouts  and   Cross   Connections 

Kerwin  Portable   Crossovers 

Balkwill  Articulated   Cast  Manganese  Crossings 


American  Steel  &Wire 

Company 


CHICAGO 
NEW  YORK 


iiiiiiiiMiiiiiiHiiitiiiiiiimimiimiiiiiimiimiiHiimiiiMitiiiiiiiiHiiittiiiniiniiiiiiiK'ii 


FERALITE 

An  up-to-date  and  most 
ecouomical  prooeas  for  the 
Alumino  -  thermic  welding 
of  rail  joints  Makes  the 
joint  stronger  than  the  rail 
itself. 


Special  advantages—  (1)  Rail 
end»  are  butted  together  and 
easily  alignetl,  no  inserts  needed 
to  fill  in  or  adjust.  (2)  Smaller 
portions  of  material  used.  (3) 
Grinding    reduced     to    the    mini- 


mum, only  a  slight  touching  up 
is   needed. 

The  Feratite  Rail  Welding 
Process  eliminates  rail  joints  at 
a  lower  cost  than  any  other 
process.    Write  for  full  details. 


I        ALUMINO-THERMIC  CORPORATION         | 

=  Roselle   Park,    New    Jersey  | 

^mHimiiiiuiiiniiniMiiiiiuiiiHMniiiiiiiiiHiiiniiinMiiiiiiniiitiiiiiiitiiiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiniiuiiHiiiiitiiiiiiiiiMtiiiiiiiiiniH 

eiiiiMiiHiiiiiiiiiuiiiiiiiiMiiniiiiiiiiMiiiiiiitiiiiuiiii)iiiiu;niiiuii(tiii;iiiiiiiiinMtiiiMiiiiiiiiiiiiMiiHtiiMiiitiiitiiiiiiiiiiiiiiiiiiiMiiiiii'. 

i  S 

I  Peirce  Forged  Steel  Pins  | 

I    with  Drawn  Separable  Thimbles    | 

i  Your  best  insurance  against  insulator  breakage  | 

I  '        Hubbard  &  Company  I 

I  PITTSBURGH,  PA.  | 

SifliiiiiiiliiriiiiilllitiiiiMlinmilllMlllliiltMirriiiiiiiriiiiiiiliiiiiiiiiuiiltiiimiiHiimiiiiillimilliltiiiiniiiiiiHtiiHiiiniimiiniimilMf 


imiiiiiiuiiiuiiiiiiiiiiuuiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiUHiiiiniiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiminiiiiiiiiiiiiimiiinm 


Ramapo  Iron  Works 

Established  1881 


AJax  ForK«  Company    5 

EiUbllshed    1883  = 


RAMAPO  AJAX  CORPORATION  | 

Suceetsor  = 

HILLBURN,  NEW  YORK  I 

Chicago           New  York           Superior,  Wis.           NUcara  Falls,  N.  Y.  I 

Aatomatic  Betum  Switch  Stands  for  Paasto?  Sidings  | 

Automatic  Safety  Switch  Stands  = 

Manffanese  Construction — ^Tee  Rail  Special  Work  i 

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I  ESTIMATES  PROMPTLY  FURNISHED  I 

jiiiMiiiMiiiriiiHiiiiiiiiniimiiHiimiiHiiimtiiiimuiimiiiniiniiiiiiiriiiirii'tniriiniiiiitniMinMtiiiiiiHiiriii'iiMriiMiimiiiMiimimr 
jiiMitiiiiiMinMiniiiiiiiiJiiiuiiiiiiiniiiiiiiiiiiiiiiiMiiiiiiitMitMiiiMiHMtiiiiftiiiiiiMiiiiiiiiiiiiiiiiiiiiniiitiiiiinitiiiitiiimiiiniiiiiiitii'' 

I   WHARTON   I 

Special  Trackwork  f 

I  For  Street  and  Steam  Railways  | 

I      Steel  Castings  Gas  Cylinders      | 

I  ORIGINATORS  OF  | 

I  Manganese  Steel  Trackwork  I 


WM.  WHARTON  JR.  &  CO.,  Inc. 

Easton,  Pa. 

Other  Plants: 
Taylor-Wharton  Iron  A  Steel  Co.,  Tioga  Steel  &  Iron  Co., 

High  Bridge,  N.  J.  Philadelphia.  Pa. 

Philadelphia  Boll  ft  Machine  Co.,  Philadelphia,  Pa. 


lllltllllll*^      s 


'SilimilltlliMllllltilllllilllllinmiinimiliilHniniilmiiiinnmiiiniiiiiiiiNHiiiiriltniiiiiniiiifiiiiiiniiiiiimiilliiiniiiuiiiiiiiiiiiiii^ 
gimm iini .illiaiinuiliruinlllilliiniiuiiiiiiunniii iiiiiimiiiiuiiluiuiiiiiinmiiiiiiniiiiniiia nmnnmiiR 


jlOM/> 


=  TRADE  MARK. 

I     Varnished  Cambric  Wires  and  Cables 

I  are  built  to  meet  the  most  exacting  requirements. 

I    When   using  quality  Wires   and    Cables   use   quality  Tapes. 
I  "MANSON"  Tape,  "OKONITE"  Tape,  "DUNDKE"  Tape* 

I  THE  OKONITE  CO.,  Passaic,  N.  J. 

I  Incorporated  1884 

i  Bale*  Ogtceg: 

i  New  York — Atlanta — San  Francisco 

I  ,<i;eii(»:    Ctntral    Electric    Co..    Chicago,    III.;    Pettlngell-Andrewi    Co.,    Boston,     = 

5  Mass.:  The  F.  D.  I,awrence  Electric  Co..  Cincinnati,  Ohio;   Novelty  Electric  Co..     = 

=  Philadelphia,  Pa,  = 

'iiMfiiiuiiitiiiuuiHiiniiiniiiiiiiuinniiHiiiniiiniiiHiiiiilnininiimiliiiiiiMininiiiiiriliiiiiiriiiniiiMiiitniiiiiuiiimr niinimS 

gillilliicllllllliililllllliiiiraiiiiiiuilimilliii riiiiiimiiiiiiiuiiiiiiiiiiurinililniil iliiflllllliilinliniiiiiuiiliiiiiiiiiiiiiiiiiiirri;, 

I  Transmission  Line  and  Special  Crossing    I 
I  Structures,  Catenary  Bridges  | 

i  WRITE  FOR  OUR  NEW  DESCRIPTIVE  CATALOG  S 

I  ARCHROLD-BRADY  CO.  I 

I    Engineeri  and  Contractors  SYRACUSE,  N.  Y.     i 

~.ivjii<iriiiuMiniiiiMiiiiiniiiniiinniininiiiiinniiiiiiiiiniiiiHilitiiiiiiiiniiiiMiiiiiitMiiiiiiiiHii(iiiniinniniijtiinniiuiiiiitiiiuiKiS 
jiniiHHittMiiiimiininiiniiiiiiiiintiiitiiiiiiiiiiiiiMimimiim 


inmmiiimiiiinwiillliniiimi 


iiuiiiniiiiiiiiiiiiiiiu 


/a/¥>  InsuhtorCoJncJel^MY 


£  Trade  Mark  I 

SiiiitiiimiiiiMunmiiiiitiiimiiiiiiiniiiitNUiiiHiiniiiitiimiimimiimHitiiniimniiHiHiiintiiiiiiiMtiiniiiiiiiiiiiiHinmiimmiiiiifr 


April  28,  1923 


Electric    Railway    Journal 


35 


^imiiiliiiiiiiiiHiiiiiiiiiiiiniiiiiiiiiiiiii iiiiiiiiiiiiiiiiiimiiiiiiiuiiiuiiiiiiiiiiuiiiiiiiiiiiiirinmiii iiiiiiiiuiiiiiiiiiiiiiii iiiiiiiiiiiii iii iiiiii niiiiimmiiiiiiiii.iiiiii itiiiiiim iiiiuiiimiiiiiimriiiiiiiiimiimiiiiiiuiiiii 

I  The  Indianapolis  Switch  &  Frog  Co.,  Springfield,  Ohio 

i  Indianapolis  Economy  Products  That  Make  Dollars  "Grow" 


Indianapolis  Solid  Manganese: 

Frogs.  Crossings.  Mates  and  Tonrue-swltche«.  Stiper-aaality 
materials.  P,.r-excellent  deeirne.  Gives  many  lives  to  one.  of 
ordinary  construction  and  when  worn  down.  CAN  BB  RE- 
STORED by  INDIANAPOfLIS  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  76  cents  per  month.  LAST  A  LIFE 
TIME. 

Indianapolis   Welding  Steel: 

Pluxated  heat  treated  Metal  Electrodes,  Insure  Onifom.  De- 
pendable Weld  that  are  from  76  per  cent  to  100  per  cent  more 
cmcient,  than  the  "MELT."  Irom  the  same  Hlirh  Grade  basic 
stock,  antrea'ed. 


Indianapolis  fV elding  Plates: 

Eliminate  "Joints"  and  "Bonds"  In  Street  Truck.  Hlcher  In 
Strenrth  and  Conductivity  than  the  unbroken  Rail.  Installed 
according:  to  instructions,  aave  roven  THOROUGHLY  DE- 
PENDABLE, durlnr  10  YEARS  of  "Time  and  Os»»e"  TB8T. 
Extensively  used  in  48  STATES  and  CUONTIE8.  Recoguiied 
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  Sarcrs,*' 
Electric  Railways. 


YES — "Money  Makers"  for 


SiiiiunMinMiniiiiiiniiiiiMiiiuiiniiiiiiiiliiiirHuiiirininiiMniMillllliMiiiinMiiiiinuilinniiiiiiniiMniriiiMniMiiiiiuiinHlUHniinriiitiMiriinriiurillMiiirMnilliiMniiniMuiinMiilliniiniliii^ 
^•iiiiHiiiiiiiiiiiiiitiiiiiMiiMniiiMMiiriiiiMiiniiiiiiiHinriiiiiiniiHiMniiiiiiiiiiiiiiniiiiiiMiiitiHiMiiiHiiHniiiiHHuiiniiiuMniiiniiiriiiiMiiiiiiiiiiiiiiniiiiiiriininiiiuiiiriiiniiuiiiiiiiirMininMiirim^ 

THE  BABCOCK  &  WILCOX  COMPANY  1 


85  Liberty  Street,  New  York 


Builders  since  1868  of 
Water  Tube  Boilers 
of  continuing  reliability 


branch  offices 

Boston,  49  Federal  Street 
Philadelphta,  North  American  Building 
Pittsburgh.  Farmers  Deposit  Bank  Building 
Ci>-vFT,AND,  Guardian  Building 
'  HicAoo,  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 
Denver,  435  Seventeenth  Street 
Salt  Lake  Citt,  705-6  Kearns  Building 
San  Francisco,  Sheldon  Building 
Los  Angeles,  404-6  Central  Building 
Seattle,  L.  C.  Smith  Buildii  g 
Havana,  Cuba,  Calle  de  Aguiar  104 
San  Juan,  Porto  Rico,  Royal  Bank  Building 


nimiiHiiiimiiiiMiniiiniiiiimiiiiiiimiiiriiiiMiitMiniitniiiniiniiiiiiniiiniiuiiHiiHHiHiiiiiiiniiiiMnniniiiniiMiiiiiiniiiiiiiiiMitiiiitiiinMiiiimiiiMiiiniiniitiiiHiiiniiniiitiiHiiiiiiiiiMitiiiniiMiiiniiiM 
MinmilliniiiilMniiiniiltlllltllluiilMiltilillulHiiiiiiiililHllluiliniuiiiiiiiiiiiiuiiiiiiiiiiiiiiiniiitiiiuiiitiiinilnliuiiiiiiiniiiiiMiiMti      uiitiiiiirillnMiiiiiiiii<iiiiiiiitiiiitiiiiiiiriiiiiiiitiiuMnii)iiiiiiiiiiiiiuiiuiiiiiliumitiuiiijiiiiiii(li;uiliiililllliiiiiiiiiiitiiiHMiliHmii«. 


Lorain  Special  Trackwork  | 
Girder  Rails 

Electrically  Welded  Joints  |  | 

THE  LORAIN  STEEL  COMPANY  |  I 

Johnstown,   Pa.  |  | 

Sales  Offices;  |  1 

Atlanta                     Chicago                     Cleveland                     New  York  i  i 

Philadelphia                                Pittsburgh  i  ^ 

Pacific  Coast   Representative:  i  | 

United  States  Steel  Products  Company  |  = 

Los  Angeles                  Portland                   San  Francisco                  Seattle  |  | 

Export  Representative:  ~  i 

United  States  Steel  Products  Company,  New  York,  N.  Y.  11 


ERICO 

Rail  Bonds 

Brazed  Bonds 

Type  ET  I  liead 
Tjrpe  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 


The  Electric  Railway  Improvement  Co. 

Cleveland,  Ohio 


tiiiiiiiiiiiMiiitiiiriiiniiiiiiiiitiiiriiiiiiiiiiiiiiiiiiMiiMiiiiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiitiiiiiniiiiiiiiiniiiuMiriiiiiiinii'iiiijtiiiiiiiiiiiiit:      jiiiiiitiinMiniiiriiiiiiiiiiinriiiiiiniiitiiitiiiiiiiiriiiiiiiriiiniiniiMiiiiiiiniiiiiiiiiiMiiinriitiMninriiiniHiiiimimiiiminttiiiMiiitiiii 


iniitiiiiiiiiiiiiiiiiiHiiiiiiiiiiimiiiiiimimiimiiiiiiiiiiiiiiiimiiiiimiHiiiiiiiiiniiiiiiiitiiiiiiitiiiiiiiiiiiiiMiMiiiiiiiiiiiiiiiiiiiiitMiuiimiiiiiiiiiiiiiiitiiiiiiiniiiiiiiiiiiiuiiiiiitiiiuH 


FOSTER  SUPERHEATERS 

A   necessity   for  turbine   protection,   engine  cylinder   economy   and    utilization   of   superheat   for    all    its   benefits 

POWER  SPECIALTY  COMPANY,  111  BROADWAY,  NEW  ORK 

Boston  Philadelphia  Pittsburrh  Kansas  Ctty  Dallas  Chicafiro  San  FrandBOo  Lon(*on.  Kny. 

MUiimmiiinimNiiiiiiitiiitiiHiiiiiiiiMiiiHiiiniiiniiiiiiiMiiniiiniiniiiiiiiiiiiiiiiniiiiniiniiiiiiiMiiiiuiHiiMniiiMiHiiiniiiuiniiiniiiiMiHU 

^niiriiiiiiiiMiniiiiiiiniiiniiiMiiMiiiMiiiiiiiitiiiiiiiiHiiiHUMiiHiuiniMiniiiiiiiniiniiiiiiiiiiiiniiiniitniiiiiiiiiiiiiiiniiiiiiiininiiiirj      £iiiniiniiiiiiiiiiiitMMJiiiiiiMiiriMiiiirHMiiiiiMiiiiiiiiiiiiiirniiiniiniiiiiiiinriiinniiMiiiiMiiniiniiiiiiiiiiiHiiiitiiiu....iiiiiiiiiirMiii-^ 

Moore  Rapid  *LECTROMELT  Furnace   | 

MAKE     YOUR     OWN    CASTINGS  I 

WHEN   AND   AS  YOU  NEED  THEM.  I 


GODWIN    STEEL 
PAVING     GUARDS 


Adapted    to    all 
•  f    rail*    and 
paTin^. 
W.  S.  GODWIN  CO..  Inc 


types 


Proven    by 

service       tei 

economically  pre-   : 

vent    seepage    and  i 

disintegration        o  f    ; 

street  railway  paving. 

Write     for     Illustrated  I    I   PITTSBURGH  ELECTRIC  FURNACE  CORP.   i 

Catalog  No.  20.  V     ~  ° 

12  E.  Lexington  St^  Baltimore,  Md.   ; 


Largest  Makers  of  Are  Furnaces  in   the  World 

PITTSBURGH,  PA. 


.iiiuiiiiiiiiiiiiiiiiiiiiiiMiiKiiitiiiiiiiimiiitiiiiiiiiitiiiHiiiiiiiHiiiiiiimiiiiiimiiiiiiimiii 


•  iiiiinniS      -juiiraiimiiiiiiiiiiiiiiimiiiiiiiiiiiiiimiiaiiiiniiiiiiiiiiiiiiiiiiiiniraiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiit 


36^ 


Electric    Railway    Journa) 


April  28,  1923 


^miiiitriiiiiiiiiiiiiriiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiMniiiiirriiHiiiiMiiiiiniiiiitiiiiriiiiiiiiiiiiiNM-      ainiiiiiiiitiiiiiHiiiiiiiiiimiiiiiiiimiiiiiiHiiiiiiiiMiniiiMiiiiiiitiiiiriiniiiiiiiiiiiiitiiiiiiiiiiiiiiiiiuiiMiiiiiiiiiHiiitiiiniiiiriiiiiiiiimnb 


I  High-Grade  Track  I 
I  Work 

I  SWITCHES-^MATES— FROGS— CROSSINGS  | 

I  COMPLETE  LAYOUTS  | 

I  IMPROVED  ANTI-KICK   BIG-HEEL  SWITCHES  | 

I  HARD  CENTER  AND  MANGANESE  f 

I  CONSTRUCTION  | 

I        New  York  Switch  &  Grossing  Go.        | 
I  Hoboken,  N.  J.  | 

TiiiiiiiiiniiiiriiiiiliniiniiiiHlinliililltiiiiriiniiiiiiiiiiiiniitiiiniiniiiiiiiniiiniitiiiiiiMiiiiiiiiitiiiuilliliiiiiiiliiiiiMiiiiiiiiiiiiiiiiiiiiii; 
^iniiiiirMiiiiiiiMiiiiiniiiiriiniiitiiitiiitiiiuMitiiiiiMiiriiiiiiiiMiiiiiuiiiiiiiiiiiiriiiiriiiiiiiiiiiiiiiiniiiiiiiuiiiiriiHiiiitiiiiiiiiiiiitiiiijir^ 


For  Accurate  Placing 

THE  Tribloc  lowers  its  load  gently  and  I 

accurately  into  place.     To  understand  I 

why,  one  has  only  (o  examine  the  planet-  | 

ary  gear  system.     Such   a   well   balanced  | 

drive  insures  absolute  smoothness  of  nper-  § 

ation.     A  Tribloc   will    never   jump,   jam,  | 

or  jerk  under  its  proper  load.  I 

I                                              ffriie  for  information  on  any  | 

I         ~                                    type  or  capacity  to   40  tons.     asiT-D  I 

I     FORD     CHAIN     BLOCK     CO.  I 

I          CNO  a   DIAMOND   STREETS                                      PHII-ADEUPMIA.    PA.  1 

I                     ^^                              CVCR  SCAS  REPWKCHTMIVC                             ^  I 

i           PARIS            «nUB«CI_S           TuniN            nAI«CKL.OrM>              RIO    DC   JANEIRO  = 

^iililiiitMiiiriiitriiiniHiiiiiiMiiiiiiuiMniiiniii(iMiMiinMiniiniiiiiiiitiiHniiriiiiiiiniiiiiiiiiiiiiMiMii!-"'>iiiiriiitMiiuiiiiiimiimui^ 


mt. 


We  make  a  specialty  of 

ELECTRIC  RAILWAY 
LUBRICATION 

We  solicit  a  test  of  TULC 
on  your  equipment 

The  Universal  Lubricating  Co. 

Cleveland.  Ohio 


Tiiiiiriiiiiiimiiiiiiii 


iimiiiHiiiiiiniiiriiit: 


anmiiiiiiiiiiiiiiiiHiiii 


iiiMiiMiiiiiiiiHiiriiiiiiiiiiiiiiiiiriiiiiiiiiiiiiiHiiiiiitiiiiriHiiiitiiiiiiiiiiiiiiiiMiiniiiii.iniiiiiiiiiiiiiiiiitiitRf 


TrtlERMOSTi^TS      BuzzeRs 
PisEtMATic  Door  Operators! 

CONSOLIDATED  CARHEATINGCa 

New  YORK  AL6ANV.  N.V,  CHICAdO 


?liiiiiiiuriifiiiiiirriiiiiiiiiiiiiiimiiiiiiiiiiiiiiriiniiiiiiiiniiiiiiiiiiiiiiiiiiiiliiiiiiiiiiiiiiiiiJiiiiiiiiij iiiiiuiiiiiiiiMiiniiiiiiiiiiiiimn 

^'iiitiiiuiinniiiiiiiitiiiiiiiiiiiiiiiiiiiiiiniiiniiiiniiniiiniiitiiiniiiiiiiitiiiitiiiniiitiiiiiMiiiiiiiiiiiiMiriiiifMiiiiiiriiiiiiiiiiiitiiiniiitiir 
I  ELECTKIC  HEATEE  EQUIPMENTS  communi-      i 

cations  to      i 
AOdresa  All     | 

BUSH         I 

TERMINAL    § 

(220  36th  St.  >  I 

Brookljm,      = 

N.Y.  I 

Literature  on  i 
i  THEBMOSTAT  CONTROL  EQUIPMENTS  Requett        = 

=inimilllllltllltllliniiimiiii i rtiiiiiiiii i tiiiiii ttiiMlllilirilltrllirlllliii iiiiiiii itiiltillllllltim 

aHiiiiiiiliMiiiiiiiMiiiiiiiiiiiriiiiii iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiniiiiiiiiiiiiiiiiliiiniiiiiiiiiiiiiliilniib 


GOLD  CAR  HL 
LIGHTING  CC. 

NEW  YORK  CITY 


/ILLIS 

M  MILWi 


MILWilHKU.  WIS.     U.S.A. 


I  Electrical  Machinery,  Steam  Turbines,  Steam  Enginet,  I 
I  Condensers,  Gas  and  Oil  Engines,  Air  Compressors,  | 
1  Air    Brakes  | 

!Tiinilllttilltlllllllliiiiiiiiiiiiiiiiiiiiiiiiitiiiitiiiiiiiiiiriiiiiiiiriiiiriiii(iiiiiiiiiiiiiitiiiitiiMiiiiiiii)iiiiiiiiiiiiiiiiitiiiiirililiiittiiiiiiiitMiin 
DiiiiiidiR.miiiiii(iiiiiiimiiiiiiiiiiifiiiimiiiiiiimimiiiiiiiiiiiiitiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii(iiiiiiiii:iii<i^ 


jiiiiiiiiitiMiiiiiiiiiiiiiiiiiiHiiiiiitiiiiiiriiiiiiitiiiiiiiiriiiiiiiiiiiiiiiHriiiiiitiiiiiiiitiiiirMiiiiiiiiiiiiiiiiiuMiiiiiniiiiiiiMiiniiifiiiHiiiiHir'. 

I    BUCKEYE  JACKS    ( 

I  High-grade  R.  R.  Track  and  Car  Jacks  | 

I  The  Buckeye  Jack  Mfg.  Go.  | 

I  Alliance,  Ohio  | 

^iiiitiiiiHiiiiiiiiiiiiimmiiiiiiiHiitiiiiiiimiiiiiiiiiiMiiiiiiiiiiiitniiiiiiiiimiiiiiiiiiiHiimiiitiiiiiiiitiimiiMiiiiiitiiiimiiitiimiiiiiiiiti; 
aiiiiitiiiiiriiitiiimiiiiiiiiiiiiiiiiiiiiiiiitiiiuiiiiiiiiiriiiiiiiitiitiiiiiiiitfnniuiiiiiiiiiiiiiriiiriiiniiiiiiniiHiiiHiiiniiiiiiiuiiitiiiiliiiliiiir 

A  Style  for      j 
Every   Service   | 

Send  for  Catalog  f 

BONNEY-VEHSUAGE     I 
TOOL  CO.  I 

Newark,  N.  J.  i 

'imiHiiiiiiiiniiiiiiiriiniiiiiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiMJiriiiriiiiiiiiiijriiiiiiiJiiiiiiiiniiiniiJiiiniiiiiiiJiiiriiiimiiiiiiiiiiiiiiiuiiiniiiiin 
9"iii""iiiiiii iiiiiiiiiiiiiiiiiiiimiiiiii iiiimiiniiiiniiiiimiiiiiiiiiiniiiiiiimiiiiiimiiiiiiimuiiimiiiiiirai iiiiiiiimiii; 

I    I   A  Single  Segment  or  a  Complete  Commutator    | 

I  is  turned  out  with  e<iual  care  in  our  shops.     The  orders  we  fill  I 

=  differ  only  in  magnitude;  small  orders  command  our  utmost  care  S 

5  and  skill  just  as  do  largie  orders.     CAMERON  quality  applies  to  I 

=  every  coil  or   segment   that  we  can  make,    as  well  aa  to  every  i 

=  commutator  we  build.    That's  why  so  many  electric  railway  men  = 

=  rely  absolutely  on  our  name.  | 

I         Cameron  Electrical  Mfg.  Co.,  Ansonia,  Connecticut  | 

^jminiiniiiiHiiirMiiiiiiiiHiiMiiiiitiiiriMlriiiiriiitiiittiiiirrtriiiiiiitiiiirintiiiiriiiiiiiiriiirMiiiiiirMiuiiinriiiriiiriiiiriiiiMittiimmiiiS 


aiiniriiiiiiiiiiiiiiiiii 


ti 


»» 


Opportunity 
Advertising : 

Think  "SEARCHLIGHT"  First ! 


"»"»«       =       = 


I  ''Make  it  of  VuUCot  Fibre''  \ 


I  NATIONAL  VULCANIZED  FIBRE  CO.  i 

I    I    WILMINGTON  DELAWARE    I 


riHuuiiiiuimiiiiininiiiiniimiiiiiiiiiiiiiiiniiimimiimiinuiiiiitiiiiraniiiiimiiinuinnwiiiRiiiiiiiiiiiiiiiiiiiiiimiiiiiiuiiuiiiuiir     ^iiiuiiiiiiiiiuiiiiiiiiiii 


iiiiiitiiiiHiiMimHiiiiiiiiiiimuiiiwtiiimiHiHiitiiiiiitiiiuuiMiiiiiuitriiiiiimiiiiiiiiE 


April  28,  1923 


Electric    Kailway    Journal 


37 


eiiiiiiiiiniitiiiiiNiiittiiiiiiiiiiiiiiiiiitii •iiiiiiiiiiiiiiiii.iiuiiiiiiiiiiniiitiHiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiuiiiiMiiiiiuiiiiniiiHiiiiiii:     ^iiiimiiiiiiiiiMiiiiiHiiiiiiiiimiiiiiiiiiiiHiiiHiiiMiiHiiiitiiiiiiimiimimiimiimiimimnitiiiiiiiiiiiimiiiiiiiHuiiiiiiiiiiiHiiim 


Car  Seat  and 

Snow  Sweeper  Rattan 


For  60  years  we  have  been  the  largest  im- 
porters of  rattan  from  the  Far  East.  It 
is  therefore  to  be  expected  that  when  Rat 
tan  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,  Masit. 

SALiilS   OFFICES: 
Heywood- Wakefield  Co.  Heywood- Wakefield  Co. 

516  West  34th  St..  New  York  1415  Michig^an  Ave.,  Chicago 

E.  F.  Boyle.  Monadnock  BIdg: ,  San  Francisco,  Cal. 

F.  N.  Grig'g'.  630  Louisiana  Ave..  Washington,  D.  C. 
Railway  and  Power  Engineerins  Corp.,  Toronto  and  Montreal 

G.  F.  Cotter  Supply  Co.,  Houston.  Texas 


I 


F  YOU  CANT  USE  IT 

Sell  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  era  of  such  equipment  at  small 

I  cost    through    an   ad    in   the 

I  Searchlight  Section 

I  For  Every  Business  Want 

j  ''Think  Searchlight  Firse' 

I  0166 

^iiiiiinMiiiriiiiiiiimiiniiiiiiitiiiiiiiMiiiHiiniiMiiitiiiMiiif'iiiiiiiiiiiiimiiiniiiiiitiiiiiiimiiMmHitniitiiniiiiiiiuiiiiMiiiiiiiiiiiiiii 


niiiiMiHiinirntiiniiitiiiiiiiiiiiiiiiiitMiiiiiiHiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiitiimiiitiiiiiiiiiiiiiiiiiiiiiiiiiiniiMiiiiiiiiiiimiiiiiiiir: 
^•iiiiiiiiHiiiitMiiiiiiiiMnrMirMiiiiiUMiitiMniiniiiiHiiiMinMnMiiMiitiiiuMniinriiuiiininiMiiMiiiriiuiiiuriiiMinnirriinriiniiitiinMniiiiMiiriiiniiiiMiiiiiiinii^ 


MAIL     THAT     ORDER     TO     NIC 


niiiiiiiiiiiMimiiiMiiiniiiiHMiiiHiiitiiiiiiiimiimiiuiiinMnMitiiiniiiniiiiiiitiiiiiiiiiiiiiiiimimiiiniiniiimimmiiiiiiiiiiiiiiMiiiiiiiiiiitiiiMiiiiiiiiHimiiMiiiiiiiiiiiMiiiriiiiMinn 


aiininiiiiiiiiiiiraiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiimiiiiiimiuiiiiiiiiiiiiiuiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiniiiiiiiiiiiiii'. 

International  | 

Registers  I 

Made  in  various  types  and  sizes  I 

to    meet    the    requirements    of  | 

service  on  street  and  city  system.  | 

Complete     line     of     registers,  | 

counters  and  car  fittings.  I 

Exclusive     selling     agents     for  I 

HEEREN      ENAMEL      BADGES.  1 


Type  K-ii 


The  International  Register  Co. 

15  South  Throop  Street,  Chicago,  Illinois 


iiiiiniiniiitiiiiiiitiiiiiiiiiiiuiiiniiniiiiiiiiiiitiiiiiiittiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiiiiiHiiiiiiniiiiiiitiiiiiiitiiiiiiiitiiiuiiiiiiiuiiiiiiuii^ 

JOHNSON  sr„«ef 


Adjustable 


The  beet  changer  on  the  market. 
Can  be  adjusted  by  the  conductor  to 
throw  out  a  varyin  g  number  ot 
coina.  necessary  to  meet  changes  in 
rates  of  fares. 


Flexible 


Each  barrel  a  separate  unit.  Dermltr 
ting  the  conductor  to  Interchange 
the  barrels  to  suit  his  personal  re- 
quirements, and  to  facilitate  the  ad- 
dition of  extra  harrelji. 


iiiiniiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiMiiiiiiiiMiuiniHiiiiiniKtiiiiiiiittiiiirtinriitiriiiiiiniiuiiiHimm 


Hmniiiiiiff 

aillUllllllllHlllllllilllinillHinillHIIIIIIIinilHIIIllllimilllllllllllllllllllllllltllllllllllHinillllllUIIIUHIIIIHIMIIIIHMimillUIIIIIIUIllL: 


I  JOHNSON  FARE  BOX  COMPANY 

I  Ravens  wood,   Chicago,    III* 

^iiiiiniiiiiiiiiiiiiiimiiiniiiiiiiiiiniiiiiiitiiiniiniiiiiiiniiiiiiitiiiiiiiMiiiiiiiniiniiuiiiniiiHiiniiiiiiniHiiiiiiiiiiiiiiiiimiHiiiiiiiiiiiii; 


_<iiiiiitiiiniiniiiitMiiiiniiiiMiiiiiiniiiiiiitiiiiiiiniiniiiniiniiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiMiiiiniiniinriiniiitiiitiiiiiiiuiii4ir_ 


Fare  Boxes 
COUNTERS 


Change  Carriers  |   | 


Campany 


COIN 

SORTERS 


WRAPPERS 


THE  CLEVELAND  FARE  BOX  CO. 

CLEVELAND,  OHIO  | 

Canadian  Branch,  Preston,  Ontario.  I 

jiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiutiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiitiiiiiiiitiiiiniitiiiiniiHiiuiitiiiiiiiiiiiiiiiiiiniiiiiiitiiiiiiiMiiiR 


Direct 

Automatic 

Registration 

By  tbe 

Passengers 

Rooke  Automatic 

Register  Co. 

Providence,  R.  I. 


iiiiiiiiiiiiiiitiiiiiiMiiiiiiiiiiiiimimiiMiiiHiiiiiiiHitiMuiiiiiinHiiiniimiiMiiiiiiiiHiiiin,' 


38 


Electric    Railway    Journal 


April  28,  1923 


sjiiiniiniiiitiiinMiniinMiiiiiiiiiiiiriiiiiiiniiiHiiiniiiiiiiiniiiiiiiiiiiiiiiiiiiiuiiiiriiiriiiiiiiiniiitiiiiriitiiiniiiiiiiiiiiiiiiiiiiiiiiiiiitiiiit:      driiniMiiiiiuiiiniiiiiiiHMtuiiiiiiiiiiiMiiniiiiiMiiiiiuiiiiiiiMiMiiiiiiiniiiniiniiiiiiiitMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiniiiiiiiiitiintiiniG 

£  i       =      It.    A.    Hegcnian,    Jr.,  President  Charles    C.    Castle,    First    Vice-President      S 

1  =      =  Harold  A.    Hegoman,   Vice-President,   Treas.  and   Acting   Sec'y  = 

~  ^a     ^  ^B^   ^    ^  m^r^  ^  ^  A        ^^p^    .^"^    ^p^k     ^^  =       i  ^^  -    ^  -    I^-'iocoin,  Manager  Sales   and  Eugineering  = 

VFNTII     ATORS    ll    National  Railway  Appliance  Co.    I 

▼      ^^X^      A    m^^J^^L     M     ^^AXI^  Grand  Central  Terminal,  452  Lexington  Ave.,  Cor.  45th  St., 


i 


THE  N-L  New  Style  Type  C  Venti- 
lator is  absolutely  weatherproof,  lays 
low  on  roof,  looks  well  and  meets  every 
requirement  of  ventilation. 


More  than  seven   thousand  N-L   Ventilators 
sold  during  1922. 

The  Nichols-Lintern  Company 

7960  Lorain  Ave.,  Cleveland,  O. 


Grand  Central  Terminal,  452  Lexington  Ave.,  Cor.  45th  St., 

New  York 

BRANCH   OFFICES: 

Munsey  Bldg.,  Washington,   D.   C. ;    100   Boylston  St..  Boston,   Mass.;   Hegeman- 
Castie  Corporation,   Railway  Exchange  Bldg..  Chicago,   111. 

Railway  Supplies 

Tool  Steel  Gears  and  Pinions 
Anderson  Slack  Adjusters 
<ienesro   Paint  Oils 
Dunham  llopptr  Door  Devices 
AnKlo-Aiiierican  Varnish  Co., 

Varnishes.    Enamels,    etc. 
Drew  I/me  Material  and  Railway 

Specialties 
Turnstile  Car  Corporation 

Turnstiles 
National  Hand  Holds 
Pittsburgh    Forge  &   Iron   Co.*8 

Products 


Economy   Electric  Devices  Co., 

Power    Saving   &  Inspection 

Meters 
Lind  Alnminnm  Field  Coils 
C-H   Electric  Heaters 
Garland  Ventilators 
National    Safety    Car    Eqaipment 

Co.'s  One-.^lan  Safety  Cars 
Flaxlinum  Insulation 
E-Z  Car  Control  Corporation 

Safety  Devices 


i  Tnemec  Paint  &  Oil  Co.'s  Cement  Paint  i 

I  Fort   Pitt   Spring   &    Mfg.  Co.,    Springs  | 

iMnrinniitiiimiiniimiiiiiininirMitiiniiiiHiiriinii<'MnhniMiiitiiniiiMiiniiMiiiMiitiiiiMiiniiiMnuiiriiittiiiiiiiiiiiiitiimiiitiiiiiin 

jiiiriiitiiiiiiiiiiiiiiiiniiiiiiiniiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiirMiiiiiiiiMiriniiiitiiiiiiiiiiiiriiiriiiiiiitiMiiiiiiiiiiiiiiiitiiiriiiiiiHiiiiitMiiniir 


Aj 


ax  Perfecto  Bronze 
Check  Plates 


s  N-L  Prodiictm  manufactured  and  sold  in  Canada  hy  S 

I       Railway   and    Power   Engineering   Corporation,    Ltd.,        I 
1  133  Eastern  Avenue,  Toronto,  Ontario  | 

nimiiiiiiiiiiimiiiiiiiiiiiiiiiiiitiiiimiiiiiiiiimiiiiiimiiiiiiiiiiiiiiimiimiiiiiiiiiiiniiiiiiiiiimiiiiiiitiimiiiifiiiiuiimiimmiiiiiiiiiiiR 
iiiitiiiiiiiiiiiiiiiimiiiiiiiiiuiiiiiiiiiiiiiiiimiiiniiniiiniiiiiiiiiiiiiiiiiiiiMiiiniiiiitiiiiiiiiiiiiiiiiuiiiiiiiiiiiiiBiiiiiiniiDriiitiiiDiiiiu'^ 


Made  from  our  Perfecto 
Bronze  —  the  strongest 
and  toughest  metal  on 
the  market;  will  bend 
before  it  will  break. 
Withstands  shocks  there- 
fore, and  outlasts  all 
other  check  plates  several 


Specify    Ajax    Perfect* 

Bronze  on  your  next 

requiiition. 


The  Ajax  Metal  Compauny 

I  EstabliMhed  IS80 

I    Main  Office  and  IVorks:  Philadelphia,  Pa. 

.itlllliiiliiiiitiiiiMiiiiMMilltillltMniiiillirilliiliniillliiiiiiliiiiiiiiilliirriliriiiriiiiiiiiiiiiiiiiriiiiriuiiitlMHMluiliiMiiirniitiiiiiiiiiiilli^ 


Waterproofed  Trolley  Cord 


i   i  \AiUliljmU 


RS 


w^ 


Is   the   finest   cord    that    science    and    skill    can    produce. 
Its  wearing  qualities  are  unsurpassed. 

FOR  POSITIVE  SATISFACTION  ORDER 
SILVER  LAKE 

If  you    art   not   familiar   with   the   quality   you    will    be 
surprised  at  its  ENDURANCE  and  ECONOMY. 

Sold  by  Ntt  WtightM  and  Full  Lengths 

SILVER  LAKE  COMPANY 

Manufaelurars  of  bettf  migntd  and  other  cordm. 
Newtonville,  Massachusetts 

^llMililiiltlilfliiltilliiiilliiliiiiiiiiiiHiitiiiiiiiiHiiintiliiiliiMiitiiiHiiiiMiniiitiiiiiiiitiiiiiiiiiiiiriiitiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiir 
llmiiiiitliiniiiiiiiitiiiiiiimiiiiiiittiiitiiiiiiiiuiiiuililllliilililliiililllllliiiiiiiiiiiiiiiiiiiuiilluillliiiiiiiiNiiiiiiiiiiimililiiiiiiiiiiiiiif 

Car  Seating,  Broom  and  Snow  Sweeper 
Rattan,  Mouldings,  etc. 

AMERICAN  RATTAN  &  REED  MFG.  CO. 

Brooklyn,  N.  Y. 

AMERICAN  means  QUALITY 
RATTAN  SUPPLIES  OF  EVERY  DESCRIPTION 

uiniiiniiiniiiiiiiiiiiiiimii iiiiiiiiiiMiiiiiimniiiinniiiiiiiiiitiiiiniin iiiMiiiniiiri uiiiurriiiiiiniiiMiiiiniiiiniiiiiiiiiii 

|iiiiiiiiimiiiiiiuiniiitiiiiiiiiiiiiiniiHiiiiiiiiiiilmiiiiiiiiiiiiiiiiiiililiiiittiiiHiliiiiiii)niiliniliuiiiiiimilllllltillilliiliiiiHlll 


Car  Heating  and  Ventilation  i 

is  one  of  the  winter  problems  that  you  must  i 

settle  without  delay.     We  can  show  you  how  1 

to    take    care    of    both,    with    one    equipment,  i 

Now   is  the  time   to  get  your  cars  ready  for  i 

next  winter.     Write  for  details.  i 

^S     The  Peter  Smith  Heater  Company  f 


1725  Ml  Elliott  Ave.,  Detroit,  Mich, 


^wtiininnnininimimiiiiiimimiiiiinifiiniitiiiitiiiniiHtiiiiiiiiiiiriiitiMiniiniii(iiHiiiiiiii(iiiiriiiiiiiuMmiiitiiiiniiiiiriiiH!U4iii: 


I  r 
f  I 

i  i 


Gets  Every  Fare 

PEREY  TURNSTILES 
or  PASSIMETERS 

Use  them   In  your  Prepayment  Areas   and 
Street  Oars 


Percy  Manufacturing  Co.,  Inc.      I 

30  Church  Street,  New  York  City  I 

'jflliuiiiiniiiiiiiittllMiililtiUMiiiitiiiitiiiiiiiitiiiniiiniiiiiiiuiiiiiiiiniiitiiiiuiiiiiiiiuiiiiiiiniliiiiiiiiiHiiHiiiiiiiiiiiiitiiitiiiillllliiiir 


iiiiiiiiiiiiiiiiiiMnnimiiiniiiiiiiiiiHiiiuiiiniiiiiHiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiniiMiiitiiitiiiiiiiiiniiiiiiiiiiiHiir 

Sole  i/anufactvreri 
"HONEYCOMB"  AND  "BOUND  JET"  TKNTOATOBS 

for  Monitor  and  Arch  Boof  Cars,  and  all  claseee  of  tmildinss; 
■IM  ELBCTBIC  THEBHOMETEB  CONTBOL 

of  Car  Temperatures, 

_        141-lSl  Weat  2«d  St.  Write  for  1338  Broadway 

I  Chlcaco,  111.  Catatogue  New  York,  N.  Y. 

■iiiiiMitriiniiiiirmiiHiiitiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiifiiiiiiiiiiiHiinriniiinriiuiiiiiiniiiitiiinMttiiKiiiniiiiiiiiitiiiiiiiimiuiR 

aiiiin)iniiiiiiHiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiimiiiiiimiiiiiiiiiimiiiiiiiitii(iiiitiiMiiiiitiiiiiiriiiiiiiiiiiiiiiiiiiiiiiiii>uimiiiiiiiiiini^ 

PAINT        I 

Sells  Transportation   | 

Let  OUT  experts  on  railway  ca'  i 

finishing  demonstrate  Beckwitl*  5 

Chandler  paints  and  varnieher  5 

=  -  Write  for  details.  S 

I    Beckwith-Chandler  Co.,  203  Emmett  St.,  Newark,  N.  J.     | 

••MiuiMitiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiitiiirriiiiniiiiiiiiiiiiiiiiiiiiiitiiiiMiiintiriiiiriitiiiniiiiiiiiiMuiMttMiiTiiiiiiiHMiiiiiiiiiiiit'-~ 

|piiiiiiiniiMMHiinHntMiKiHMiitnimi)riiHiiiiiiiuiiiifiiiiiiiiiiiiriiiiiiiiiiiHMiiiiiniiiniiHiiiHMiuiiiiiiiHitiiriiiuiiiiriiiiiiiiiiiiim< 

I  100  New  Users  in  the  Last  Nine  Months 

i  KASS  SAFETY  TREADS 

j  HIGH 

i  in  efficiency  and   lasting  qualities 

I  LOW 

I  in  weight,  initial  and  upkeep  costs 

I  Morton  Manufacturing  Co.,  Chicago 

juniuilllluiiiuiiHimuuiiuiiiHllilimillHliiiiiiiiiiiiiiiHiiiiiiiilllllliiiiiiiiiiiiiiiiiiiiimiittiiinimiiiitiiiiiiiiiiiiiHlliliiHiiuiiiHiMJ 


April  28,  1923 


Electric    Railway    Journal 


39 


Searchlight  Section 


POSITIONS  VACANT 

ACCOUNTANT — lixporionced  in  account- 
ing under  text  of  Interstate  Commerce 
Commission  and  familiar  witli  deprecia- 
tion accounts  for  electric  street  railways. 
Must  also  have  had  experience  in  Fetleral 
Taxation  and  office  management.  State 
present  and  former  connections,  present 
salary,  salary  desired  and  reason  for 
change.  Communications  will  be  treated 
strictly  confidential.  Address  P-o4a. 
Electric  Railway  Journal.  10th  Ave.  at 
36th   St.,    New   York. 

FIRST-CLASS  draftsman  wanted  for 
street  railway  master  mechanic  s  offlce. 
Must  be  competent  in  car  design  and 
should  have  some  mechanical  and  elec- 
trical engineering  ability.  P-542.  Elec. 
Ry.  .Journal.  Real  Estate  Trust  Bldg., 
Phila.,  Pa. 

LINE  Superintendent  wanted  for  an  East- 
ern company  operating  fifty  miles  of 
transmission  lines  within  an  area  of 
forty  square  miles.  Must  be  familiar 
with  high  voltage  work  and  be  able  to 
handle  men  efficiently.  Give  reference 
and  salary  expected  with  first  letters. 
P-540.  Electric  Railway  Journal.  10th 
Ave.   at   36th  St..   New  York. 

WANTED  at  good  salary,  competent  form- 
maker  to  repair  and  build  new  armature 
coil  forms.  In  applying  give  experience 
and  references.  (Signed)  National  Ar- 
mature &  Electric  Works,  Bluefleld. 
W.   Va. 


POSITIONS  WANTED 

ACCOUNTING  executive,  thoroughly  ex- 
perienced in  all  branches  of  large  prop- 
erties: street  railway,  light,  power  and 
gas  utility,  open  for  engagement.  Capable 
of  assuming  full  control  of  all  accounting 
work.  PW-543,  Blec.  Ry.  Journal,  Old 
Colony   Bldg.,   Chicago,    111. 


POSITIONS  WANTED 


transportation  and  handling  same  in  a 
manner  that  will  get  results  and  be  a 
credit  to  any  property.  Present  rela- 
tions are  pleasant.  Personal  reasons  for 
desiring  a  change.  High  grade  refer- 
ences as  to  character  and  ability.  Would 
prefer  citv  and  suburban  property.  Ad- 
dress with  details  PW-544,  Elec.  Ry. 
Journal,  10th  Ave.  at  36th  St.,  New  York. 


.•IMtlDMIMIIIIMIMtMKIIIII 


illlirillMIMIIIIIIIIIMII' 


SUPEIRINTENDENT  of  transportation. 
Twenty  years'  experience  in  electrical 
line,  operating  city,  interurban  and  sub- 
urban property.  Good  record  based  on 
long  experience  with  large  property. 
Present  relations  are  pleasant,  personal 
reasons  for  desiring  a  change.  PW-533, 
Electric  Railway  Journal,  Old  Colony 
Bldg.,    Chicago.   111. 

SUPERINTENDENT  of  transportation 
with  a  proven  successful  record  of  18 
years  on  large  city,  suburban  and  inter- 
urban properties,  at  present  employed, 
desires  a  change  and  will  consider  any 
property  that  needs  a  practical,  progres- 
sive, efficient  transportation  man  who  is 
capable    of    taking    over    all    details     of 


FOB  SALE 

G.E.CO.  ROTARY  CONVERTER 

60   cy.,  13,200   or  6600   v.  A.C.  to  500  v. 
D.C.,  8200  k»v. 

Includes  the  following: 

Item  1 — Type  HCC,  16  pole,  2300  kw..  450 
r.p.m..  590  V.  Synchronous  Conver- 
ter with  booster  and  inslrumenls. 

Item  3 — 3  type  WC.  60  cy..  900  kva.. 
13.200-6600  V.  primary.  368  v. 
secondary,  water-cooled  Transform- 
ers with  10  %  taps  above  and  below 
normal  and  50%   starting  tap. 

Item  3 — Complete  3  panel  switchboard  for 
the  above.     Built  1917 

Has  been  ran  only  for  test — prompt  ship- 
ment— attractive  price 
Picture  of  Converter  appeared  in 
March  nth  issue. 

Apply  General   Chemical   Company 

40  Rector  St.,  New  York.  N.  T. 


FOR  SALE 


Street  Cars  and  Parts 


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. 

ELECTEIC  EQUIPMENT  CO. 

Commonwealth  Bldgr..  Philadelphia.  Pa. 


ROTARY   CONVERTER  j 

1 — 300-kw.,  25-cy.  West.    Will  sell  or  trade  I 

for  60-cy.  ConTerter  of  same  capacity,  i 

KANKAKEE  &  URBANA  TRACTION  CO.  I 

Urbana.  111.  = 


liniMtlMlllllltllMIMKIIIMIIIHI 


IIIMIIIIMtllllMIHIIMMIDHIIHIIIIMIII,-  S 


FOR  SALE 


38  GE  216  Motors 

Transit  Equipment   Company 

Cars — Motors 
501  Fifth  Avenue.  New  York. 


«>lUIIMIHIil(tllllllltllllMI»m<IIIMMII> 


The  Commission  offers  for  sale  the  follow- 
ing complete  street  cars,  car  bodies,  trucks, 
molora.  etc.  Sealed  Tenders  addressed  to 
the  Chairman,  endorsed  "Tender  for  Street 
Cars  and  Parts"  will  be  received  until  noon 
of 

May  12th,  1923 

at  the  offices  of  the  Commission.  Public 
Utilities  Building.  35  Yonge  St..  Toronto. 
Ontario.  A  cheqiTe  for  5%  of  the  amount 
of  the  offer,  payable  to  "The  Toronto 
Transportation  Commission."  drawn  on  and 
accepted  by  a  Canadian  chartered  bank, 
must  accompany  each  Tender.  Tenders  for 
the  whole  or  part  of  the  lot  offered  will  be 
received.  The  cars  and  materials  offered 
are  now  on  the  Commission's  property  in 
Toronto,  and  Tenders  must  be  based  on 
acceptance  as  and  where  the  cars  and  ma- 
terials are  located, 

50  Single-iruck  cars  complete  with 
G.E.-67  motors. 

6  Single-truck  cars  complete  with 
O.E.-IOOO   motors. 

1  Brill  M.T.  truck  car  complete 
with  G.E.-67   motors. 

•,i  Single  truck  trailer  cars  complete. 
Also  11  single-track  motor  car 
bodies    and    trucks     (no    motors) . 

7  Double-truck  closed  motor  car 
bodi<>s     (no    motors   or  trucks). 

10  Single-trucks  (no  bodies)  with 
G.E.-IOOO  motors;  6  G.E.-IOOO 
motors  and  6  pairs  of  wheels 
(no  trucks  nor  bodies) . 

A  condition  of  the  acceptance  of  any 
Tender  is  that  the  cars  or  materials  must 
be  removed  by  the  tenderer  from  the  prop- 
erty of  the  Commission  within  one  calendar 
month  from  date  of  notification  of  accept- 
ance from  the  Commission  to  the  Tenderer 
by  registered  mail. 

Copies  of  a  detailed  inventory  may  be 
secured  and  appointments  to  inspect  may 
be  arranged  through  the  Executive  Depart- 
ment, Public  Utilities  Building,  35  Yonge 
St..  or  the  Rolling  Stock  Department.  4 
Sherboume  Street. 

The  highest  or  any  lender  not  necessarily 
accepted. 

H.  H.  COUZENS. 

General  Manag^er, 

TORONTO  TRANSPORTATION 
COMMISSION. 

'MI>Mlltllltlllllllltltlllltltllllt«ll»lll»IIIIMIIIIMIIIMIIHI>llll«itHIIMIII(IIHItllltlltlllU|H| 
DIHIIItlMMIIMIIIMIIIIIMtlllKlltlMIIII HMtlllHIIIMIIIIIIIIIMIIIItMIIIIII 


No.  201—2—3—6. 

4 — 45-ft.  Interurban  Paasenser  and  Baggage  Cars — Wood  Body. 

End    Entrance,    Cane    Seat.    Monitor    Root    Motor    G.E.    67. 

Quadruple.   3-Tum  Control   Westinghouse.   K14.   Sinrle  End. 

Brakes.  We9tineho\rse.  Compressors.  Nat.  Brake  k  Electric  Co. 

B  B.  2    Baldwin   Trucks.  34-in.  Wheels.   iVt-in.   Axles.   Bach 

V^.000.00. 


No.  207. 

Interurban  Passenrer  and  Basrase.  All  Steel  Center  Bntnmoe, 
51-tt.  Car.  Motor,  WeatinKbouse.  306  V  4  Quadruple.  Con- 
trol Westinghouse  H.L.,  Brakes.  Westinghouse.  with  N»t. 
Brake  Compressor.  B.B.3.  Baldwin  Trucks.  34-in.  Wheels,  5-ln. 
Axles.   $4,SO0.0O. 


Ten    other  carm  in  very  good  condition  are  covered  by  oar  Bulletir*'— mailed  upon  r«aa««f. 

BUFFALO  HOUSE  WRECKING  &  SALVAGE  CO. 


Buffmlo,   N.   Y. 


Phone,  Fillmore  1856 


'.(MI„,ll„(l,l(lllll»MiH«MMIIIMIIIM,tl,lll>,,ll,,llll,l«ll,„MI,lll,>ll>l 


40 


Electric    Railway    Journal 


April  28,  1923 


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,  i!)treet  Car 

Collier,  Inc..  Barron  G. 
Air    Keeeivers,    Aftercoolers 

Iiigtrsoll-Kand  Co. 
Anclicrs,  ltu>' 

Electric  Service  Sup.  Co. 

Ohio  Brass  Co. 

Standard  Steel   Works   Co. 

vv'estinghouse  E.  &  M.  Co. 
Armature  Shop  TooU 

Electric  Service  Sup.  Co. 
Auton-.atic  Return  Switch 
Stands 

Ramapo  Ajax  Corp. 
Automatic  Safety  Switch 
Stands 

Ramapo  Ajax  Corp. 
Axles 

Beniis  Car  Truck  Co. 

St.  Louis  Car  Co. 

Standard  Steel    Works 
Axles,  Car  Wlieel 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Carneffie  Steel  Co. 

Westinghouse  E.  &  M.  Co. 
Axle  Straighteners 

Columbia  M.  W.  &  M.  I.  Co. 
Bal>bltt  Metal 

Ajax  Metal  Co. 

More-Jones  Br,  &  Metal  Co. 
Babbitting  Devices 

Columbia  M.  W.  &  M.  I.  Co. 
Badges  and  Buttons 

Electric  Service   Sup.  Co. 

Internal'l  Register  Co.,  The 
Bearings    an    Bearing   Metals 

Ajax  Metal  Co. 

Baldwin  Locomotive  Works 

Bemls  Car  Truck  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

General  Electric  Co. 

Gilbert  &  Sons,  B.  F.  A. 

Le  Grand,  Inc.,  Nic 

More-Jones  Br.   &  Metal  Co. 

Westinghouse  E.  &  M.  Co. 
Bearings  Center  and  Roller 
Side 

Stuck!  Co.,  A. 
Bearings,  Roller 

Stafford   Roller   Bearing  Car 
Truck  Corp. 
Brlis  and  Gongs 

Brill  Co.,  The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 

Consolidated  Car-Heating  Co. 

Electric    Service    Sup.    Co. 
Boilers 

Babcock  &  Wilcox  Co. 
Bonding  Apparatus 

American  Steel  &  Wire  Co. 
Electric  Railway  Improve- 
ment Co. 

Electric  Service  Sup.  Co. 

Indianapolis  Switch  &  Trog 
Co. 

Ohio  Brass  Co. 

Railway  Track-work  Co. 
Bonds,  Bail 

American  Steel  &  Wire  Co. 

Electric    Railway    Improve- 
ment Co. 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Indianapolis  Switch  tc  Frog 
Co. 

Ohio  Brass  Co. 

Railway  Track-work  Co 

Westinghouse  E.  &  M    Co. 
Brackets  and  Cross  Arms 
(See  also  Poles,  Ties 
Posts,  etc.) 

Bates  Exp.  S^eel  &  Tr.  Co. 

Electric  Ry.  Equip.  Co. 

Electric  Service  Sup.  Co. 

Hubbard  &  Co. 

Ohio  Brass  Co. 
Brake  Adlnsters 

National  Ry.  Appliance  Co. 

Westinghouse  Tr.  Br.  Co. 
Brake  Shoes 

Amer.  Br.  Shoe  &  Fdry.  Co. 

Barbour-Stockweli  Co. 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 
Brake*,  Brake  Systems  and 
Brake  Parts 

Ackley  Brake  &  Supply 
Corp. 

Allis-Chalroers  Mlg.  Co. 

Bemls  Car  Truck  Co. 

Brill  Co..  The  J.  Q. 

Columbia  M".  W.  &  M.  I.  Co. 

General  Electric  Co. 

Johns-Manville.    Inc. 

National  Brake  Co. 

Safety  Car  Devices  Co 

Westinghous'-  Tr.   Br    Co. 
Brooms,  Track.  Steel  or  Rat- 
tan 

Amer.  Rattan   &  Reed  Mfg. 

Co. 

'     \ 


Brushes,  Carbon 

General  Electric  Co. 

Jeandi-on,  W.  J. 

Le  Carbone  Co. 

U.  S.  Graphite  Co. 

Westinghouse  E.  &  M.  Co. 
Brushes,  Graphite 

U.  S.  Graphite  Co. 
Brusil  Holders 

Anderson  Mfg.  Co.,  A,  & 
J.   M. 

Columbia  M.  W.  &  M.  I.  Co. 
Bruslies,    Wire  Pneumatic 

ingcrsoIl-Rand   Co. 
Buses,  Motor 

Brill  Co.,  The  J.  G. 

St.  Louis  Car  Co. 
Bushings 

National   Vulcanized  Fibre 
Co. 
Bushings,  Case  Hardened  and 
Manganese 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 
Bus  Seats 

Hale  &  Kilbum 

Heywood-Wakefield  Co. 
Cables    (See  Wires  and 

Cables) 
Cambric,    Tapes,    Yellow   and 
Black  Varnished 

Irvington  Varnish  &  Ins.  Co. 
Carbon  Brushes   (See  Brushes 

Carbon) 
Car  Lighting  Fixtures 

Electric   Service    Sup.    Co. 
Car  Panel  Safety  Switches 
Consolidated  Car  Heating  Co. 

Westinghouse  E.  &  M.  Co. 
Cars,  Dump 

Diflerential  Steel  Car  Co. 

St.  Louis  Car  Co. 
Cars,  Gas  Rail 

St.  Louis  Car  Co. 
Cars,  Passenger,  Freight 
Express,  etc. 

Amer.  Car  Co. 

Brill  Co.,  The  J.  G. 

Enlilman   Car   Co..   G.  C. 

National  Ry.  Appliance  Co. 

St.  Louis  Car  (^o. 

Wason  Mfg.  Co. 
Cars,  Second  Hand 

Electric  Equipment  Co. 
Cars,  Self-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  0>. 

Columbia  M.  W.  &  M.  I.  <5). 

Standard  Steel   Works  Co. 
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    Retrievers. 
Trolley 

Electric  Service  Sup.  Co. 

Ohio  Brass  Co. 

Wood  Co..  Chas.  N. 
Catenary  Construction 

Archbold-Brady  Co. 
Change  Carriers 

Cleveland  Fare  Box  Co. 
Circuit  Breakers 

General  Electric  Co. 

Westinghouse  E,  &  M.  Co. 
Clamps  and  Connectors  for 
Wires  and  Cables 

Anderson  Mfg.  Co.,  A.  & 
J.  M. 

Dossert  &  Co. 

Electric  Ry.  Equip.  Co. 

Electric  Service   Sup.   Co. 

General  Electric  Co. 

Hubbard  ft  Oi. 

Ohio   Brass  Co. 

Westinghouse  E.   &  M    Cn. 
Cleaners    and    Scrapers — 
Track    (See  also  Snow- 
Plowv,    Sweepers  and 
Brooms) 

Brill   Co..   The  J.  Q. 

Ohio  Brass  Co. 
Clusters  and  Sockets 

€reneral  Electric  Co. 
Coal  and   Ash  Banaiing    (S-e 
Conveying   and    Hoisting 
Machinery) 
Coll   Banding  and  Winding 
Machines 

Columbia  M.  W.  ft  M".  T   Co. 

Electric  Service  Si'p.  Co. 


Coils,  Armature  and   Field 

Columbia  M.  W.  &  M.  1.  Co. 

Central  Electric  Co. 

Rome  Wire  Co. 
Colls,  Choke  and  Kicking 

General  Electric  Co. 

Westinghouse  E.  &  M.   Co. 
Coin-Counting  Machines 

Cleveland  Fare  Box  Co. 

Electric  Service  Sup.  Co. 

Internafl  Register  Co.,  The 

Johnson  Fare   Box  Co. 
toin   ^Sorting    .Machines 

Cleveland  Fare  Box  Qo. 
Coin  Wrappers 

Cleveland  Fare  Box  Co. 
Commutator  Siotters 

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.  &  M.  I.  Co. 

General  Electric  C3o. 

Westinghouse  E.   &  M.  Ck). 
Compounds    (Insulating  St 
Splicing) 

Johns-Manville,  Inc. 
Compressors,  Air 

Allis-Chalmers  Mfg.  (>). 

(General  Electric  Ck). 

IngersoU-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,   Solderless 

Dossert  &  Co. 

Westinghouse  E,  &  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.  &  M.  I.  Co. 

General  Electric  (^. 

Westing^house  E.   &  M.  Co. 
Controller    Regulators 

Electric  Service  Sup.  Co. 
Controlling  Systems 

General  Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Converters.  Rotary 

Allis-Chalmers  Mfg.  Co. 

(Seneral  Electric  Co. 

Westinghouse  E.  &  M.   Co. 
Conveying   and   Hoisting   Ma- 
chinery 

Columbia  M.  W.  &  M.  I.  Co. 
Copper  Wire 

Anaconda  Copper  Min.  Co. 
Cord  Adjusters 

National  Vulcanized  Fibre 
Co. 
Cord,   Bell,   Trolley    Register, 
etc. 

Brill  Co.,  The  J.  G. 

Electric  Service  Sun.  Co. 

Internafl  Register  Co..  The 

Roebling's  Sons  Co..  J,  A. 

Samson  Cordage  Works 

Silver  Lake  Co. 
Cord  Connectors  and  Couplers 

Electric  Service  Sup.   Co. 

Samson  Cordage  Works 

Wood.  Co.,  Chas,  N. 
Connlera,  Car 

Brill  Co..  The  J.  G. 

Ohio  Brass  Co 

Westinghouse  Tr.  Br.   Co. 
Cranes 

Allis-Chalmers  Mfg.  Co. 
Ooss  Arms  (See  Brackets) 
Crossings 

Ramapo  Ajax  Corp. 
Crossing  Foundations 

International   Steel   Tie  Co. 
Crossing  Frog  and  Switch 

Ramapo  Aiax  Corp. 

Wharton,  Jr.,  *  Co.,  Wm, 
Crossing  Manganese 

Indianapolis  Switch  &  Frog 
Co. 

Ramapo  Aiax  Corn. 
Crossings   Track    (See  Track. 

Special  Work) 
Crossings,  Trolley 

Ohio  Brass  Co. 
Crushers,  Rock 

Allis-Chalmers  M^g    Co. 
Curtains    and    Curtain 
Fixtures 

Brill  Co..  The  J.  G. 


Electric  Service  Sup.   Co. 

Morton  Mfg.  Co. 
Dealers  Machinery 

Electric    Equipment    Co. 

General  Electric  Co. 
Derailing  Devices    (See  Track 

Work) 
Derailing  Switches 

Ramapo  Ajax  Corp. 
Destination  Signs 

Columbia  M.  W.  &  M.  I.  Co. 

Electric  Service   Sup.  Co. 
Detective  Service 

Wish    Service.   P.   Edward 
Door  Operating  Devices 

Con.    Car-Heating    Co. 

Nat'l  Pneumatic  Co..  Inc. 

Safety  Car  Devices  Co. 
Doors  and  Door  Fixtiu*es 

Brill   Co.,   The  J.  G. 

General  Electric  Co. 

Hale  &  Kilbum 
Doors,  Folding  Vestibule 

Nat'l   Pneumatic  Co..  Inc. 
Draft  Rigging   (See  Couplers) 
Drills,  Rock 

IiitjersoU-Rand   Co. 
Drills,  Track 

American  Steel  &  Wire  <3o. 

Electric  Service  Sup.  Co. 

Ingersoll-Rand  Co. 

Ohio  Brass  Co. 
Dryers,  Sand 

Electric  Service  Sup.  Co. 
Ears 

Ohio  Brass  Ck>. 
Kbon.y    .4sbestos   Wood 

Johns-Manville.    Inc. 
Electrical  Wires  and  Cables 

Amer.  Electrical  Works 

American  Steel  &  Wire  Co. 

Roebling's  Sons  Co.,  J.  A. 
Electric  Grinders 

Railway  Track-Work  Co. 
Electrodes,   Carbon 

Indianapolis  Switch   &  Frog 
Co. 

Railway  Track-Work  Co. 
Electrodes,  Steel 

Indianapolis  Switch  &  Frog 
Co. 

Railway  Track-Work  Co. 
Enamels 

Beckwith-C^andler  Co. 
Engineers,    Consulting,     Con- 
tracting and  Operating 

Allison  &  Co..  J.  R. 

Archbold-Brady  Co, 

Arnold  O.,  The 

Beeler,  John  A, 

Bibbins.  J,  Rowland 

Day  8c  Zimmerman 

Ford,  Bacon  &  Davis 

Hemphill  *  Wells 

Hoist.    Englehardt   W. 

Jackson.   Walter 

Ong.  Joe  R. 

Parsons.  Klapp.  Brinkerhoff 
&  Douglas 

Richey.  Albert  S. 

Robinson  &  Co..  Inc., 
Dwight  P. 

Sanderson  &  Porter 

Stevens  &  Wood.  Inc. 

Stone  &  Webster 

■White    Engineering    Corp.. 

The  J.  G. 
Engines,  Gas,  Oil  or  Steam 

Allls  Chalmers  Mfg.   Co. 

IniTprsoll-Rand  Co. 

Westinghouse  E.  4  M.  Co. 
Fare  Boxes 

Clevelaod  Fare  Box  Co. 

Johnson  Fare  Box  Co. 

National   Ry.   Anpliance   Co. 
Fences,   Woven   Wire   and 
Fence  Posts 

American  Steel  &  Wire  Co. 
Fenders  and  Wheel  Guards 

Brill  Co.,  The  J.  G. 

Consolidated  Car  Fender  Co 

Electric  Service  Sup.  Co. 

Le  Grand,  Inc..  Nic 
Fibre  and  Fihre  Tubing 

Johns-ManviTle.  Inc. 

National   Vulcanized  Fibre 
Co. 

Westinghouse  E.  &  M.  Co. 
Field   Coils    (See  Colls) 
Fire  Extinguishers 

Johns-Manville.  Inc. 
Flangewav  Guards,  Steel 

(Jodwin  Co.,  Inc,  W,  8, 
Flooring  Composition 

Johns-Manville.  Inc. 
Forgings 

Carnegie  Steel  Co. 

Columbia  M,  W.  &  M.  I.  Co 

Standard  Steel  Works  Co 
fVogs  and  CrosKlngs.  Tee  Bn" 

Ramapo  Ajax  Corp. 


Frogs,  Track 

(See  Track  Work) 

Wharton,  Jr„  &  Co..  Wm. 
Frogs,  Trolley 

Oliio  Brass  Co. 
J'uriuKes,    Electric 

Pittsburgh  Elec.  Furnace 
Corp. 
Fuses  and  Fuse  Boxes 

Columbia  M.  W.  &  M.  I.  Co. 

Consolidated  Car-Heating  Co. 

(Jeneral  Electric  Co. 

Westinghouse  E.  &  -M.  Co 

Williams  &  Co..  J.  H. 
Fuses,  Reflllable 

Columbia  M.  W.  &  M.  I.  Co. 
Gage«,  Oil  and  Water 

Ohio  Brass  Co. 
Gaskets 

Joluis-Manville.  Inc. 

Power  Specialty  Co. 

Westinghouse  Tr.  Br.  Co. 
Gas-Electric   Cars 

General  Electric  Co. 
Gas  Producers 

Westinghouse  E.  &  M.  Co. 
Gates,  Car 

Brill  Co..   The  J.  G. 
Gear  Blanks 

Carnegie  Steel  Co. 

Standard  Steel  Works  Co. 
Gear  Cases 

Chillingworth   Mfg.   Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric  Service  Sup.  Co. 

Westinghouse  B.  &  M.  Co 
Gears  and  Pinions 

Ackley  Brake  Sc  Supply 
Corp. 

Bemis  Car  Truck  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

National  Railway  Appliance 
Co. 

Nuttali  Co..  R.  D. 

Tool  Steel  Gear   &  Pinion 
Co. 
Generating   Sete,  Gas-Electric 

GJenerai  Electric  Co. 
Generators 

Ailis-CHialmers  Mfg.  Co. 

Westinghouse  E.  &  M.  Co. 
Girder  Rails 

Lorain  Steel  Co. 
Goggles,  Eye 

Indianapolis  Switch  &  Frog 
Co. 

Smith  Heater  Co.,  Peter 
Gongs    (See  Bells  and  Gongs) 
Greases    (See   Lubricants^ 
Grinders    and    Grinding    Sup- 
plies 

Indianapolis  Switch  &  Frog 
Co. 

Railway  Track-Work  Co. 
Grinders,   Portable 

Railway  Track-Work  Co. 
Grinders,  Portable  Electric 

Railway  Track-Work  Co. 
Grinding    Bricks    and    Wheels 

Railway  Track-Work  Co. 
Guard  Rail  Clamps 

Ramapo  Ajax  (jorp. 
Guard  Ralls,  Tee  Rail  and 
Manganese 

Ramapo  Ajax  Corp. 
Guards.   Trolley 

Electric  Service  9up.  Co. 

Ohio  Brass  Co 
Hammers.  Pneumatic 

Ingersoll-Rand  Co. 
Harps.  Trolley 

Anderson  Mfg.  Co..  A.  & 
J.  M. 

Electric   Service   Sup.   C!o. 

More-Jones  Br,  &  Metal  Co. 

Nuttali   Co..   R.  D. 

Star  Brass  Works 

Thornton  Trolley  Wheel  Co. 
Beadlighta 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Ohio  Brass  Co 
Heaters.  Car  (Electrtc) 

Consolidated  Car  Heating  Co. 

(Sold  Car  Heating  &  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. 

Westinghouiie  E.   &  M.   Co. 
Helmets.  Welding 

Indianapolis  Switch   *  Frog 
Co. 

Railway  Track-Work  Co. 


April  28,  1923 


Electric    Railway    Journal 


41 


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THORNTON 

The  trolley  wheel  with  the  high 
mileage  side  bearing 

Thornton  Wheels  with  Thornton  side 
bearings  are  unusually  long-lived,  re- 
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Bearing-a  make  fifty  thousand  or  more  miles 
Send  for  descriptive  circular 

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Incorporated 
Ashland,  Kentucky 


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INGERSOLL-RAND  COMPANY 

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jiMiiitriittri!ittiii[iiiiiiit[Mitiiitiiiiii»iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiriiiriiitiiiiiiiiiiiiiiiutiiirininiiiinminiiiiinuiiiiiiniiiiiimiiiniii';, 

STAFFORD  1 

ROLLER  BEARINGS  I 

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42 


Electric    Railway    Journal 


April  28,  1923 


HoistB   and   Lifts 
Columbia  M.  W.  &  M.  I.  Co. 

Ford-Chain  Block  Co. 
Inerereoll-Rand  Co. 
Hos«,  Brides 

Ohio  Braes  Co. 
Bj'draQlIc  Maehlneij' 

AUis-Chalmers  Mig.  Co. 
Industrial  Flooring 

Johiis-Miiiiville,    Inc. 
Instrument 8,  Measnring  and 
Recording 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

WcBtinghouse  E.  &  M.  Co. 
Insulating    Cloth,    Paper   and 
Tape 

General  Electric  Co. 

Irvlngton    Varnish    &   Ins. 
Co. 

Johne-Manville,  Inc. 

National  Vulcanized  Fibre 
Co. 

Okonlte  Co. 

Standard  Underground  Cable 
Co. 

Westinghouee  E.  &.  M.  Co. 
Insulating  Silk 

Irrington   Varnish   &  Ins. 
Co. 
Insulating  Varnishes 

Irrington  Varnish  &  Ins. 
Co. 
Insulation    (See  also   Paints) 

Anderson   Mfg.  Co.,  A.  & 
J.  M. 

Electric  Ry.  Equip.  Co. 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Irvlngton  Varnish  &  Ins. 
Co. 

Johns-Manville,    Inc. 

Okonite  Co. 
Insulation.  Slot 

Irvington  Varnish  A  Ins.  Co. 
Insulators 

<See   also    IJne  Material) 

Anderson  Jffg.  Co..  A.  & 
J.  M. 

Electric  Ry.  Equip.  Co. 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Irvingrton  Varnish  &  luB. 
Co. 

Ohio  Brass  Co. 

Western  Electric  Co. 

Westlnghouee  E.  &  M.  Co. 
Irsnlator  Pins 

Electric  Service  Sup.  Co. 

Hubbard  &  Co. 
InKulatnrs.  High  Voltage 

Lapp  Insulator  Co. 
Insurance,  Fire 

Marsh  &  McLenuan 

Jarks    (See  also  Cranes, 

Hoists   and  Lifts 

Biifkeye  Jack  Mfg.  Co. 

Columbia  M.  W.  &  M.  T.  Co. 

Electric  Service  Sup.  Co. 
Joints.  Rail 

(See  Rail  Joints) 
Journal  Boxes 

Bemis  Car  Truck  Co. 

Brill    Co..    The   J.    G. 
Jnnctlon  Boxes 

Standard  Underground  Cable 
Co. 
Lamp  Guards  and  Fixtures 

Anderson  Mfg.  Co.,  A.  & 
J.  M. 

Electric  Service  Sup.  Co. 

G*^neral  Electric  Co. 

Westinghouse  E.   &  M.  Co. 

Lamns.  Arc  and  Incandescent 

(See    also    Hendlights) 

Anderson  Mfg.  Co.,  A.  & 
J.  M. 

General  Electric  Co. 

Westine-house  E.  &  M.  0>. 
T.artinti.  Sic-nal  anrt  Marker 

V}/iho^«-LintPrn   Co. 

Obio  Brasa  Co. 
I^nforns.   riasfilflration 

Xir-hnlo-Lintern  Co. 
I^'eHtnlng    Protection 

Andpr«on  Mfg.  Co..  A.  & 
J.  M. 

Rlectri''  Rprvice  Sup.  Co. 

General  Electric  Co. 

Ohio  Brass  Co. 

O^nw     TT"T>rv    M. 

Wp«i*in2-boi)p»*   K.    Jfe   M.   Co. 
l/»n#»    Mnterlnl      ^See    alw» 
B*'fieketH.  Insulators.  Wires, 
etc.) 

Anderson  Mfg.  Co.,  A.  & 
J.  M. 

.Archbold-Bradv  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Dosscrt  Sc  0». 

E'eKric  Service  Sup.  Co. 

Electric   Ry.    Equip.    Co. 

General  Electric  Co. 

Johns-ManviUe.    In'' 

More-.Tones  Br.  &  Metal  Co. 

Ohio  Brass  Co. 

Westinghouse  E.   &  M.  Co. 
1  "^-klng   Spring    Boxes 

Wharton.  Jr..  &  Co..  Wm. 
Lncomntivev.    Rleetrie 

Baldwin  Locomotive   Works 

General  Electric  O). 

Westinerhouse  E.  &  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.  &  M.  I.  Co. 
Mviganese   Steel  Castings 

Wharton,  Jr.,  &  Co.,  Wm. 
Manganese  Steel  Guard  Rails 

Ramapo  Aiax  Corp. 
Manganese    Steel    Special 
Track  Work 

Indianapolis  Switch  &  Frog 
Co. 

Ramapo  Ajax  Corp. 

Wharton.  Jr.,  &  Co..  Wm. 
Meters    (See  Instruments) 
.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-Chftlmers  Mfg.  Co. 

Westinghouse  E.  &  M.  Co. 
Motors   and   Generators,   Sets 

General  Electric  Co. 
Nuts  and  Bolts 

Allis-Chalmers  Mfg.  Co. 

Barbour-Stockwell  Co. 

Bemia  Car  Truck  Co. 

Columbia  M.  W.  &.  M.  I.  Co. 

Hubbard  &  Co. 
nils    (See  Lubricants) 
Packing 

Electric  Service  Sup.  Co. 

Johns-Manville.    Inc. 

Power  Specialty  Co. 

Westinghouse  E.   &  M.  Co. 
Paints  and  Varnishes  (Preser* 
vatlve) 

Ar-kley  Brake  &  Supply 
Corp. 

Beckwith-Chandler   Co. 
Paints  and  Varnishes  for 
Woodwork 

Beckwith-Chandler    Co. 

National   Ry.   Appliance   Co. 
Pavement   Breakers 

Ingersoll-Rand  Co. 
Paving  Guards.    Steel 

Godwin  Co..  Inc..  W.  S. 
Paving  Material 

Amer.  Br.  Shoe  &  Fdry.  Co. 
Pickups,  Trolley  Wire 

Electric  Ser\'ice  Sup.  Co. 

Ohio  Brass  Co. 
Pinion  Pullers 

Columbia  M.  W.  &  M.  I.  Co, 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Wood  Co..  Chas.  N. 
Pinions    (See  Gears) 
Pins,    Case   Hardened,  Wood 
and  Iron 

Bemis  Car  Truck  Co. 

Electric  Service  Sup.  Co. 

Ohio  Brass  Co. 

Westinerhouse  Tr.  Br.  Co. 
Pine  Fittings 

Power  Specialtv  Co. 

Standar'l    Steel    Work«    Co. 

Westinghouse  Tr.  Br.  Co. 
Planers    (See  Machine  Tools) 
PKtes   for   Tee  Rail  Switches 

Ramapo  Ajax  Corp. 
Pliers — Rubber   Insulated 

Electric  Service  Sup.  Co. 

Ingersoll-Rand   Co. 
Pole  Reinforcing 

Hubbard  *  Co. 
Pole  Line  Hardware 

Ohio  Brass  Co. 
Poles.   Metal   Street 

Bates   Exp.  Steel  Tru«s  Co. 

Elcptric  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 

Bell  Lumber  Co. 

International  Creosoting  and 
Construction  Co. 

Page  &  Hill  Co. 
Poles.  Ties,  Post,   Piling  and 
Lumber 

Baker  Wood  Preserving  Co. 

Bell  Lumber  Co. 

International  Creosoting  and 
Construction  Co. 

I.«  Grand.  Inc.,  Nic 

Paerp  &  Hill  Co. 
Porcelain,  Special  High 
Voltage 

Lapp  Insulator  Co. 
Pot  heads 

Okonite   Co. 
power  Saving  Devices 

National  Ry.  Appliance  Co. 
Pressure  Regulators 

General  Electric  Co. 

Ohio  Brass  Co. 

Westinghouse  E.  &  M.  Co. 


Production  Engineering 

Sherman   Service,  Inc. 
Pumps 

Allis-Chalmers  Mfg.  Co. 

Ingersoll-Rand  Co. 
Pumps,  Vacuum 

Ingersoll-Rand  Co. 
Punches,  Ticket 

Bonney-Vehslage    Tool    (3o. 

International    Reg,   Co.,   The 

Wood  Co..  Chas.  N. 
Rail   Braces   and   Fastenings 

Ramapo  Ajax  Corp. 
Rail  Grinders    (See  Grinders) 
Rail  Joints 

Carnegie  Steel  Co. 
Rail  Joints,  Welded 

Indianapolis  Switch  &  Frog 
Co. 
Rails,  8tc-l 

Carnegie  si^el  Co. 
Railway  Material 

Johns-Manville,    Inc. 
Ra11w?v  Paving  Guards.  Steel 

Godwin  Co..  Inc..  W.  S. 
Railway  Safety  Switches 

Consolidated  Car-Heating  Co. 

WestiDghouse  E.   &  M.  Co. 
Rail  Welding 

Railway  Track-Work  Co. 
Rattan 

Amer.  Rat.  &  Reed  Mfg.  Co. 

Brill  Co.,   The  J.   G. 

Electric  Service  Sup.  Co. 

Hale  &  Kilbum 

St.   Louis   Car   Co. 
Registers  and  Fittings 

Brill  Co..  The  J.  G. 

Electric  Service  Sup.  Co. 

International  Reg.   Co.,.  The 

Rooke  Automatic   Reg.   Co. 
Reinforcement,    Concrete 

American  Steel  &  Wire  Co. 

Carnegie  Steel  Co. 
Repair  Shop  Appliances    (See 
also    Coil    Banding   and 
Winding   Machines) 

Columbia  M.  W.  &  M.  I.  Co. 

Electric  Service  Sup.  Co. 
Repair  Work    (See  also  C«ils) 

Columbia  M.  W.  &  M.  I.  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 

Stafford   Roller   Bearing  Car 
Truck  Corp. 
Roofing.  Asbestos 

Johns-Manville.    Inc. 
Sanders.  Track 

Brill  Co.,  The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric  Service  Sup.  Co. 

Niehols-Lintern  Co. 

Ohio  Brass  Co. 
Snsh    Fixtures.   Car 

Brill   Co..  The  J.  G. 
Sash,  Metal  Car  Window 

Hale  &  Killbum 
Scrapers,    Track     (See   Clean- 
ers and  Scrapers.  Track) 
Screw   Drivers,   Rubber  Insu- 
lated 

Electric  Service  Sup.  Co. 
Seating  Materials 

Brill  Co..  The  J.  G. 
Seats.  Bus 

St.  Louis  Car  Co. 
Seats.  Car   (See  also  Rattan) 

Amer.  Rattan   &   Reed   Mfg. 
Co. 

Brill  Co..  The  J.  G. 

Hale   &   Kilbum 

Heywood-Wakefield  Co. 

St.  Louis  Car  Co. 
Second   Hand  Equipment 

Elei'tric  Equipment  Co. 
Shades,  Vestibule 

Brill  Co.,  The  J.  G. 
Shovels 

AUis-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-Lin  tern   Co. 
Signal  Systems.  Block 

Electric  Service  Sup.  Co. 

Nachod  Signal  Co.,  Inc. 

U.  S.  Electric  Signal  Co. 

Wood  Ck)..  Chas.  N. 
Signal  Aystems.   Highway 
Crossing 

Nachod  Signal  Co..  Inc. 

U.  9.  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 

Niehols-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. 
Sockets    &    Receptacles 

Johns-ManviUo,    Inc. 
Special   Adhesive  Papers 

Irvington  Varnish  &  Ins.  Co. 
Special    Track-Work 

Lorain  Steel  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  (3o.,  The  J.  G. 

Standard    Steel    Works   Co. 

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 

Morton  Mfg.  Co. 
Stokers,  Mechanical 

Babcock   &   Wilcox  Co 

Westinghouse  B.  &  M.  Co. 
Storage  Batteries    (See   Bat- 
teries.  Storage) 
Strain  Insulators 

Ohio  Brass  Co. 
Strand 

Roebling's  Sons  Co..  J.  A. 
Superheaters 

Babcock  &  Wilcox  Co. 

Power  Specialty  Co. 
Sweepers,  Snow   (See  Snow 
Plows.    Sweepers    and 
Brooms) 
Switcbbov*** 

Johns-M^nvUle,    Inc 
Switch  Stands 

Indianapolis  Switch  &  Frog 
Co. 
Switch    Stands    andv  Fixtures 

Ramapo  Ajax  Corp. 
Switches,  Selector 

Niehols-Lintern   Co. 
Switches.   Track    (See  Track. 

Special   Work) 
Switches    and    Switchboards 

Allie-Chalmers  M^g.    Co. 

Anderson  Mfg.  Co.,  A.  & 
J.  M. 

Electric  Service  Sup.  Co. 

General  Electric  Co. 

Westinghouse  E.   &  M.  Co. 
Switches,    Tee    Rail 

Ramapo  Ajax  Corp. 
Tampers,  Tie 

Ingersoll-Rand  Co. 

Railway   Track-Work    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 

Standard  Underground  Cable 
Co. 
Testing  Instruments    (See  In- 
struments. Electrical  Meas* 
uring.   Testing,   etc.) 
Thermostats 

Con.   C'lr   Heating  Co. 

Gold   Car  Heating   &   Light- 
ing Co. 

Railwav  Utility  Co. 

Smith  Heater  Co..   Peter 
Ticket  Choppers  and  Destroy- 
ers 

Electric  Service  Sun.  Co. 
Ties  and  Tie  Rods.  Steel 

Barbour-Stockwell  Co. 

Cameeie  Steel  Co. 

International  Steel  Tie  Co. 
Ties.    ]\Iechanicle 

DaytoM  Mcflianical  Ti"  f^f^- 
T1e«.  Wood  Cross    (See  Poles. 

Ties,   etc.) 
Tnneue  Switches 

Wharton-  Jr.,  &  Co..  Wm. 
Tool  Steel 

Carnep-ie  Steel  Co. 
Tools.  Track  and   Mlseellnne- 
ons 

Am^r.  Steel  &  Wire  Co 

Coinmbia  M.  W.  &  M.  T.  Co. 

EI'V'tric  Senri*^  Sup.  Co. 

HnV-bard    *    Co 

Railway  Track-Work  Co. 


Towers  and  TransmUslon 
Structures 

Bates  Exp.   Steel  Truss  Co. 

Westinghouse    E.    &  M.    Co. 
Tra<-k    Expansion  Joints 

Wharton,  Jr.,  St  Co.,  Wm. 
Track  Grinders 

Railway    Track-Work    Co. 
Trackless  Trolllcars 

St.  Louis  Car  Co. 
Track,   Special  Work 

Barbour-Stockwell  Co. 

Indianapolis   Switch  Sc  Frog 
Co. 

New  York   Switch   &  Cross- 
ing Co. 

St.  Louis  Frog  &  Switoh  Co. 

Wharton,    Jr.,    &  Co..    Wra., 
Inc. 
Transformers 

AUis-Chalmers   M*fg.   Co. 

(Seneral    Electric   Co. 

Westinghouse  E.   it  M.  Co. 
Treads,  Safety.  Stair  Car  Step 

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  Rases.  Retrieving 

Ackley  Brake  &  Supply 
Corp. 

Anderson  Mfg.   Co.. 
A.  &  J.  M. 

Electric   Service   Sup.   Co. 

General  Electric  Co. 

Ohio  Brass  Co. 
Trolley   Buses 

Brill  Co..  The  J.  G. 

General  Erlectric  Co. 

Westinghouse  E.  &  M.  Co. 
Trolley  Materials,   Overhead 

More-Jones  Brass  &  Metal 
Co. 

Ohio  Brass  Co. 
Trolley    and    Trolley    Systems 

Ford-Chain    Block    Co. 
Trolley  Wheels  and  Harps 

More-Jones  Brass  &  Metal 
Co. 

Thornton  Trolley  Wheel  Co. 

Trolley  Wheels,    (See  Wheels. 

Trolley   Wheel    Bushings) 

More-Jones   Brass   &   Metal 
Co. 
Trolley  Wire 

Amer.  Electrical  Work^ 

Amer.   Steel   &  Wire  Co. 

Anaconda    Copper    Min     Co. 

Bridgeport  Brasa  Co. 

Roebling's  Sons   Co.,   J.    A. 

Rome   Wire    Co. 
Trucks.    Car 

Baldwin  Locomotive  Works 

Bemis  Car  Truck  Co. 

Brill  Co..  The  J.  G. 

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.   Ck>. 
TurbineSj  Wafer 

AUis-Chalnierd   Mfg.   Co. 
Turntables 

Indianapolis  Switch.  &  Frog 
Co. 
Turnstiles 

Electric  Service  Sup.  Co. 

Ohio  Brass  Co. 

Perey  Mfg.  Co. 
I'nholstery  Material 

Amer.    Rattan    &  Reed  Mfg. 
Co. 
Valves 

Westinghouse    Tr.    Br.    Co. 
Vacuum  Impregnation 

Allis-Cbalmers    Mfg.    Co. 
Varnished   Papers 

Irvinerton  Varnish  &  Ins.  Co. 
Varnished   Silks 

Irvington  Varnish  &  Ins.  Co. 
V(4itilators,  Car 

Brill  Co..   The  J.  G. 

National    Ry.   Appliance  Co. 

Niehols-Lintern  Co. 

Railway   Utility 
Welders.  Portable  Electric 

Electric   Railway  Improve- 
ment Co. 

Indianapolis  Switch  &  Frog 
Co. 

Ohio  Brass  Co. 

Railway  Track-work  Co. 
Welding  Processes  and  Ap- 
paratus 

Alumino-Thermic  Corp. 

Electric  Railway  Improve- 
ment Co. 

General  Electric  Co. 

Indianapolis  Switch   &.  Frog 
Co. 

Ohio  Brass  Co. 

Railway  Track-work  Co. 

Westinghouse  E.  &  M.  Co. 
Welders.   Rail  Joint 

Alumino-Thermic  Corp. 

Indianapolis  Switch   &  Frog 
Co. 

Ohio  Brass  Co. 

Railway  Track-work  Co. 


AprU  28,  1923 


Electric    Railway    Journal 


43 


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Brake  Shoes 
A.E.R.A.  Standards   | 

Diamond  "S"  Steel  Back  is  the  Best  Type  I 


Standard 
Patterns 

for 


SAFETY 
CAR 


D-67  for  Narrow  Treads 
D-87   for  Wide  Treads 


I     American  Brake  Shoe  and  Foundry  Co.      | 
j  30  Church  Street,  New  York  | 

I    332  So.  Michigan  Ave.,  Chicago        Chattanooga,  Tenn.    | 

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CORRECT  IT 
I  USE  LE  CARBONE  CARBON  BRUSHES 


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What  is  your  | 

Brush  Mileage? 

I  Constant  replacements  cost  Time,  Trouble  and  Money.  | 
I  Correct  Brushes  correctly  applied  will  eliminate  these  ex-  | 
I    pense  factors  to  a  great  extent.  | 

I  Specify  | 


COST    MORE    PER    BRUSH 
COST  LESS  PER  CAR  MILE 


W  J.  Jeandrori 

345  Madison  Avenue,  New  York 
Pittsburgh  Office:  634  Wabash  Bldfj. 

San  Francisco  Office:  525  Market  Street 

Cauadian  Distribotors:  Lyman  Tube  &  Sappir  Co.,  Ltd., 
S  ftloutreal  and  Toronto  ■ 

I  I 

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and  be  assured  of  the  BEST  Brushes  that  Men,  Money  and 
Materials  can  produce. 

You  will  get 

More   Mileage — Longer   Service — Better   Satisfaction 

With 

Lest  Mechanical  Trouble — Lower  Operating  Costs 

— Fewer   Replacements 

Every  brash  fully  snarantecd.    Yoa  are  the  iudce 

Write  today  for  Catalog  B-3 

The  United  States  Graphite  Company 

Saginaw,   Michigan 
District  Offices: 

New  York  Pittsburgh  Chicago  ,         Denver 

Philadelphia  St.  Louis  San  Frandseo 


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44 


Electric    Eailway    Journal 


April  28,  1923 


Wddera.  Steel 
Indianapolis  Switch  &  Frog 
Co. 

Weldlnc,  Steel 
Railway  Track-work  Co. 

"n'heel  Guards   <See  Fenders 
and  Wheel  Guards) 

Wheel  Presses  (See  Hschlne 
Tools) 


Wheels,  Car.  Cast  Iron 

Bemis  Car  Truck  Co. 
Wlieels,  Car,  Steel  and  Steel 
Tire 

Bemis  Car  Truck  Co. 
Carnegie  Steel  Co. 
Standard  Steel  Works  Co. 

Wheels,  Trolley 
Anderson  Mtg.  Co..  A    & 

J.  M. 
Colombia  M.  W.  *  M.  I.  Co. 


Electric   Ry.    Equip.  Co. 
Electric  Service  Sup.  Co. 
General  Electric  Co. 
Gilbert  &  Sons.    B.  F.   A 
More-Jone.s  B.  &  M.  Co 
Nuttall  Co  .  R.  D. 
Star  Brass  Works 

Whistles,  Air 

General  Electric  Co 
Ohio  Brass  Co 
Westlnrhouse  Tr.  Br.  Co. 


Wire  Rope 
Amer.  Steel  &  Wire  Co 
Rocbling's  Sons  Co..  J.  A. 

Wires  and  Cables 

Amer.  Elec'l   Works 
Amer.  Steel  &  Wire  Co 
Anaconda  Copper  Min.  Co 
Bridgeport  Brass  Co 
General  Electric  Co 
Indianapolis  Switch  &  Frog 
Co. 


Okonite  Co. 

Roebling's  Sons  Co.    J.  A 

Rome   Wire  Co. 

Standard  Underground  Cable 

Co. 
Westinghouse  E.  &  M    Co 

Wood  Preservatives 

Baker  Wood  Preserving  Co 

Woodworking  Maehlnes 
Allls-Chalmers  Mtg    Co 


ALPHABETICAL  INDEX  TO  ADVERTISEMENTS 


Pago 


Ackley  Brake  &  Supply  Cog;*.  .  .  41 

Ajax  Metal  Co 38 

AllisChalmers  Mlg.  Co 36 

Allison  *  Co..  J.  E 20 

Alumino-Thermie  Corp 34 

Amer.  Brake  Shoe  &  Fdy.  Co.  ■  43 

American  Car  Co 45 

American  Electrical  Works 21 

American    Rattan    &    Reed    Mfg. 

Co 38 

American  Steel  &  Wire  Co 34 

Anaconda  Copper  Mining  Co.  .  .  33 

Anderson  Mfg.  Co.,  A.  *  J.  M.  .  33 

Archbold-Brady   Oo 34 

Arnold  Co..  The 20 

B 

Babcock  &  Wilcocx  Co 35 


Baker  Wood   Preserving  Co . 
Baldwin   Ixjcomotive  Works. 


33 
30 


Barbour-Stockwell    Co 34 

Bates  Expanded  Steel  Truss  Co.  30 

Beckwith-Chandler    Co 38 

Beeler.    John    A 20 

Bell  Lumber  Co 44 

Bemis  Car  Truck  Co 44 

Bibbins.   J.   Rowland 20 

Bonney-Vehelage  Tool  Co 36 

Bridgeport   Brass  Co 10 

Brill   Co.,   J.   G 45 

Buckeye  Jack  Mfg.  Co 36 


C^eron    Electric   Mfg.  Co 36 

Carnegie   Steel    Co 44 

Chillingworth    Mfg.   Co 44 

Cleveland  Fare  Box  Co 37 

Collier.  Inc..  BaiTon  Co 24 

Columbia  M.  W.  &  M.  I.  Co.  .  .  .  32 

Consolidated  Car  Fender  Co ...  .  44 

Consolidated  Car   Heating  Co...  36 

D 

Day  Sc  Zimmermann  Co.,  Inc.  ...    20 
Dayton    Mechanical    Tie    Co.. 22-23 


Page 

Differential  Steel  Car  Co 41 

Dossert   &  Co 21 

E 

Electric  Eauipment   Co 39 

Electric  Railway   Equipment  Co.  33 
Electric     Railway     Improvement 

Co SB 

Electric  Service  Supplies  Co.  .  .  .  11 


Ford,  Bacon  &  Davis 30 

Ford  Chain  Block  Co 36 

"For  Sale"   Ads 39 

O 

Galena-Signal  Oil  Co 17 

General  Electric  Co 18.  B.  O. 

Gilbert  &  Sons.  B.  P.  Co 41 

Godwin  Co.,   W.   S 35 

Gold  Car  Heating  &  Ltg.  Co. .  . .  36 


Hale   &  Kilburn 31 

"Help    Wanted"    Ads 39 

Hemphill   &  Wells 20 

Heywood- Wakefield  Co 37 

Hoist  Englehard,  W 20 

Hubbard   &  Co 34 


Indianapolis   Switch   &  Frog  Co.  35 

Ingersoll-Rand  Co 41 

International    Creosoting   &   Con- 
struction   Co 8 

International   Register  Co..  The.  37 

International   Steel   Tie   Co 9 

Irvington    Varnish    &    Insulator 

Co 31 


Jackson.   Walter 20 

Jeandron,    W.   J 43 

Johns-ManWUe    Inc 21 

Johnson  Fare  Box  Co 37 


Kuhlman  Car  Co. 


Page 
.  .    45 


Lapp.  Insulator  Co..  Inc 34 

Le   Carbone  Co 43 

Le  Grand,   Inc..  Nic 37 

Lorain  Steel  Co 35 

M 

Marsh  &  McLennan 6 

More-Jones  Brass  &   Metal  Co .  .  26 

Morton  Mfg.  Co 38 

N 

Nachod  Signal  Co.,  Inc 33 

National    Brake    Co 10 

National  Pneumatic  Co..  Inc.  ...  15 

National  Railway  Appliance  Co.  38 

National   Vulcanized   Fibre  Co.  .  36 

New  York  Switch  &  Crossing  Co.  36 

Nichols-Lintern    Co 38 

Nuttall  Co.,  R.  D 33 


O 

Ohio   Brass   Co 7 

Okonite  Co 34 

Ong.  Joe  R 20 


Page  &  Hill   Co 14 

Parsons.    Klapp,    Brinckerhoff    & 

Douglas 20 

Percy  Mfg.  Co.,  Inc 38 

Pittsburgh  Elec.  Furnace  Corp.  .  35 

Positions  Wanted  and  Vacant ...  39 

Power  Specialty  Co 35 


Railway   Track- work   Co 16 

Railway  Utility  Co 38 

Ramapo  Ajax  Corp 34 

Richey,   Albert  S 20 


Page 

Robinson  Co..  Dwight  P 20 

Roebling's  Sons  Co.,  John  A .  .  .  .    33 

Rome  Wire  Co 33 

Rooke  Automatic  Register  Co.  .    37 


S 

Safety  Car  Devices  Co 4 

St.  Louis  Car  Co 29 

Samson  Cordage  Works.  Front  Cover 

Sanderson  &  Porter 20 

Searchlight    Section 39 

Shaw.  Henry  M 33 

Silver  Lake  Co 38 

Smith  Heater  Co..  Peter 38 

Stafford      Roller      Bearing      Car 

Truck   Corp'n 41 

Standard  Steel   Works 25 

Standard  Underground  Cable  Co.  33 

Star  Brass  Works 41 

Stevens  &  Wood,  Inc 21 

Stone   &   Webster 20 

Stuck!  &  Co.,  A 44 


Thornton  Trolley  Wheel  Co.  .  .  .  41 
Tool  Steel  Gear  &  Pinion  Co.  .  .  .  43 
Transit   Equipment    Co 39 


U.   S.   Electric  Signal   Oo 33 

U.  S.   Graphite  Co 43 

Universal   Lubricating  Co 36 

W 

"Want"    Ads 30 

Wason  Mfg.  Co 45 

Westinghouse  Elec.  &  Mfg.  Co.  .  2 
Westinghouse  Traction  Brake  Co.    5 

Wharton.  Jr.  &  Co..  Wm 34 

White     Engineering    Corp.,     The 

J.    G 20 

Wish  Service,  The  P.  Edw 21 

Wood   Co..   Chas;  N 33 


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STUCKI   i 

SIDE     I 

BEARINGS  i 


A.  STUCKI  CO.    i 

OUnr  Bids.        i 

Ptttsburgh,  Pa.     | 

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iiiiiiiiiniliiiiiiiililiiilmiiiilllliimiliniiiiiiiiiiiiiiniitniniiHtiiniliiiiiitiiiiiiiiMiiriiiiiiniiiiiiiiiiilllllDllllllllMllltluiiilMllililllI^ 

I  Northern     CEDAR  POLES    Western   | 

I  We  gruarante«  | 

I    all  grades  of  poles;  also  any  butt-treating  specifications      | 

I      BELL  LUMBER  COMPANY       | 

I  Minneapolis,   Minn.  | 

°iiHniiiiiiiiiiiiiiiiiiimiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii>iiiiiiiiiniiiiiriiiiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiic 
0"> »!•< Hill iiiiKiiiiiiiinii.irniiiiiiiiiiiMiiiiiiii iiiiiiiiiiiiiiiiii eiiimiji i i iiir..     siiniiiniimiiiiiiiiiiiiiiiiiiimiitiiiiiii jimiiiuiiuiiiiii iiiitiiiiiiiiiiiiiiiiiiiiiiiiraiiiiiiimiiiniiiiiiiiiimiriiiiiiiiiwiiiiii>: 

I     "Boyerized"  Products  Reduce  Maintenance      | 

I  Bemis  Trucks                                    Manganese  Brake  Heads  I 

I  Case  Hardened  Brake  Pins             Manganese  Transom  Plates  1 

I  Case  Hardened  Bushings                 Manganese  Body  Bushings  i 

3  Case  Hardened  Nuts  and  Bolts     Bronze  Axle  Bearings  | 

1  Bemis   Pins    are   absolutely  smooth    and   true   In  diameter.  We         = 

i  carry  40  different  sizes  of  case  hardener  pins  in  stock.    Samples         = 

i  furnished.    Write  for  lull  data.  i 

I  Bemis  Car  Truck  Co.,  Springfield,  Mass.  I 

^"■"""" ritliiriiirirniliiiiiiiiMirilliriim iiiiijiiiiiilllllriijiiiiiniii imiiiiiiiiillliirii luiiuiiiullluiliiS 


PROVIDENCE        H-B 

FENDERS  LIFE  GUARDS 

The  Consolidated  Car  Fender  Co.,  Providence,  R.  I. 
Wendell  &.  MacDuffie  Co.,  61   Broadway,  New  York 


gniilliniliniiiiiilli liHiiittiiiiiiiiiiiiiitiiiiiiiriiniiin iliiiiniiiiiiiitiiitiiiitiiiiiii niiiiiiliriitiHuiiiiiiiiiiiiiiiiHiilliiiliu 


'CARNEGIE' 


I  When  you  think  of  Sled— think  of  Carnegie 

Siimnnniinimim'iiiiiimiiiiiiiMiiitiiiiiMnriiiiniiniiuii i i iiiiiiiiiiiiiuiiunuuniiiiiuiirtiiuiiiuiriuimiiiuiiiiiiif 


I  General  Soles  Agents  | 

^iiiij uiiiiitiimiiiiiiiiiiiMii tiiiniiiiiiiii jiiiiiiiiiiiiiir miifiuiiiiiiiriiinriiiiii imiiiiiiiir iiiiiiiihiiiiiie 

9iitiiiiniiiiiimiiiHiiiiiiaiiniiniiiiiiniiiiniiiiuiiiiiiniiiiiiiniiniin(iiiiiiiiiiiiiit(iiMiiriiniiiiiiiiiiiiirtiiiiiiiriiiiirtiiuiiitiiiiriiiirii>. 

CHILLINGWORTH  | 

One-Piece   Gear  Case*  | 

Seamless — Rivetless — Lisht  Wciiht  | 

Best  for  Service — Durability  and  | 

Economy.    Write  Um.  | 

Chillingworth  Mfg.  Co.       | 

Jersey  City,  N.  J.  | 

^■lliitiiiiiiiiiiiiitmiiuiuiiiiiiiiiiiiiiiiimHiiiuilHillHiilliiillllHiiilHiiiiiiiilmtiiiiiiiiiiiiiiiiiMinmuNiiiMiuililimiiiiiimiiiiluiiR 


April  28,  1923 


Electric    Railway    Journal 


Parana,  Argentine 


Universal 


Service 


The  low  operating  cost,  modem 
equipment,  and  the  increased  rev- 
enue resulting  from  their  more  fre- 
quent service  has   resulted  in   the 


universal  introduction  of  light- 
weight Birney  Safety  Cars.  In  the 
United  States,  Canada,  Mexico, 
Brazil,  Argentine,  Colombia,  Hol- 
land, Manchuria  and  Australia,  it 
is  being  demonstrated  that  with  the 
litde  Birney  Safety  Cars  more  serv- 
ice can  be  furnished  to  the  public  at 
less  cost. 


^*T'%^8Li. 

°^  ^ 

''     :'d 

-   w    hK 

Pelotas,  Brazil 


Petropolis,  Brazil 


The  J.  G.  Brill  Company 

Pmiua-DEl-pmia..  Pa. 


American    Car    Co.    — 

ST.    l.aUIS     MO. 


G.C.  KuHLMAN  Car  Ca.      — 

CI-CVei_Ar.lO.  OHIO. 


Wason    Manfc  Co. 

SPR  Irsicnci-O.  MA.3S.