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DISCARD

LECTRIC RAILWAY
JOURNAL

aw-Hiil Publishing Company. Inc.

JUNE, 1929

Thirty-five Cents Per Copy

Houston public libra***

HOUSTON, TEXAS. ^~-

'Bad Public Relations'

ELECTRIC RAILWAY JOURNAL

June, 1929

INDORSED by its patrons

"fii

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:VJ';|

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THE new American Car &
Foundry Motors Company
Metropolitan Gas Electric
Coach, recently placed in ser-
vice by the City of Detroit, has
been unanimously accepted by
its riders as a most comfortable
and safe means of modern transit.

This coach, electrically-equipped
by Westinghouse, embodies the
following performance charac-
teristics:

1 Smooth, rapid acceleration
and high running speeds.

2 Immediate coach pick-up at
low engine speed, avoiding
engine overspeeding and aid-
ing in fuel economy.

3 High overall efficiency.

4 Contactor control which
affords the following advan-
tages:

a Instantly available electric emergency brake.

b Small, easily mounted main controller.

c Simplified wiring and a minimum requirement of
main cable.

d No arcing in main controller, assuring no alarm
to driver or patrons.

e No creeping during stops because main circuits
are opened by contactors.

5 Simple, safe and quiet operation of the coach as a trans-
portation vehicle.

Westinghouse engineers will be pleased to make a study of
your system as to what the Gas Electric Coach can do to im-
prove your service.

WESTINGHOUSE ELECTRIC & MANUFACTURING COMPANY
EAST PITTSBURGH PENNSYLVANIA

SALES OFFICES IN ALL PRINCIPAL CITIES OF
THE UNITED STATES AND FOREIGN COUNTRIES

Westinghouse

[AERAj

1929

Electric Railway Journal

John A. Miller. Jb.

Acting Managing Editor
Morbis Brcs

Engineering Editor
Gkorgk J. MacMubsat
CLirroRD A. Fatst
J. W. Mc( lot

Charles Gordon, Editor

In This Issue

Paul Wooton

Washington
Alex MoCalldm

London, England

Locis P. Stoll

Publishing Director

Vol. 73. No. 15

JUNE, 1929

Pages 627-692

Editorials 627

Community Transportation an Unrecognized Major Element

in Prosperity.
Fifth Avenue's Beautiful Dream Is Shattered.
A Contribution to the Struggles for Clearer Economic Insight.
Supreme Court Makes Railroad History.
No Cars Available f i

Accomplishments Reflected by SO Operating Statements.
Cleveland Mobilizes Its Maintenance Ideas.

Do High Buildings Cause Traffic Congestion? . 630

By E. J. McIlraith
The author's answer, supported by pertinent facts and
data, is that automobile usage is the primary cause.

Sample Cars for Louisville Designed to Win
Public 637

Three manufacturers were asked to build the car which,
in their estimation, would best meet present requirements.

Annual Reports of 80 Electric Railways

Reviewed 641

Financial results show gross revenues equal to those of
1927, lower operating ratios and higher operating net.

Mass Transportation Service Expanding in

Europe 646

By Marquis Ferihxando C. Cusani
Every phase of the local transportation situation in Eu-
rope is discussed in this interesting article.

New Cars Reduce Operating Costs on

Many Properties 653

By Morris Buck
. Savings of great magnitude in all the major accounts are
shown in this survey of 41 companies having new cars.

Efficient Cooling System for Bus Engines

Developed 661

By Adrian Hughes, Jr.
The system warms the engine quickly, maintains a high
jacket temperature and reduces cylinder heat stress.

Improved Machinery and Practices Raise
Maintenance Standards on Southern
Properties 667

By G. C. Hecker
This article directs attention to specific shop practices to
show how new methods and machines have been adopted.

British Tramways Improve Position 645

California Railway Men Study Ways to
Increase Riding 652

Middle Atlantic Equipment Men Meet
at Wilmington 652

Executives Attend U. S. Chamber
Annual Meeting

658

Traffic and Revenue Increase Continues
at Levis 659

Noise Reduced by Improving Fit of
Worn Gears 660

Less Than One Per Cent of Fifth

Avenue Customers Are Parkers 660

Coming!

The secret of Toledo's outstand-
ing increase in revenue in
recent months.

Paying proper attention to little
details of track design, con-
struction and maintenance.

How a large operator of buses
maintains its vehicles to secure
maximum performance.

Preservative Treatment Used for Wood
in Car Bodies 664

Track Costs Studied at Detroit 665

Testing Line Breakers 666

Riders Outnumber Readers 666

Cleveland Railway Men Win Three of
the Four Maintenance Contest Prizes 672

Handy Devices Used in Electric Rail-
way and Bus Maintenance Work 674

Useful Equipment from the
Manufacturer

News of the Industry

677
679

JAMES H. MoOKAW, Chairman of the Board
MALCOLM MUIR, President
JAMES H. McOKAW, Jr..

Vice-President and Treasurer
EDWARD J MEHREN. Vice-President
MASON BRITTON. Vlce-Prealdent
EDGAR KOBAK. Vice-President
HAXOLD W. McCRAW, Vice-President
C. H. THOMPSON", Secretary

NEW YORK District Office. 285 Madison Are.
WASHINGTON. National Press Building
CHICAGO. >20 N. Michigan Bl»d.
PHILADELPHIA. 1600 Arch 8t.
CLEVELAND, Guardian Building
ST. LOUIS. Bell Telephone Building
RAN FRANCISCO. 883 Mission Street
LONDON. 6 Bourerle Street. London. E. C. 4.

McGraw-Hill Publishing Company, Inc.

Tenth Ave. at 36th St., New York, N. Y.
Cable Address "Machinist. N. Y."

Publishers of l*K?n£A Engineering News-Record

Electrical World j&P^Q\ Ingenlorfa Internaclonal

American Machinist fflE JOB Construction Methods
Bus Transportation
Power
Coal Age

Food Industries

Electrical West

Industrial Engineering

Textile World

Radio Retailing 1929 Aviation

Electrical Merchandising
Engineering and Mining Journal
Chemical and Metallurgical Engineering

Subscription Prices: United States and its posses-
sions, Canada, Mexico and other countries taking domes-
tic postage rates, $3 a year. All other foreign coun-
tries. 85 a year. Published monthjy. Single copies.
35 cents. Sold In combination with Eleotbio Rail-
way Journal News (published on 39 Saturdays
during the year) for 84 domestic and 88 foreign. Tbe
separate subscription price of Eleotbio Railway
Journal News Is $2 a year domestic and $4 a year
foreign. Entered as second class matter June 23.
1908, at the Post Office, New York, N. Y., under the
act of March 3. 1879. Printed In U.S.A.— Copyright.
1929. by the McGraw-Hill Publishing Company, Inc.

Official correspondent In the United States for Union
Internationale de Tramways, de Chemlna de fer
d'lntcret local et de Transports Publics Automobiles.
Member A.B.P. Member A.B.C.

Number of Copies Printed, 0.300

Advertising Index — Alphabetical, 116-117;. Searchlight, 113-114-115

ELECTRIC RAILWAY JOURNAL

June, 1929

680,000 MILES IN 14 YEARS

AND STILL GOING

♦ ♦ ♦

ON February 25, 1915, the first Westinghouse-Nuttall BP
grade helical gear and pinion was installed on a car for
the West Penn Railways.

Today, after more than 680,000 car-miles of service, this same
gear and pinion is still in operation.

Exceptional gear mileage! Yes, but BP grade helical gearing
can always be depended upon for extraordinary mileage —
mileage that means concrete maintenance savings, because:

The teeth mesh with fifty percent more rolling action
than other gears, consequently there is less wear.

Loads are transferred from tooth to tooth gradually, un-
iformly and smoothly thus preventing "ridging" at the
pitch line, which preserves the correct involute tooth
form at all times.

The exclusive BP heat-treatment scientifically combines
great hardness to resist rapid wear with ample tensile
strength and ductility to prevent breakage, spawling and
chipping due to the unusual loads, and shocks and jolts
of service.

WESTINGHOUSE ELECTRIC &. MANUFACTURING COMPANY
NUTTALL WORKS PITTSBURGH, PA.

Westinghouse

W W »■/ T 30417

The first Westinghouse -IS' ut-
tall Helical Gear and Pinion as
it appeared after 632,000 miles
of service.

June, 1929

ELECTRIC RAILWAY JOURNAL

WESTINGHOUSE CONVERTERS

m m&

Thousands place reliance

in Boston Elevated !

LEEPY-EYED workers in the

^ morning . . . tired business men
in the evening . . . eager seekers of
pleasure at night . . . thousands of
them place reliance in the ability of the
Boston Elevated to take them where
they wish to go without delay.

Upon meeting that obligation depends
the retaining of valuable goodwill. De-
pendable motive power is of prime
importance. The Boston Elevated
Company assured dependable motive
power for the street cars and elevated
trains operating in Roxbury district, by

installing 2 Westinghouse 3000-kw.
shunt-wound railway converters for
the new Dudley automatic substation.

Unattended operation of this substation
has been made possible through the
use of Westinghouse automatic control.
Only an occasional inspection visit by a
maintenance man is necessary.

However, an operator in a distant sta-
tion keeps in touch with Dudley sub-
station and completely supervises its
operation by means of Westinghouse
supervisory control.

WESTINGHOUSE ELECTRIC & MANUFACTURING COMPANY
EAST PITTSBURGH PENNSYLVANIA

SALES OFFICES IN ALL PRINCIPAL CITIES OF
THE UNITED STATES AND FOREIGN COUNTRIES

Westinghouse

W W *m^ T 30552

««£&»

ELECTRIC RAILWAY JOURNAL

June, 1929

Improved Atlas Rail Grinder

Knreka Radial Rail Grinder

Imperial Track Grinde

iir

The

staggering
price of
backward-

Ajax Electric Arc Welder

ness

June, 1929

ELECTRIC RAILWAY JOURNAL

That's what this paper called
the high cost of doing nothing
toward replacement of obsolete
equipment— discussed by Mr.
E. P. Waller, General Electric
Company. Said he:

• •If a manufacturing com-
pany should attempt to turn
out its product with tools as
obsolete as the cars many of
the transportation companies
are using today, to provide
their service, the inevitable
result would be that the
sheriff would soon take
charge of the plant.^ ^

The startling economy of pro-
gressiveness is known to the
roads which operate the'mod-
ern track maintenance equip-
ment we illustrate — and sell.

Bulletins on
these track
improvers?

3132-48 East Thompson Street, Philadelphia

AGENTS :
Chester F. Gailor. 60 Church St.. New York
Chas. N. Wood Co.. Boston
Electrical Engineering & Miff. Co., Pittsburgh
H. F. McDermott. 208 S. LaSalle St.. Chicago
P. W. Wood Railway Supply Co.. New Orleans. La.
Equipment & Engineering Co.. London
F. F. Bodler. San Francisco. f'al. (J) 2306A

Reciprocating Track Grinder

Yulcsin Rail Grinder

Midget Rail Grinder

RTW Curve Oiler

ELECTRIC RAILWAY JOURNAL

June, 1929

Broad and Market Streets,
Newark, N. J., the hub of
the Public Service Coordi-
nated Transport System.

FROM Newark some eight hundred miles of track extend in all
directions to reach the 182 communities served by the Public
Service Coordinated Transport in New Jersey. The extensive use of
O-B Titon Rail Bonds by this property is conclusive evidence that the
performance and long life of O-B Titon Bonds, as rendered the country
over, is being duplicated in New Jersey.

June, 1929

ELECTRIC RAILWAY JOURNAL

lond Performance is
Important to 182 New
I e rse y Cities and To w n s

^^NE hundred and eighty two com-
^-^ munities — over two and one-half
million people in northern New Jersey,
depend on the Public Service Coordin-
ated Transport for electric railway and
motor bus transportation.

To render efficient service to such a
great group is a
problem of consid-
erable magnitude.
Schedules must be
maintained. Peak
loads in a dozen
metropolitan cities
must be provided
for each day. Un-
avoidable delays
must be minimized.

Over two thousand
electric railway
cars, and nearly as
many motor buses

meet these severe demands. The con-
tinuous operation of these cars with
the high degree of efficiency and econ-
omy obtained by the Public Service
Coordinated Transport calls for the
best in materials for the maintenance of
track and overhead and for the equip-
ment of cars.

It is with consider-
able pride that O-B
points to the ex-
tensive use of O-B
Titon Rail Bonds
as well as other
materials bearing
the O-B trade mark
on the property, for
such use further
emphasizes the cor-
rectness of design
and quality of O-B

The O-B Titon Rail Bond, used extensively
by the Public Service Coordinated Transport

products.

NEW YORK CHICAGO
PHILADELPHIA BOSTON

Ohio Brass Company, Mansfield, Ohio

Canadian Ohio Brass Co., Limited
Niagara Falls, Canada

1067B

xassCo.

PITTSBURGH ATLANTA CLEVELAND

ST. LOUIS SAN FRANCISCO LOS ANGELES

PORCELAIN

INSULATORS

LINE MATERIALS

RAIL BONDS

CAR EQUIPMENT

MINING

MATERIALS

VALVES

-7f

f iO

ELECTRIC RAILWAY JOURNAL

June, 1929

y (C H T

with Safety Dome Type Fixtures

New Small Dome Type Fixture

for appearance

♦ ♦ ♦ comfort

♦ ♦ . safety

Dome Type Lighting Fixtures practically
alone, transform an ordinary car into the
de luxe class.

They are economical in current consumption
and provide efficient light diffusion. They
eliminate glare and eye-strain for the riding
public. They stop lamp pilfering.

Bowls are of light density opal glass. Fixtures
finished in statuary bronze.

Three standard sizes to choose from, accom-
modating 12, 10, 8, or 5 l /i inch glassware.
Complete data on request.

Write also for complete data on Pendant Type
Safety Fixtures, Compensating Pendant and
Dome Fixtures and Compensating Panels.
Rear Lights, Marker Lights and Stoplights, etc.

Home office and manufacturing plant located
at 17th and Cambria Streets, Philadelphia,
Pa.: District offles are located at 111 North
Canal Street. Chicago. 111., and 50 Church
Street. New York City.

Branches — Bessemer Bldg.. Pittsburgh; 88
Broad Street, Boston; General Motors Bldg..
Detroit; 316 N. Washington Ave.. Scranton;
Canadian Agents — Lyman Tube ft Supply Com-
pany. Ltd.. Montreal, Torooto, Vancouver.

June, 1929

ELECTRIC RAILWAY JOURNAL

Quicker Application

Increased Braking Forc<

More Efficient Rigging

Improved Maintenance

Have u
Takeifthem f

Variable Load Brake

XrlE distance in which a car can
be stopped is influenced by several
factors which may be considered to advantage
by every street railway operator eager for great-
er safety and faster schedules. The first is the
time required to attain full cylinder pressure.

Do the brakes on your cars apply fast enough?
A stop watch will tell the story. Make a test.
If the time is too slow — say, as much as three
seconds — it can be speeded up with a Relay
Valve which may be readily added to exist-
ing equipment.

Proper Brake Shoes

Adequate Rail Sanding

5 10

330

f •>[)

)

10 1.5 2.0

Time - Seconds

Faster Build-up of Cylinder
Pressure is Desirable

Do you know how quickly your cars can

stop? How quickly they should stop? A

stop meter will tell you the first — our

engineers can tell you the second.

. . . Ask them!

WESTINGHOUSE TRACTION BRAKE CO.

General Office and Works, WILMERDING, PA.

This Relay Valve Will Speed up
Brake Application

WestinghouslTractionBrakes

ELECTRIC RAILWAY JOURNAL

June, 1929

AN IDEAL TRIP ?

Or do your
passengers
find riding an
ORDEAL?

IDEALS breed enthusi-
asm. Ordeals cause dis-
satisfaction. With the pos-
sible exception of enforced
delays, there is nothing
which can make a trolley
trip more of an ordeal than
uncomfortable and irksome
seating arrangements. And
with the possible exception
of smooth running and fast
service, a comfortable seat
(installed as a part of a
comfortable seating plan)
is the factor which con-
tributes most to ideal travel-
ing conditions.

Hale & Kilburn Seating
Engineers, therefore, recom-
mend, not only the most
comfortable type of seat for
the character of service, but
the most comfortable ar-
rangement with respect to
spacing in the car and with
relation to the lights, ven-
tilators, heaters, pipes and
windows. The service of
our engineers is of greatest
value while the car is still
"on paper" for it is then
that they can do the most to
provide an "ideal trip"
rather than an ordeal for
your passengers.

HALE & KILBURN SEATS

"a better seat for every type of modern transportation*
HALE & KILBURN COMPANY

General Office and Works: 1800 Lehigh Avenue, Philadelphia

SALES OFFICES:

Hale & Kilburn Co.. Graybar Bids.. New York E. A. Thnrnwell. Candler Bldg.. Atlanta

Hale & Kjlburn Co.. McCormiek Bldg.. Chicago W. L. Jefleries, Jr.. Mutual Bldg., Richmond

Prank F. Bodler. 903 Monadnoek Bldg.. San Francisco W. D. Jenkins. Praetorian Bldg.. Dallas. Texas

H. M. Euler. 146 N. Sixth St.. Portland. Oregon

June, 1929 ELECTRIC RAILWAY JOURNAL 13

Treadle -Wise America!

National Pneumatic Tread'
le-ization and the circulat-
ing load are now definitely
a part of the national life*
Their advantages, to the
public and to the electric
railway operators alike, are
a matter of many improved
operating records*

NATIONAL PNEUMATIC COMPANY

Executive Office: Graybar Building, New York

General Works, Rahway, New Jersey

CHICAGO PHILADELPHIA

518 McCormick Building 1010 Colonial Trust Building

MANUFACTURED IN TORONTO, CANADA by
Railway & Power Engineering Corp., Ltd.

ELECTRIC RAILWAY JOURNAL

June, 1929

One man

General Electric manufac-
tures four types of super-
visory control — the syn-
chronous-selector, code-
selector, cable, and audible
systems. A specialist in the
nearest G-E office will
explain the advantages and
field of application of each
type.

THE 19 automatic substations of the Cincinnati Street Railway
Company are supervised from one central point. Here, a dis-
patcher controls all railway power- distributing equipment within
a 12 -mile radius.

Machines are started and stopped, and feeders are opened and
closed, either by automatic equipment in the substation or by
the dispatcher. Indicating lamps in the dispatcher's office provide
a complete picture of the system by showing the operating position
of all apparatus. The load on each converter and the bus voltage
at each substation are shown by meters. The equipment indicates
even such details as locked and unlocked substation doors.

With such a system, switching delays are minimized, service is
improved, and labor costs are reduced. Economical operation is
attained by shifting the load from one substation to another to
meet changing conditions. By means of the G-E synchronous-
selector supervisory system, any number of units, regardless of the
size of the distribution system, may be coordinated by a single
dispatcher.

GENERAL

ELECTRIC COMPANY, SCHENECTADY, N.

June, 1929

ELECTRIC RAILWAY JOURNAL

supervises this system

The Colerain substation in Cincinnati (above), one of 19 attractive buildings which house, a se-
lector panel (left). This panel, connected by four wires to a control panel in the dispatcher's office,
selects the equipment to be controlled (right) and then transmits the impulse which completes the

desired operation.

JOIN US IN THE GENERAL ELECTRIC HOUR, BROADCAST EVERY 910-1

SATURDAY AT 8 P.M., E.S.T. ON A NATION-WIDE N.B.C. NETWORK

ELECTRIC

SALES

OFFICES

I N

PRINCIPAL

CITIES

ELECTRIC RAILWAY JOURNAL

June, 1929

Double-purpose varnish

A wall of varnish makes or mars your motors' service records.
That varnish must be reliable for you expect it to do two
things— thoroughly insulate and lastingly protect. <JG-E
varnishes were developed by General Electric to
insulate and protect its motors. Clear or black, air-
dried or baked, they afford a tough, durable film
which effectively resists oil, moisture, and abra-
sion. ^[Anything less dependable than the best
is false economy. Lower your maintenance
cost curve with G-E insulating and pro-
tecting varnishes— and other G-E in-
sulating materials.

PROMPT SERVICE

G-E insulating materials are sold only by G-E Merchandise Distributors, located
throughout the country, who are equipped to give you prompt service. Get in touch
with the G-E Merchandise Distributor near you or write to the Merchandise
Department, General Electric Company, Bridgeport, Connecticut.

This catalog contains a complete listing of the following G-E insulating materials:

Insulating and finishing

varnishes
Insulating oils
Stickers

Shellacs and paints
Filling and sealing compounds
Varnish-treated cloths and cloth

tapes

Flexible varnished tubing

Insulating fibers and papers

Motor tubing

Asbestos and cotton tapes

Friction and rubber tapes

Prepared paper tapes

Cords

Twines

Send for your copy to the Merchandise Department. General Electric
Company, Bridgeport, Connecticut.

800- 507

GENERAL ELECTRIC

MERCHANDISE DEPARTMENT, BRIDGEPORT,

CONNECTICUT

Electric Railway Journal

McGraw-Hill Publishing Company, Inc.
Jambs H. McGhaw. Chairman of the Board
Malcolm Mdib, President
H. C. Parmblbb, Editorial Director

Consolidation of
Street Railway Journal and Electric Railway Review

CHARLIES GORDON, Editor

Louis F. Stoll.
Publishing Director

Volume 73

New York, June, 1929

Number 15

Community Transportation an Unrecognized
Major Element in Prosperity

HAVING local transportation service conveniently
available has come to be accepted as a matter of
course by the American public. Memory fails to recall
the time when such facilities did not exist. Before the
advent of electric cars our fathers had cable cars, and
before that, horse cars. In those early days the develop-
ment of transportation facilities was of interest, but
nowadays it receives scant attention. This waning ap-
preciation of the economic importance of public trans-
portation is due in part to long familiarity, and in part
to the greatly increased interest in private transportation.
Where one person formerly owned a horse and carriage,
hundreds now own automobiles. The private automobile
has become the pleasure vehicle for the masses, while the
street car has been relegated to the role of a mere utility
and has lost prestige accordingly. Despite its loss of
social standing, however, the public transportation
vehicle today remains a vital factor in the social and
business life of every large community.

That the American public has become "automotive
minded" is so clearly apparent that there is little need
for calling attention to the fact. This is true not only
of the so-called masses, but of intelligent business men
and economists.

From the point of view of the local transportation in-
dustry, "automobile mindedness" in this country has
produced a peculiar and highly critical situation. The
nation has apparently forgotten that it has such a thing
as a local transportation industry in which there is in-
vested $6,000,000,000 of money and which has been
very sick for more than a decade. It has overlooked,
as well, the fact that this industry has played a vital part
— and continues to do so — in the upbuilding of American
communities and American industrial life as we know it
today.

Business men and economists are keenly interested in
the factors that have contributed to the country's pros-
perity during the past seven or eight years, and are eager
to eliminate any conditions that may be harmful to the
continuation of that prosperity. The difficulties of the
farm industry, railroads, shipping, oil, textiles, and in a
somewhat smaller degree, coal and lumber, elicit the
interest and concern not only of business men and econo-
mists, but of the general public itself. The front pages
of the newspapers of the nation have gone "economic."
They reflect the popular interest in the continuation of
present prosperity. The country has put an economist
in the White House. The houses of Congress and the
departments of the government are occupied with eco-
nomic questions. National business organizations are
concentrating on the economic inter-relations of business.

But in all of this interest and activity the public seems to
have lost sight of the size, importance and difficulties
of the local transportation industry which is bound up
vitally with industrial, economic and even social well
being and progress of the nation.

Fifth Avenue's Beautiful Dream
Is Shattered

FOR years the merchants of the aristocratic Fifth Ave-
nue-shopping district in New York City have talked
grandiloquently about the tremendous number of cus-
tomers who come rolling up to their stores in limousines.
Spokesmen for the Fifth Avenue Association have
rushed into print to oppose parking restrictions with
vociferous statements concerning the evils of such meas-
ures. Their labored arguments, however, do not al-
ways stand up under the light of unbiased investigation.
For example, a statement published a short time ago in
the New York newspapers and credited to W. J. Pedrick,
executive vice-president of that association, branded the
Chicago parking restriction as a failure and declared it
had worked great harm to downtown business in the
Illinois metropolis. Subsequent investigation disclosed
the facts to be the reverse and furthermore failed to show
that Mr. Pedrick had talked with any of those who could
have informed him authoritatively as to the actual results
of the Chicago experiment. More recent statements from
the same sources, purporting to be based on the result of
parking "studies" covering a two year period, claimed
that the private automobile was furnishing 51 per cent
of the daily business of the Fifth Avenue stores.'

Now for the first time an actual customer count has
been made under the auspices of the Citizens' Street
Traffic Committee at some 50 stores, and the merchants
have learned to their astonishment that less than 4 per
cent of their customers come by private automobile, while
more than 96 per cent come by public conveyance, or
walk to the stores. Thus, as regards transportation, the
Fifth Avenue district turns out to be no different from
Chicago, Philadelphia, Detroit, Los Angeles, and every
other large city where a vast majority of the traveling
public are users of public conveyances.

To what extent the figures disclosed by this survey
will influence the Fifth Avenue merchants to recede from
their position regarding the restrictions of the parking
privilege, is impossible to forecast. It is proverbial that
"none are so blind as those who will not see." Growing
congestion is making the Fifth Avenue district more diffi-
cult of access every day. Unless the situation is reme-
died people will do their shopping in other districts more
easily accessible. Yet the practice continues of using the
public streets for the storage of private automobiles to
the detriment of all moving traffic. In their own interest,

G27

the Fifth Avenue merchants should rouse themselves
from their dreams of "carriage trade" and face the facts
concerning parking the same as they would face any
other facts connected with the conduct of their business.

A Contribution to the Struggle for
Clearer Economic Insight

ON THE 15th of May there was made public for the
first time the report of the committee on recent
economic changes, of which Herbert Hoover was chair-
man, and which was based upon an economic survey of
the period from 1922 to 1929 compiled by the National
Bureau of Economic Research. Though quite brief and
easily read, the report condenses into a few pages a
resume of economic philosophy based upon the study
of current facts, which merits the careful attention of
every industry and every good citizen of the country.
The report and survey were recently published in book
form by the McGraw-Hill Book Company under the
title "Recent Economic Changes."

To a broader understanding of economic forces, more
general co-operation within industry itself, and an en-
larged measure of self-restraint on the part of all ele-
ments of the business, financial and industrial world, the
committee attributes the fact that the period from 1922
to the beginning of 1929 was one of unusual stability and
business activity. During this period the country has
been successful in maintaining a condition of economic
balance between the^ forces of distribution and consump-
tion despite a period of rapid acceleration in activity,
"spotty" penetration of prosperity as among industries
and geographical districts, and unusual conditions aris-
ing out of peace-time adjustments.

One of the striking and significant developments of
the period under study, according to the committee, is
in the field of price relationships, wages and the cost of
living. Between 1896 and 1913, the price level rose 2.3
per cent a year while the purchasing power of wages
rose only 0.5 per cent a year, whereas during the period
between 1922 and 1927 price levels declined 0.1 per cent
a year while wages rose 2.1 per cent a year. The com-
mittee attributes to this combination of a steady
rise in wage levels with a stationary cost of living,
a widespread influence on the whole economic situation
during the period of its study. It points out, also, that
this high wage level was combined with low unit produc-
tion costs, through increased productivity of labor by
introduction of labor-saving machinery. No other period
in our history has shown so striking an increase in pro-
ductivity per man-hour. Per capita productivity was
nearly 60 per cent greater than in the late 90's, and in
manufacturing increased 35 per cent from 1922 to 1925.

Above all else the committee stresses the importance
of maintaining an economic balance between the various
factors and forces in our complex economic structure.
All parts of the structure are interdependent and easily
affected. Ignorance of economic principles, greed, in-
adequate or incompetent leadership, waste of natural
resources, use of credit for speculation instead of
productive purposes, or artificial unbalancing of prices as
between industries, can quickly throw the entire com-
plicated economic machine out of synchronism. Al-
though the committee is unable to go further than this
in pointing out specific measures for insuring the con-
tinued, smooth and accelerated flow of production, dis-
tribution and consumption, it holds that complete control

of the economic system is a possibility to which we may
look forward through increasing knowledge and skill, by
following a course of continued research, study and or-
derly classification of facts. As to the causes of the
successful combination of conditions through which we
are passing, and which were the basis of the committee's
report, it is apparent that they were partly accidental
and partly the result of forward-looking industrial and
economic thought and intelligent leadership.

Supreme Court Makes Railroad History

DURING the long struggle to determine the basis of
"fair value," which has been the great bone of
contention from the very beginning of commission
regulation of railroads and public utilities, probably no
more momentous decision has ever been made by the
courts than that rendered on May 20 by the Supreme
Court of the United States in the St. Louis and O'Fallon
Railroad case. Certainly no more sweeping a victory
has ever been won by a railroad in which so much was
at stake, for it involved the principles upon which the
Interstate Commerce Commission is to evaluate for rate
making purposes and for the control of earnings, from
$15,000,000,000 to $20,000,000,000 of railroad property
in the United States.

The case arose under that provision of the transpor-
tation act of 1920, which requires a railroad to turn
over to the government one-half of its net income in any
year which exceeds 6 per cent of the value of its
property. In fixing the value of railroads for rate
making and for the application of this provision of the
transportation act, the commission started with the cost
of reproduction as of June, 1914. This figure was
brought down to 1919 by adding or subtracting all ad-
ditions and betterments subsequent to 1914, less
depreciation, but making no adjustments for changing
construction cost levels between 1914 and 1919 on the
property valued as of 1914. Since 1920, the railroads
had been required to submit to the commission data
which permitted these figures to be brought down to
date in any year.

Counsel for the O'Fallon Railroad insisted that the
commission did not determine the actual value of the
railroad by considering all relevant facts and circum-
stances, and with the exception of valuing the lands,
had based its valuation on the prudent investment theory.
The central point of the Supreme Court's decision is
that it held that the Interstate Commerce Commission
must take into consideration as one of the factors in
value, cost of reproduction ; and that it had failed to do
so in the method which it had followed.

Thus it is apparent that cost of reproduction becomes
a factor of increased importance in the determination
of value for rate-making purposes. This does not mean,
of course, that reproduction cost at current price levels
is the sole basis of valuation. It has been repeatedly
pointed out by economists that such a theory is as un-
sound as is that of original cost, for it would introduce a
speculative element into value that would have as dis-
astrous an effect upon utilities during a period of falling
prices as it would be advantageous when prices are
rising. But the Supreme Court has said in this case that
reproduction cost is one factor, that with others must
be considered. Obviously the day when valuation for
rate-making purposes can be reduced to a formula is
still a considerable way off.

Electric Railway Journal — Vol.73, Xo 15
628

No Cars Available?

ANTICIPATING an extensive car improvement
l\ program, the Louisville Railway has purchased
three sample cars from three different car manufacturers.
Of course, no outstanding interest can be attached to a
mere order for new equipment, but the conditions sur-
rounding the Louisville purchase and the method of
ordering the sample cars raise this order above the
level of the ordinary. At the present time the railway
is in the throes of securing a fare adjustment. Negotia-
tions are under way to determine a rate which will
yield a reasonable return on the fair value of the
property. But along with its request for higher rates,
the railway plans to offer the public a maximum of
service compatible witlr its earnings.

With this objective in view, the railway requested the
manufacturers to build that type of car, seating ap-
proximately 50 persons, which in their estimation would
best meet the present-day street railway needs. All
other details were left to the manufacturers, so that
each might produce the car which in his estimation
was the vehicle having the greatest merchandising
attractiveness.

As was to be expected, no cars were available ! The
manufacturers have not in the past followed the practice
of building standard models to deliver when an order is
received. But this raises the old question : "Could the
manufacturers dispose of standard models successfully,
just as the bus manufacturers do?" It is still a matter
of conjecture, and one that can be decided only by
overcoming the inertia of following old practice adhered
to by both railways and manufacturers. Certainly the
manufacturers would welcome any move to bring about
mass production with its resulting savings.

The real problem seems to be whether or not the
railways would buy standard models in sufficient quantity
if they were available. The Louisville Railway has
answered indirectly in the affirmative, and there is every
reason to believe that many companies would welcome
a ready source of new cars. The final answer will be
determined by price and performance. If the manu-
facturers offer a standard product from their individual
plants at less cost than that of special designs, and if
these manufactured cars outpoint the special designs in
appearance and performance; that is to say, if they
attract passengers and can be run at less cost, there will
be no question as to what future car buying practice
will be.

Accomplishments Reflected by
80 Operating Statements

CONCRETE evidence of the stability of the electric
railway industry is furnished in a digest of the
financial reports of 80 individual companies published
elsewhere in this issue. These reports, representing
nearly three-fourths the total gross revenue of all the
electric railways in this country, show that the amount
of gross business done by the lines included is almost
identical with that done in 1927, while in general ex-
penses have been reduced. Since small, medium-sized
and large properties are all incorporated in the list, it
presents a fair picture of the industry.

The information given by individual reports is quite
different from that found in the industry totals pub-
lished last month. There the figures were grouped
together, so that only averages could be discussed.

Individual reports make it possible to see which
properties are making satisfactory progress as compared
with the averages. It is notable that size alone is not
a measure of the financial success to be expected.

Of course, one property cannot truly be measured in
terms of another. Still, the fundamentals are the same.
The ideal is to get as much gross business as possible
and to keep the expense as low as it may be. These are
not considerations that are opposed. It is true that if
the effort to keep operating costs low is allowed to
degenerate into parsimony the very means defeat the
object. There is no general formula which will get the
best results. Rather do they follow from a wise policy
which, while it always takes into account the need for
care in the matter of expenditures, does all that is con-
sistent with keeping the service to a standard that at-
tracts the maximum of business. And this is not all a
matter of the physical side. Of course cars must be
attractive and the track good. But if the schedules are
not carefully arranged and the fare structure nicely
fitted to the business possibilities of the territory, un-
satisfactory results are bound to follow.

It would indeed be fortunate if experience in the
past had furnished a criterion for the scheme of fares
under which every company might be expected to make
the best possible showing. But unfortunately there has
been little progress made in the determination of the
principles upon which to base a scientific fare structure.
The process of establishing fares has been that of cut-
and-try. But even that crude process has been productive
of beneficial results when intelligently applied, as the
figures in this compilation attest. These figures indicate
also that only a relatively small proportion increase in
gross with present expenses would put many properties
well along the road of satisfactory earnings and financial
stability.

Cleveland Mobilizes Its Maintenance Ideas

INTEREST in maintenance practice is increasing
steadily. Alert executives realize that during this period
of readjustment in the industry maximum efficiency in
maintenance is of more importance than ever in deter-
mining the color of the net figures for the year's
operations.

The maintenance contest conducted by Electric
Railway Journal was conceived with the idea of stimu-
lating interest in better maintenance methods and prac-
tices. Winners of departmental prizes in the second
period of this year's contest are announced elsewhere in
this issue and the contest now enters its final phase. The
results of the contest, as indicated by the character of
ideas submitted by men from a wide range of properties,
have shown beyond all question that it has been very
much worth while. It is of particular interest to
note that the best showing by individual companies so
far has been a direct reflection of the effort made by the
managements of various properties to arouse interest
in improved methods among their rank and file.

Organized participation by the Cleveland Railway dur-
ing the period which closed April 15 resulted in the sub-
mission from that one company of eighteen ideas out of
a total of 43 turned in from thirteen different companies.
This illustrates in a striking way the spirit that can be
aroused among maintenance forces. But an even more
important fact is that these entries from Cleveland won
three out of the four department prizes awarded during
this period of the contest.

Electric Railway Journal — June, 1929
629

Do High Buildings Cause

Traffic Congestion?

By
E. J. McILRAITH

Staff Engineer Chicago Surface Lines

ONE hundred and fif-
teen years ago the
traffic problem was
troubling London. A very
notable decision at that time
expressed the rights of the
community to control street
use and to prevent parking
where standing vehicles be-
come a hindrance to general
public convenience in move-
ment along a street. The
case involved the right of a
stage to stand on the street
beside Charing Cross Sta-
tion while waiting for time
to make its return trip. Lord
Ellenborough, one of the
most noted judges of the

King's Bench, in sustaining a conviction against the
operators, stated in May, 1812 :

Every unauthorized obstruction of a highway to the annoy-
ance of the King's subjects is an indictable offense. Upon the
evidence given, I think the defendant ought clearly be found
guilty. The King's highway is not to be used as a stable yard. It
is immaterial how long the practice may have prevailed, for no
length of time will legitimate a nuisance. A stage coach may
set down or take up passengers in the street, this being necessary
for public convenience; but it must be done in a reasonable time,
and private premises must be procured for the coach to stop in
during the interval between the end of one journey and the
commencement of another. No one can make a stable yard of the
King's highway.

This decision, so often quoted, is not to be considered
as an isolated case of that period, but is an effective
illustration coming from one of the outstanding English
jurists of his time, of the necessity then recognized for
regulation of street use in order to retain for the public
the principle "that the primary object of the street is
for the free passage of the public."

We are still seriously concerned with the working out
of that same problem, but it is only in very recent years
that the intensity of street use in American cities has
given us the threatening difficulty that we call "The
Traffic Problem."

It has become a commonplace today to speak of
vehicular movements on the street as "traffic." The
older meanings of the word referred to business or
commerce, or to the movement of goods by railways.
It is already a term so generally used that it scarcely
needs definition, for it can be applied without misunder-

Neither arbitrary limitation of building
heights, nor wholesale street widening offer
panaceas for congestion. Automobile usage, not
high buildings, is the primary cause of present-
day congestion. Analysis of the traffic to
various classes of buildings indicates that the
character of occupancy has a greater bearing
on traffic than has the building height. The
remedy for congestion lies in the separation of
various classes of traffic. This is entirely prac-
ticable in the modern city provided the eco-
nomic burden is properly distributed.

standing to the discussion
of movements of vehicles
and street cars or even of
pedestrians.

Freedom of Movement
Is Limited

The "traffic problem" that
is constantly under discus-
sion or, to put it more accu-
rately, is continually men-
tioned in conversation and
print, is truly a problem
with tremendous bearing
upon the costs and comforts
of modern life. Each citi-
_____^_______^^ zen is confronted with defi-
nite evidence of the growing
intensity of use of streets
and highways. The freedom of his movements is limited,
whether in town or country, but perhaps few have
fully realized the specific reasons for this sudden sense
of the inability to go when and where one pleases,
quickly and conveniently.

The usual casual answer would be expressed as "too
many automobiles" or "too few roads." Both are
evidences of the basic reason, "we want to go somewhere
and we want to do it in our own automobile." Here is
a sudden burst of enthusiasm for automobile travel
which has developed within a very few years into a
great extravagance in our every-day life.

Of course, it is not the only extravagance that has
become an accepted necessity in the American standard
of living. Silk clothing, elaborate amusements, costly
homes and furnishings, extensive travel, and expensive
foods are all considered present-day commonplaces.

That such standards are possible is a remarkable
tribute to American methods. There seems every
reason to expect even a higher standard of luxury in
living for the people of this country, and no arbitrary
barriers should be put in the way of developing the best
educated and happiest people on the earth with the
maximum enjoyment of the best the world affords.

Yet, we must recognize that this enormous growth in
automobile use has taxed seriously the capacity of our
streets and highways, and must admit that the traffic
problem is a direct result of this sudden development of
luxury travel in individual vehicles. The improvement
of streets and highways should proceed as fast as the

Electric Railway Journal — Vol.73, No.15
630

people can afford to pay for them,
and yet it is quite obvious that there
will always remain a restraint on the
speed and convenience of automo-
bile operation in cities because of
the frequency of intersections with
other streets.

Impossible to Use All
Present Autos

present situation in

The density of population in
cities provides an ownership of
many automobiles per mile of street,
and particularly per mile of through
streets or main traffic arteries. The
accompanying table illustrates the
several large American cities.

If every fourth street is an important or heavily

NUMBER OF AUTOMOBILES— MILES OF

City Year Population

Chicago 1928 3,150,000

8t. Louis 1928 848,100

Detroit 1928 1,500,000

Baltimore 1928 800,000

Boston* 1928 799,200

Los Angeles 1928 1,400,000

* City of Boston only, t Approximate.

Airplane view of lower Manhattan

Within this small district in New York,
the massive, towering buildings constitute
the financial capital of the nation. Ten of
New York's largest banks have been con-
centrated in an area of a few square blocks.
These institutions represent resources of
$10,300,000,000 out of a total of $14,696,-
000,000 for all New York City banks. This
concentration is a natural economic trend
and indicates the tendency of similar lines
of business to group closely together.
According to announcement by one of these
banks that has recently completed a new
towering headquarters building in the finan-
cial district indicated, the faster tempo of
modern business demands quick clearance
of financial transactions and information,
which is facilitated by physical proximity.

STREET— POPULATION

Automobiles
Registered

Automobiles

Per Mile of

Paved Stieets

360,600
131,500
390,600
185,000+
98,028
361,000

135
157
283
256
166
270

traveled street (this is a higher pro-
portion than usually exists) then
there are in large cities about 800
automobiles available to operate per
mile of main routes of travel. If
all were out simultaneously there
would then be one automobile for
each 13 ft. of main route, counting
equal traffic in each direction.

The necessities of business re-
quire large numbers of commercial
vehicles and passenger automobiles
to travel about. The luxury of the
lives of many people, and the
leisure available to enjoy that lux-
ury, creates the habit of traveling by private automobile
until the combination of necessary and luxury travel fills
the streets beyond a comfortable degree.

Of course, all the world's larger cities have in all
ages had some degree of traffic difficulty. The lower
speeds of vehicles when horse drawn and the rougher
pavements of former periods contributed largely to the
congestion in the early days. The faster movement of
the vehicles of the present day permits an enormous in-
crease in the number of vehicles that can move along a
street in an hour. Yet, the problem of avoiding con-
gestion that has long been a recognized difficulty is be-
coming of growing importance.

Electric Railway Journal — June, 1929
631

Major L'Enfant planned in 1791 a remarkably com-
petent system of streets of ample width and with very
excellent routings for the city of Washington. It must
be evident that he knew from experience the difficulties
of city traffic. Napoleon ruthlessly opened great new
streets through the heart of Paris prior to 1814 to
facilitate communication between the different sections
of the city and the districts outside.

It was traffic congestion in addition to the slowness
of travel that inspired the building of steam-driven
elevated railways in New York which began operating
in 1871. At that time the average density of population
on Manhattan Island was 42,800 people per square mile.
Today the density is 102,000 persons per square mile.
People in 1870 did not have the habit of traveling about
as much as they do today, or the congestion from
wagons, carriages and horses would have been in-
tolerable, for there were few public conveyances and
these consisted only of the horse cars and horse-drawn
omnibuses.

TABLE I— DENSITY OF POPULATION IN FIVE PRINCIPAL CITIES

Population

City Per Square Mile

Manhattan— 1880 52,000

Manhattan— 1927 102,000

Paris 95,000

Berlin 70,000

London (Inner 1 17 square miles) 38,300

Chicago (average, 1 920) 14,805

Chicago (densest square mile) 58,874

Chicago (average central 5 I square miles) 27, 2 1 9

Average of all cities in the United States having populations

between 300,000 and 500,000 6,912

Average of all cities in the United States having populations

from 500,000 up 11,872

motorcycles, as compared with 414,685 in Chicago,
which has a population of about 3,150,000. So it is
easily apparent that size of city or density of population
do not create congestion, but that it is the American
desire to use automobiles and the financial ability to
realize the desire that creates the present-day degree of
traffic intensity. It is striking to note the wide di-
vergence in density of population in various cities, yet
all American cities, at least, have a threatened traffic
congestion in some sections.

More noteworthy is the comparison of the number of
passenger automobiles leaving the central business dis-

Chicago parked autos

In 1880 the rides per year per Literally thousands of Chicagoans park trict in each of several large cities

capita on surface cars and rapid their cars at Monroe Street in Grant Park for the hour of maximum travel as

transit lines in New York were 150, on Chicago's lake front. Acres of ground shown in Table IL

while with the different habits and f^ ~ to'astt.e eye'can'sel 'Tnthfback- Analysis is not available for each

standards of living the riding today ground of this great parking station is a city to show where these vehicles
on public carriers reaches 480 per portion of the rapidly mounting skyline of came from or what proportion is
capita per year. This is some indica- ^nTts' noTh" atg" L^'fronT tr ^ling through the central district
tion of the change in people s ways. rather than coming from the ga-

Today the citizens of New York use rages, street parking spaces or other

public facilities more than three times as much per storage areas in or near the business center,
capita as in 1880, despite the greatly improved private In Chicago the garage and storage space within or in

vehicles and the enormous use made of private the immediate neighborhood of the central business
automobiles. district will accommodate at one time 15,981 cars.

Density of population or even the size of the city

are not the only factors to be considered in judging the

degree of traffic congestion to be expected. It is true table ii— comparison of utilization of central district
that congestion seems most acute in the larger American various cities

cities, yet note the relatively low densities of population —Maximum Hour Outbound— ~

as shown in Table I. Area of ilSnTt

Central Total Service Total Private"

Automobile Ownership, Not Population Density, Clty * ear District Population vehicles Vehicles Auto

r.n^ nu rnM^cTrnv St. Louis. .. . 1925 0.99 831,800 2,722 12,253 20.1

CAUSE OF CONGESTION Detroit 1924 0.58 1,290,000 1,399 12876 24 2

„ . . ...... , , TT . , Baltimore... 1925 0.49 790,600 1,707 8,774 18! 1

European cities are not like the cities of the United Boston 1927 0.88 *i,i87,8oo 12,436

c . I , ,. , ... . Chicago 1926 0.58 3.048,000 2,562 15,742 9.5

States because the ownership of automobiles is not so Chicagot... 1928 o.ss 3,156,400 2.442 17,670 11.2
general in Europe. Berlin, with a population of

4,000,000, has but 60,000 automotive vehicles including Jan'"', 86 ™ adJaCent romn,UIlitie9 - t Street parking prohibited after

Electric Railway Journal — Vol.73, No. 15
632

Before the no-parking regulation was placed in effect,
Jan. 10, 1928, the curb parking spaces in this district
legally open to parking would serve only 1,157 vehicles
at one time.

However, checks in 1926 show a rather striking con-
dition as indicated by an accompanying chart. The
accumulated number of people within the business
district is shown by the higher curve, while the lower
curve is a record of that portion of the accumulated
people who come by automobile. The maximum

The most of the street traffic was an unnecessary
hindrance to the vehicles and pedestrians wanting to do
business in that district.

High Buildings Not Necessarily
Cause of Congestion

High buildings are not necessarily the cause of the
traffic problem. This can be demonstrated by analysis
of each city or by analyzing traffic in one city as com-
pared to that in another. In Chicago, for example, the

Drawing and
details of
imaginary future
skyscraper
prepared by a
French artist

A French artist's conception of the city
of the future. Mammoth towers served by
high-speed elevators are separated by dis-
tances ample to provide light, air and even
recreational facilities. Between these tow-
ers various classes of traffic are separated
on several grades. The artist, while fail-

ing to provide an explanation of the eco-
nomic plan on which this development of
cities could be accomplished, nevertheless
shows that limitation of building height is
not necessarily the only or the best way
of assuring adequate light, air and space
for recreation.

number who
were present

within the
district at any
time was
360,000, o f
which only 7 per cent came by automobile. For the
twelve-hour period the average percentage of those pres-
ent who came by automobile was but 6.5 per cent. Yet,
19.1 per cent of those counted crossing the boundary
line when entering the district were in automobiles. So
then the majority of those in automobiles entering the
district were only passing through to go somewhere else.

TABLE III— AUTOMOBILE STORAGE CAPACITY OF THE CENTRAL

DISTRICT, CHICAGO

(February 1928)

Garage* 7,281 Cars

Parking lot* 3,000 Cars

Grant Park (pay space) 3,200 Cars

Grant Park (free space) 500 Cars

Wacker Drive (both levels) 2,000 Care

Total

15,981 Cars

buildings in the financial center on La Salle Street are
principally twenty-story office buildings used very in-
tensively. Along State Street are grouped the large
department stores and many smaller shops, the buildings
averaging eleven stories in height. Yet, for the hour
of maximum sidewalk use the number of pedestrians on
La Salle is approximately half of that on State Street.
Similarly, the vehicular flow in the hour of maximum
density is only 57 per cent as great on La Salle as on
State Street. The hour of maximum pedestrian move-
ment is between 12 and 1 p.m., and in the evening rush
hour the pedestrian movement is usually about 60 per
cent of that at noon. The hour of maximum vehicular
movement is approximately between 5 and 6 p. m.

It should be pointed out, however, that comparing a
retail store having a ground area of 127,000 sq.ft., with
a total of thirteen floors above the street with two bank
and office buildings having a combined ground area of
1 10,800 sq.ft. and twenty floors above the street, we find
that for the hour of maximum sidewalk use the bank
and office buildings contribute proportionately 1.1 per
cent more pedestrians per 100,000 sq.ft. of ground area

Electric Railway Journal — June, 1929
633

than the store. Based on relative total floor area
available in the two classes of buildings the relative
number of pedestrians to and from the bank and office
buildings is only 79 per cent of that for the store. These
figures are for conditions of a typical day in May, 1928.
The store has 7,600 employees, and at the time when
the maximum number of people are in the store there
are 13,300 persons within the building. The office
buildings have a total listed number of tenants and
employees of 15,000, but the maximum number of
people in the buildings at one time is 10,200. Based on
floor area the bank and office space is used at 71 per

360

320

280

240

c
c

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z>
o

s:
H

.£200

-- 1

r *• To!

a/ f

>eop

L T

1
1

7300

aufomn

biles

1
1

' L

P> m

1926

•

-J

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--w.

7 8 9 10 11 12 1 2 3 4 5 6 7
A.M. Hours P.M.

Accumulated people in Chicago Loop district

Comparison of total persons within the central business district
of Chicago for half-hour periods throughout the business day.
with number carried by automobiles. Observations made on
typical business days in May, 1926, and May, 1928, indicate rela-
tive small economic importance of automobiles in the business life
of America's second largest city, though they are primary causes
of the congestion problem. Additional facts available indicate
that a considerable proportion of the automobiles which came
into the district were merely passing through and had no busi-
ness in the central area. With adequate by-pass routes available,
they could have been rerouted. The chart does not include people
walking into the district, which would still further reduce the
proportion transported by automobiles.

cent of the intensity of the store space, while based on
ground area the bank and office building area is used
88 per cent as intensively as the area occupied by the
store. Perhaps conditions would be relatively different
if comparing a store selling to a less well-to-do class of
patrons. It would be expected that such a store would
have more customers per unit of floor area as is indi-
cated from a comparison, described later.

Here we have the strange circumstance that the high
office buildings use the land less intensively, but provide
more pedestrians in the hour of maximum pedestrian
movement, and yet the sidewalks alongside have only
half the volume that occurs on the shopping street. The

answer probably is that State Street is a popular street
for wandering, for window shopping and for people to
use as a highway because they like to go where it is busy.

Class of Business More Important Than
Height of Building

The sidewalk on the west side of State Street between
Madison and Monroe has a greater number of pedes-
trians for the business day, and also for the maximum
hour, which is at noon, than is found on any other block
of sidewalk in the central district. Yet, the buildings on
this side of this block are largely Class C type and the
active floor space in the buildings is very low. The
average number of active floors for merchandising
along this block is only 2.4 as compared with an average
of eleven stories over twelve blocks adjacent on State
Street. One building with offices has an entrance on this
sidewalk and attracts 3.8 per cent of the persons enter-
ing buildings in this block. Yet the total of all persons
entering all buildings along this block of sidewalk was
89.9 per cent of the number entering on this sidewalk
from the ends of the block.

More interesting is the fact that 75 per cent of all
the persons entering all buildings in the block were
concentrated in two stores with a total floor area of
about 43,000 sq.ft., which sell merchandise ranging in
price from 5 cents to $1. In the same period the high-
grade department store building previously referred to,
having thirteen floors above the street and more than
2,000,000 sq.ft. of total floor area, had only 14, times as
many people entering. Of course, the money value of
the trade involved must be enormously different, yet
the pedestrian traffic to these two establishments was in
the ratio of 1 to 1^, which is in striking contrast to a
floor area ratio of approximately 1 to 50. From these
facts it seems obvious that hasty or offhand conclusions
as to the causes -of traffic congestion are extremely
dangerous. Generalizations on this important and com-
plicated problem may be very misleading.

In St. Louis the densest \ square mile of the central
business district has an average building height of 3.8
stories. In Chicago the 0.58 square mile of the central
business district averages 7.7 stories in height. The
number of automobiles passing outbound from the
larger area of St. Louis business district that covers 0.99
square mile is 12,253, in the heaviest evening rush hour,
while for the central district of Chicago the number is
only 15,742, although the latter city has 3.7 times the
population of the former. Analysis shows that under
present street arrangements the maximum capacity out-
bound in Chicago is 65 per cent greater than the number
now moving outbound in the rush hour, so that the
present conditions do not represent serious congestion.

Traffic Concentration Despite Building
Limitation

Boston has had a building height limitation of 155 ft.
for many years. The average building height for a
distance of 1,600 ft. on the busiest street, Washington,
is 6.6 stories compared with an average of 11.3 stories
for the same distance on State Street, Chicago. The
number of pedestrians passing the middle of the busiest
block in central Boston between 12 and 1 p.m. was
24,797 for a typical day of 1928. In the busiest block in
central Chicago the number of pedestrians was only
23,906 for the same hour, although the city of Chicago
has 2.6 times the population of the Boston metropolitan
district, consisting of the city proper and seven towns

Electric Railway Journal-
634

-Vol.73, No.15

Marshall Field Merchandising Mart

The Marshall Field Merchandising Mart to be erected in Chi-
cago, which will be by far the largest building in the world,
with a total floor area of 4,000,000 sq.ft., affords another strik-
ing example of the use of air rights for some of the mammoth
sructures planned for the Western metropolis. This building, in
which are to be housed wholesale mercantile and manufacturing
organizations, is one of several similar enterprises that reflect
the tendency of similar lines of business to group themselves in
close physical proximity. The merchandise mart will be erected
over a freight terminal in the district immediately north of the
Chicago River.

with many times the tributary population and all the
high buildings and great concentration, the highest
price on Fifth Avenue is $25,000 per front foot and on
Broadway near Wall Street it is $21,000. In Chicago
the most expensive frontage averages $20,000 per front
foot. All of these figures are for 100 ft. in depth and
eliminating corner influence.

It should be evident that the artificial limitation on
the height of buildings may not produce an economically
sound result in lowering the costs of doing business
within a city. Certainly the congestion problem is not
necessarily solved by such a regulation, as is noted from
study of Table II and of other figures quoted above.
It is obvious that when building heights are limited,
more travel becomes necessary between offices and places

immediately adjacent. The area of the central business
district in Boston is practically the same as in Chicago,
and the number of automobiles outbound in the
maximum rush hour is 12,436 in Boston and 15,742
in Chicago.

Height limitation may not even place a limitation on
land values, and of course if lower buildings occupy
expensive land the cost of the land has a greater in-
fluence on the costs of business than if larger buildings
having more occupants can utilize the expensive area.
In Boston the most expensive land averages $18,500 per
front foot, exclusive of corner influence. In New York,

Chicago to Have 75 Story Skyscraper

Chicago is planning a 75-story tower building that illustrates
the new note in the architecture of lofty structures providing
ample ground area to insure adequate light and air, even when
adjacent plots are developed with high buildings. This Crane
tower, named for the plumbing company that is planning this
monument to its business, is expected to cost $23,000,000. It is
to be erected on air rights over the newly electrified Illinois Cen-
tral Railroad at Randolph Street, and is expected to exceed in
height the famous Eiffel Tower of Paris. The artist has
sketched in an imaginary skyline of adjacent structures as they
may look in the near future. Michigan Avenue is at the left of
the illustration, in which the view is looking north from a posi-
tion in Grant Park on Chicago's lake front.

Electric Railway Journal— June, 1929
635

of business scattered over a greater area, thus actually
tending to increase the demand upon street and transit
facilities.

High Building Can Support Adequate Transit

Higher buildings, with increased floor areas available
for renting, can afford to support more intensive develop-
ment of the streets, which permits the segregation of
various classes of traffic so as to bring about much
better transportation and traffic conditions. For ex-
ample, Chicago can afford and is likely to build in the
streets of the central district, levels for three separate
classes of traffic. The present level will ultimately be
given over almost entirely to vehicles. Immediately
below will be a complete street width lined with shops
and show windows where the pedestrians will have no
interference from traffic nor from weather. The
pedestrians can walk directly across the street from
shop to shop or from building to building by the shortest
route. Immediately below there will be the subway
tubes at a minimum distance down, although there will
be one level for north and south lines and a lower level
for the east and west routes.

Such a system of development will make the present
street widths more than ample for whatever height of
buildings may ever be found to be economically
desirable. Of course, this statement takes into con-
sideration the greater volume of vehicular flow possible
when pedestrians are not a source of interference at in-
tersections and when the public carriers are operating on
a level by themselves. Then the excellent system of
transportation to be provided by the proposed rapid
transit lines and the proposed street car subways will
probably reduce the proportion of rubber-tired vehicles
operating in this central district to a smaller percentage
even than exists at present.

Cost Only 2 Per Cent of Present Value

Can such a system be justified from the viewpoint of
economics ? Let us consider this in the light of present
values in the principal shopping section on State Street,
which is eight blocks long. Assume that this section
is a mile in length, for purposes of easy comparison.
The proposed subway development would cost at the
rate of nearly $12,000,000 per mile in the central business
district. Land on State Street, where the first unit would
be built, has an average present value of at least $20,000
per front foot for a half block of depth, and if the
benefits were considered to reach only one block or 400
ft. on each side of the subway the land so closely
adjacent to a mile of such street would be worth at least
$308,000,000. The value of the buildings at present on
the land is at the rate of $250,000,000 per mile. What
would it be worth to this $558,000,000 worth of
property to improve its accessibility to the extent that
would be effected by the several streets and subway
levels proposed? What would it be worth to the city
as a whole? The cost of the subway and sub-street
would be only 2 per cent of the value of the property
within 400 ft. of it, and this takes no account whatever
of the proportion of the cost which should be assessed
against the community as a whole as a general property
benefit.

If it were possible to produce the same degree of
accessibility by widening of surface streets alone the land
value taken for streets would be at least $475,000,000,
and this land would be withdrawn from use for
buildings. The reduction in taxable value would then

be at least $900,000,000. In addition to this serious
reduction in taxable value, there would be no adequate
method of avoiding serious interference at intersections.
It is quite probable that such wide streets would even
increase the hazards of traffic movement while offering
at best a very poor remedy for one of the primary causes
of congestion ; namely, interference of various classes of
traffic. No system of surface streets can equal the effec-
tiveness in moving traffic that is obtainable by separating
traffic on several levels without intersectional interfer-
ence. No reduction in usable land is necessary for such
development, and intensive use of land can be attained
with a desirable standard of convenience and accessibility
by the use of subways, sub-streets, and separation of
intersecting lines of travel.

The Problem Is Complicated But Not Hopeless

Automobiles operating as they must on the surface of
the streets provide a great convenience, but introduce a
serious problem when their use is not regulated. Cities
cannot hope to create sufficient street capacity so as to
permit each owner to use his automobile for all his
movements. The principal streets in cities of all sizes
are already more crowded than is comfortable with only
a small percentage of the people using automobiles.
The limitation on the development of such streets is not
only that of prohibitive cost for the community, but
also the reduction in land area remaining for buildings
in the central district and along major thoroughfares.
In fact, the artist's dream of a central district entirely-
given over to streets would be the result, and then, of
course, the city itself would be destroyed.

So we come inevitably to the conclusion that the
traffic problem, and the broader problem of outlining a
sound policy of city planning and development that
shall provide adequate facilities for convenient movement
of people and commodities, are neither simple nor yet
hopeless. There are many influences, many seemingly
opposite points of view, much mis-information and much
misdirected effort. Yet the traffic problem will not
cause fundamental upsets in the scheme of city growth
and development. It will cause changes that are im-
portant and developments that are costly, but such is the
history of all our thousands of years of growth into the
present state of civilization and comfort. New methods
or processes, new equipment, new standards, new pro-
ducing efficiency have all been operating to create
changes and cause adjustments that are sometimes very
difficult. But through it all the general good has been
steadily promoted.

Modern traffic conditions present a situation to be
remedied, a problem to be solved in the interests of the
public. If we do not fall into the folly of thinking
that it is a disease to be cured by some panacea we may
make orderly progress through careful investigation and
cumulative adjustments. Systematic relief measures may
be undertaken as conditions warrant them, so that a
reasonably adequate system of communication may be
maintained everywhere. It is a growing, changing
problem on individual streets and in individual cities :
but the basic principles and practices involved apply
universally with proper adjustment to special conditions.
Better understanding of these principles and practices
will be developed and present mistakes in thinking will
be corrected as experience increases. At the present
time, however, engineering knowledge of the subject is
far in advance of the practices in general use.

Electric Railway Journal — Vol.73, No.15
636

Sample Cars for Louisville

Designed to Win Public

Three new cars secured as preliminary step in extensive
equipment improvement program. Manufacturers given
free hand in effort to stimulate off-peak riding, to
effect operating economies and to cultivate good will

PROMPTED by the merchandising philosophy that
if modern, comfortable and pleasant equipment is
operated during the off-peak hours, additional rid-
ing will be encouraged and economies effected, the Louis-
ville Railway has secured three experimental cars,
anticipatory of an extensive car improvement and re-
placement program. In addition to stimulating riding
during the base hours and reducing operating expenses,
the railway hopes to cultivate public good will by offer-
ing the maximum of service compatible with its earnings.
The three cars were furnished by the St. Louis Car
Company, the G. C. Kuhlman plant of the J. G. Brill
Company and the Cincinnati Car Corporation. One of
the railway's regular cars will be rehabilitated and
mounted on new Timken-Detroit model 52-A trucks with
high-speed motors, making four experimental cars in all.
The three manufacturers were requested to build that
type of car which, in their estimation, would best provide
, modern street railway service in Louisville. The cars
were to be of light construction, to be mounted on 26-in.
wheels, to have comfortable seats and to be built for
one-man, two-man operation. In placing the orders the
railway made a particular point of giving the manu-
facturers as free a hand as possible — unhampered by
detailed specifications — in the development of designs
best suited to the requirements of modern transportation
conditions.

The orders were placed during the latter part of
February and the deliveries were made on April 1 and
April 13 for the St. Louis and Brill cars, respectively.
The Cincinnati car has not been delivered at this writing,
but is expected daily. All three cars are of the builders'
latest designs and represent their conceptions of a ve-
hicle having the greatest merchandising attractiveness.
It is the purpose of the Louisville Railway, as soon as
it is financially able, to purchase approximately 90 new
cars, and to base the specifications for these on the best
points of the four experimental cars.

At the present time the railway is in the midst of a
fare adjustment, the preparatory work of which has
covered a period of eight or nine years. In 1920 this
company was seriously handicapped by the limitation of
a 5-cent fare. Under the protection of the court, how-
ever, a straight 7-cent fare was instituted. In the litiga-
tion arising from the company's injunction proceedings,
the city offered a compromise in the form of a barometer
fund operation based on a predetermined return on the
outstanding securities of the company. While not agree-
ing to the economic soundness of this plan, the railway

accepted it as a measure of expediency and operated
under it for a period of three years. At the end of this
time both parties were dissatisfied with the difficulties of
administration, and the city adopted a new ordinance
requiring that a valuation be made and that a fare be
fixed subsequently which would yield a reasonable re-
turn on the fair value of property used and useful in
the public service. An evaluation was made by the
Beeler Organization and the present negotiations with
the city are the final phase of the interpretation and
enforcement of the terms of this ordinance. Negotia-
tions were proceeding more slowly than the railway had
hoped, so it was decided to anticipate a new car program
by the immediate purchase and demonstration in service
of a few modern equipments.

New Cars Effectively Introduced

When the first car, the St. Louis unit, was delivered,
it was placed on exhibition for a day. Then it was tested
in service for two days, and placed in regular operation
on Sunday, April 7. On Monday morning, between
8 and 9 o'clock, the company instituted a "lucky hour,"
carrying all passengers free. Those who boarded the
car were asked to give their comments on the effective-
ness, comfort and general desirability of the new type of
vehicle. As the patrons stepped aboard they were greeted
cheerily by the conductor and inspector, who informed
the customers, all ready to pay: "Friend, this is your
lucky day! This ride is free with the compliments of
the company. Look the car over and let us know any
suggestions you have for improving it for your con-
venience." The company received a large and pleasant
response, justifying almost immediately the belief that
the new type of car would reawaken public interest in
street car transportation.

The new car was rotated on the various lines in the
city, keeping it on each line for three or four days and
getting as completely as possible the reaction of the
public to it. The same procedure was followed on the
second car when delivered, and will be followed when
the other two cars are ready for service. By this means
the railway hopes to learn from the public which features
in all four cars it most desires.

While demonstrating the new vehicles, the railway let
it be known that as soon as its financial house is in order,
arrangements will be made to equip all-day schedule
service with new cars. Another important factor made
known was that the fare adjustment would be needed
either before, or concurrently with, arrangements for

Elfxtric Railway Journal — June, 1929
637

•J2 spaces @ 2-6 ~-
-31 '■f" over body —
— 46'-7"over bumper-

Views and drawings of the sample car furnished the Louisville
Railway by the St. Louis Car Company

refunding the first mortgage bond issue, which matures
in the summer of 1930, to insure proper financial adjust-
ment. Fundamentally, the railway believes that if all the
equipment used during the base hours is strictly modern,
and a large proportion of the cars used in the rush-hour
service are new, it can build up its off-peak riding and
reduce its operating costs sufficiently to carry the cost of
the equipment, so that no increment of increased fare
would be required for the modernization of all-day
service.

Appearance Stressed in St. Louis Design

The car furnished by the St. Louis Car Company is a
single-end, double-truck car with a seating capacity of
51 and is mounted on the company's standard E.I.B.
trucks. In the design, particular attention was given to

otal weight 36,000 lb.

.ength over all 46 ft. 7 in.

Width over sheets 8 ft. 6 in.

Air brakes Safety Car Devices

Compressor General Electric C.P. 27

Control General Electric, K-75, low level

Door mechanism National Pneumatic, with treadle

Energy saving device Economy meter

Gongs St. Louis Car, with Crewson ringer

Heaters Consolidated

Headlight Crouse-Hinds, type T.W.C.F.

Headlining • Agasote

Interior illumination . . . Safety Car Heating & Light Co.,

center dome fixtures

Motors Four G. E. 35-hp , No. 265

.Seats St. Louis Car

Signal system Faraday buzzer

SUn and exit lights Oskelite

Trolley base Ohio Brass, form B

Trolley catcher Ohio Brass No, 13141

Trucks St. Louis Car, E.I.B.-64

Ventilators Nichols-Lintern

the appearance and a stream line, racy
effect was obtained. An insulated skirt
was placed around the car below the
body, stream lined with the steps to
eliminate the breaks and angles encoun-
tered in the older designs, to obscure,
as far as possible, the equipment under-
neath, and to deaden the running noise.
The painting scheme is a combination
of blue for the body and skirts, ivory
for the center work and letterboard,
tan for the roof and black striping on
belt rail and letterboard. The car front has a

the skirts

wide, sloping window and an automotive type bumper.

The interior finish of the car is natural ash with light
straw ceiling. The seats, furnished by the car company,
are of the deep overstuffed type with spring cushions
and backs, and are upholstered in genuine leather with
Hyoline grain. There are nineteen cross seats, six single
seats, and seats in the rear to accommodate seven.

The car is designed for single-end operation and all
apparatus at the front end is inclosed in a special con-
trol cabinet. The flooring throughout is of blue and
white rubber tiling. The platform and body floors are
continuous, a 2-in. ramp extending from the bolster
centers to the body corner posts. A second 2-in. ramp
extends across the platform transversely, making the
step height 14 in. for both front and rear. Folding

Electric Railway Journal — Vol.73, No. 15
638

steps are used at both doors, and an automatic treadle
controls the rear exit door. The operation of the front
door is selective through a valve attached to the M-28
brake valve. A secondary valve gives the motorman fur-
ther control over the rear exit door.

The car is 46 ft. 7 in. overall, 31 ft. 4 in. over body
corner posts, 8 ft. 6 in. wide over side sheets, 9 ft. 9\
in. from rail to top of roof and 6 ft. 10 in. from floor
to ceiling. It weighs 36,000 lb., completely equipped.

Two vestibule cab heaters are installed at the front
end and 26 cross-seat heaters are distributed under the
body and rear vestibule seats. Five
double-lamp center-dome fixtures are
located in the center of the body, with
smaller dome fixtures in the vestibule.
An illuminated "exit at fear" sign is
carried in the interior on the header
at the front and a stop light is mounted
in the center of the rear dash. The
trolley bases are a new light type,
mounted on rubber seats.

St. Louis Car Company type
E.I. B. -64 trucks with cast-steel equal-
izers having a special feature in the
mounting of the detachable journal
boxes are used. This feature accom-
modates both a plain friction journal
bearing or an anti- friction bearing.
The side frames are of cast steel with
gussets and brackets for transoms,

brake and bolster suspensions cast integral. The transoms
are rolled-steel bulb beams. There are only four joints in
the entire truck frame. All wearing surfaces are fitted
with renewable heat-treated high-carbon steel wear-plates
and bushings. The truck is equipped with a fully gradu-
ated system of springs, consisting of a combination of
full elliptic and helical springs, which afford an easy
riding truck under all loads. Brake gearing is inside
hung and fitted with anti-rattle devices.

Four General Electric 35-hp. No. 265 motors, inside
hung, are installed. The control is General Electric

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K — — 43'-i" over bumpers

SPECIFICATIONS OF BRILL SAMPLE CAR

Total weight 34,000 lb.

Length over all 43 ft. 3 in.

Width over all 8 ft. 4 in.

Air brakes v Westinghouse Air Brake

Car signal system Faraday

Compressors Westinghouse Air Brake

Control General Electric K-75

Destination signs Hunter

Door mechanism National Pneumatic

Energy saving device Economy meter

Governor Westinghouse, R-4

Heaters Railway Utility

Headlight Crouse-Hinds, Smith lens

Motors Four G. E. 35 hp.. No. 265

Seats Brill, type 301

Signals .Westinghouse air horn, Crewson gong ringer

Trolley catchers Ohio Brass

Trolley base U. S. No. 20

Trucks Brill 177E, Timken bearings

Ventilators Brill

Details of the car built in the G. C. Kuhlman plant of the J. G. Brill Company are shown in this group of illustrations

Electric Railway Journal — June, 1929
639

K-75, low level. The car also is equipped with silent
gears, in which a hollow web is filled with noise absorb-
ing material.

Brill Car One of Standard Units

The car built in the G. C. Kuhlman Car Company
plant of the J. G. Brill Company is a single-end, double-
truck car, with a total seating capacity of fifty. It is
designed in accordance with the company's new stand-
ardized line of cars, described in the January 26 issue of
Electric Railway Journal, and is the first car of
this type built with these specifications. The principal
features of the car are its distinctive architecture with

Floor plan and side elevation of the car furnished by the
Cincinnati Car Corporation

The trucks under the Cincinnati car are the company s standard
type with aluminum diamond frames, gusset plates and transom
angles

curved sides below the belt rail, the sloping windshield
type of vestibule in two parts, the wide single metal side
sash, the well-type stationary step and the all-steel
interior finish, painted brown to harmonize with the
leather-upholstered seats.

The length of the car over bumpers is 43 ft. 3 in.,
the length over body corner posts 29 ft. 10 in., the truck
wheel base 5 ft. 4 in., the truck centers 19 ft. 10 in.,
the width over posts at belt rail 8 ft. 4 in., the width
overall 8 ft. 5^ in. and the height from rail over trolley
boards 10 ft. 5$ in. The height of the first step is 15 in.
and that of the second 14 in. The total weight is approxi-
mately 34,000 lb.

Wide side windows and the brown color scheme, har-
monizing with the seats, give the interior a pleasing
appearance. The car has eighteen cross seats, seven
single seats and a circle of seats in the rear accommodat-
ing seven, giving a total seating capacity of fifty. The
cross seats are all of the semi-bucket, deep-cushioned
type, upholstered in deep buff, genuine leather.

Full vision is afforded the rider by the eight large win-
dows on each side of the car body proper. In addition
to these windows there are two single stationary sash,
slightly inclined, located in each vestibule end, four
smaller stationary windows in the vestibule corners, two
windows on the left side of each vestibule and one on
the right side of the rear vestibule.

Equipped with 26-in. diameter wheels, the car floor
is only 2 ft. 8 in. above the rail. Access to the car is
afforded by two steps, one IS in. above the rail and the
other 14 in. to the platform floor. A 3-in. ramp extends
to a point between the end sills and the body bolster. A
stationary well step is provided at each of the two door-
ways. The folding doors are hung
on ball bearings with metal shafts
and are joined by ball-bearing hinges.
Brill No. 177-E-l-X four-wheel
pivotal type trucks with a 5-ft. 4-in.
wheel base are used. Journals are
Timken anti-friction bearing type.
The truck has swinging bolsters with
guides to control their movement and
a graduated spring system of com-
bination coil and plate springs. The
motor equipment consists of four
35-hp. General Electric motors, type
265. They are axle mounted and
have single reduction drive.

Cincinnati Car of Aluminum

The car being furnished the
Louisville Railway by the Cincinnati
Car Corporation is a single-end, double-truck car, with a
seating capacity of 53. The trucks, as well as the
car body, are all aluminum, giving a light weight for the
unit. The car also varies from the other two in another
important feature; the exit door is located to the rear
of center, instead of at the rear. Both the front and side
doors are of the double folding type.

The car has a total length of 41 ft. 2£ in. and meas-
ures 32 ft. llf in. over the body corner posts. The
width at the belt rail is 8 ft. 2£ in., and the height is
9 ft. 11-}$ in. The trucks have a wheel base of 5 ft.
4 in., and the truck centers are 22 ft. 9| in.

The front of the car with its tw-o-piece window . sun
visor, two headlights and automotive type bumper has
an attractive appearance. The rear of the car also is
fitted with two large windows, with a side window on
each side of the rear vestibule. A similar side window is
located at the left of the operator's seat in the front
vestibule. On the left, or devil strip side of the car. are
twelve windows, while on the right side there are eleven,
the twelfth space being used for the treadle-operated
side door.

The seats, which are of the semi-bucket type, are up-
holstered in brown, genuine Spanish grain leather. The
car has twenty-two double cross seats, a single seat near
the front and a long seat in the rear. The motorman's
seat is of the adjustable type and is upholstered in the
same leather as the other seats. Ample ventilation is
afforded by ten ventilators in the roof and four louvers,
two on the front and two on the rear of the car. The
car heaters are of the panel type.

Trucks for the car are the standard Cincinnati type
with aluminum diamond frames, gusset plates and
transom angles. Wheel bearings are of the roller type.
The motors, which are inside hung, were supplied by
the General Electric Company and are the No. 265 type

Electric Railway Journal — Vol.73, No.15
640

Annual Reports of

80 Electric Railways

Financial results for nearly three-
quarters of the industry show con-
tinued progress, with gross revenues
equal to those of the previous year.
Operating ratios are lower on many
properties. Operating net is up more
than $1,000,000 for the year
1928 over 1927

FINANCIAL reports covering operations for the
calendar year 1928 have been made public by many
of the electric railway systems. While these reports
differ somewhat in form, being prepared in some in-
stances for security holders, in others for the state utility
commissions, and in still others for the city authorities,
they are fairly comparable. Together they give a picture
of the results obtained by the industry during the past
year. In general, also, they make comparisons with the
year 1927. Where comparisons are not included in the
pamphlet reports they nearly always are available in the
published reports of the preceding year.

In the past it has been the practice of this paper to
publish such reports from time to time, as they appear,

Reviewed

treating each one individually. This year it has been
considered of greater value to the reader to group as
many ef them as possible, so as to permit comparisons,
not only of one year with the previous one for an indi-
vidual property, but of properties one with another.

In all, information has been collected covering 80
properties. While not every item in the standard form is
given in every instance, the relatively few omissions do
not reduce to any great extent the value of the informa-
tion. A considerable number of other railways do not
publish separate reports, and their operating results are
included only in the reports of larger utilities or holding
companies of which they are subsidiaries. It is not pos-
sible to include reports of this type, because of the meager
information available relative to the railway system.
Companies usually do not separate railway expenses and
taxes, and even when the gross income after taxes is
given, its distribution seldom is shown separately.

The 80 properties included in the survey, however,
have prepared reports that are sufficiently complete to

TABLE I— RANGE OF OPERATING RATIOS IN 1928, ARRANGED
ACCORDING TO SIZE OF PROPERTIES

Less Than
$1,000,000
Total number of companies 1 8

Range of operating ratios
in per cent:

Above 100 2

90-100 4

80-90 7

70-80 3

Below 70 2

Figures not available ...

-Annual Gross Revenue-

J 1, 000,000 to
$10,000,000

More Than
$10,000,000

3
II

4
3

Grand

Total

3
5
16
32
II
II

TABLE II— SIGNIFICANT CHANGES IN OPERATION, CLASSIFIED
ACCORDING TO SIZE OF PROPERTIES, 1927-1928

Annual Gross Revenue *

Less Than $1,000,000 to More Than
$1,000,000 $10,000,000 $10,000,000
Total number of companies. ..18 41 21

Gross revenue:

Increased in 1928 5

Decreased in 1928 12

Figures not available I

Operating expenses :

Increased in 1 928 2

Decreased in 1928 15

Figures not available ...... I

Net revenue:

Increased in 1928 10 15 6

Decreased in 1928 7 18 12

Figures not available I 8 3

8
33

10
23

9
9
3

Grand

Total

21
47
12

31
37
12

TABLE III— DIVIDENDS PAID IN 1928 BY COMPANIES INCLUDED
IN SURVEY

Class of Rate,
Name of Company Stock Per Cent Amount

Denver Tramway Pfd. 3 $313,236

Capital Traction Company, Washington, D. C. Common 7 840,000

Washington Railway A Electric Company Pfd. . . . 425,000

Common . . . 455,000

Chicago Rapid Transit Company 489,484

Chicago, North Shore & Milwaukee Railroarl . . Pfd. N. C. 6 373,422

Prior lien 7 490,000

Gary Railways Pfd. A & B ... 67,514

Common ... 14,533

Louisville Railway Pfd. 5 175,000

Common 2 166,472

Androscoggin & Kennebec Riilway Pfd. ... 88, 1 10

Boston Elevated Railway Common ... 3, 1 45,726

Holyoke Street Railway 26,840

Union Street Railway, New Bedford 3 73, 125

Springfield Street Railway, Springfield, Mass 186, 188

Grand Rapids Railroad Pfd. 7 10,276

Duluth Street Railway Pfd. 7 35,000

Duluth-Superior Traction Company Pfd. 4 60,000

Twin City Rapid Transit Company, Minne-
apolis, Minn Pfd. 7 210,000

Common 2 440,000

Brooklyn City Railroad Common I 160,000

Brooklyn-Manhattan Transit Corporation ... . Pfd. 6 1,496,808

Common 4 3,079,644

Hudson & Manhattan Railroad I 999,888

Cincinnati Street Railway Common 5| 1,227,700

Cleveland Railway Common 6 1,972,986

Community Traction Company, Toledo, Ohio. Pfd. ... 87,955

Philadelphia Rapid Transit Company Pfd. 7 2,100,000

Common 8 2,305,182

Montreal Tramways 10 550,000

Honolulu Rapid Transit Company 7 1 75,000

Total for 24 companies $22,240,089

Electric Railway Journal — June, 1929
641

Table IV — Condensed Financial Reports of Electric Railway Properties, 1927-1928

Fort Smith

Traction Co.

Fort Smith, Ark.

Fresno Traction Co.
Fresno, Cal.

Los Angeles By.
Los Angeles, Cal.

Pacific Electric Rj .
Los Angeles, Cal.

San Fran'co, Napa &

Calistoga K; .

Napa, Cal.

1928

1927

1928

1927

1928

1927

1928

1927

1928

1927

Railway operating revenue ....
Railway operating expenses.. . .

$180,310
158,683

$206,230
198,557

$311,897
300,561

$324,071
313,268

$13,175,162
11,002,575

$13,287,601
11,062,013

$18,310,987
15,876,041

$19,614,541
16,351,454

$215,481
157,789

$221,320
161,291

Net revenue, railway oper. .

$21,627

$7,673

$11,335

$11,802

$2,172,587

$2,225,588

$2,434,946

$3,263,086

$57,691

$60,028

19,053

$7,718

19,729

$8,927
10,214

$1,287
51,196

833,675

$1,338,912
180,949

$1,157,963

814,347

$1,411,240
206,136

$1,205,104

1,138,742

$1,296,204
384,523

$1,680,727
2,913,780

$1,133,053
86.7

1,113,665

$2,149,421
243,797

$2,393,218
3,990,021

$596,703
83.4

12,098

$45,592
13,153

$32,449

12,782

$47,245

9.16S

$38,080

$49,909
96.4

83.5

83.2

88.0

96.3

96.4

73.2

72.9

Railway operating revenue. . .
Railway operating expenses...

Key System

Transit Co.

Oakland, Cal.

1928 1927

$7,227,958 $7,452,821
5,647,612 5,852,550

Petaluma & Santa

Rosa R.R.

Petaluma, Cal.

1928 1927

$624,037 $594,199

462,440 446,033

San Diego Electric Ry.
San Diego, Cal.

1928 1927

$1,659,767 $1,676,501
1,384,800 1,381,324

California St.

Cable R.R.

San Francisco, Cal.

1928 1927

$514,109 $521,905

442,734 539,594

Market Street Ry.
San Francisco, Cal.

1928 1927

$9,754,460 $9,819,570

7,746,612 7,640,858

Net revenue, railway oper.

$1,580,346

464,684

$1,115,661
123,403

$1,600,271

$161,596

38,313

$123,283
15,261

$138,544

$148,165

32,746

$115,418
10,596

$126,014

$274,967

120,086

$154,880
96,944

$251,824

$295,176

124.387

$170,789
92,266

$263,055

$71,375
33.431

$17,689
40,283

$2,007,848

$2,178,712

432,335

$1,167,936
146,453

$1,314,389

607,000

$1,400,848
25,924

$1,426,772
1,296,994

$129,778
79.4

Fort t

Munlrl
Fort Colli

1928

$19,106
30,388

$11,281

605,000

$37,943

$57,97)1

$1,573,712

40,881

$1,239,065

$1,614,593

Deductions from gross income.

1,356,435

$808,385 $579,017
78.2 78.6

San Francisco-
Sacramento R.R.
San Francisco, Cal.

1928 1927
$844,090 $908,936
887,184 919,666

$43,094 $10,719

74.1 75.1

San Jose Railroads
San Jose, Cal.

1928 1927
$359,326 $366,881
295,035 306,613

$64,290 $60,267

24.231 24,943

$40,058 35,324
1,912 1,461

$41,970 $36,785

83.4 82.4

Santa Barbara &

Suburban Ry.

Santa Barbara, Cal.

1928 1927
$132,937 $124,658
124,476 123,949

$8,461 $709

$258,158

86.1 103.1

Denver Tramway
Denver, Colo.

1928 1927

$4,310,040 $4,390,016

2.852,496 2,940,084

$1,457,544 $1,449,932

77.9

olllns
palRy.
ns, Colo.

1927

47,543
#90,6*7

45,309
$56,039

$8,339
$122

8,332

506,504

$951,040
39,077

$990,118
$529,158

523,460

$926,472
41,413

$967,885
$485,720

$482,165
67.0

■ villi-
n Co.
Ue, Fla.

1927
$1,378,181
1,228,6881

$149,493

$7,623

82.1 83.5

Capital Traction Co.
Washington, D. C.

1928 1927

$4,344,148 $4,479,099

3,054,981 3,099,574

$1,289,167 $1,379,525

346,965 370,789

$942,202 $1,009,236
31,924 43,033

$974,126 $1,052,269
353,720 344,814

$620,406 $707,454
70.3 69.1

93.6 99.5

Washington Ry. &

Elec. Co.
Washington, D. C.

1928 1927
$5,783,826 $5,865,430
4,731,0421 4,846,6131

$1,052,784 $1,018,817
1,431,367 1,300,683

$460,960
66.1

Jacksoi
Tractlo

111 k W

1928
$1,199,516
1,077,9251

$121,591

105.1 101.2

Connecticut Co.
New Haven, Conn.

1928 1927

$13,734,222 $14,185,034

10,759,127 11,563,166

$2,975,095 $2,621,868

725,357 698,934

$2,249,738 $1,922,939
154,641 56,984

$2,404,380 $1,979,918
1,373,431 1,451,901

$1,030,948 $528,017
78.4 81.5

158.9

Chicago, i
Elgin
Auror

1928

$2,802,845

2,447,298

$355,546

6,397
121,294

$227,853

249,265

$477,119
439,072

$38,047
87.3

Railway operating revenue ....
Railway operating expenses... .

luirora &
R.R.

a, III.
1927
$2,813,486
12,560,753

6,4372
$115,154

8,765*
$140,728

$2,484,151

$2,319,594

$252,733
170,521

$2,484,151
750,196

$1,733,967

$2,319,594
746,429

$1,573,065

$115,154
164,018

$48,864

$140,728
173,090

$423,254
380,505

Deductions from gross income. .

$32,362

$42,749

Railway operating revenue . . .
Railway operating expenses...

Net revenue, railway oper.
Net revenue, auxiliary oper. . .
Taxes

Chicago Rapid
Transit Co.
Chicago, 111.

1928 1927

$19,995,276 $20,011,911

14,238,630 14,189,150

$5,756,646 $5,822,760
$i,843,ii2 '$i,767,948

Operating income... .
Non-operating income..

$3,913,534 $4,054,812
268,974 332,840

Gross income

Deductions from gross income. .

Net income

Operating ratio per cent.

$4,182,508 $4,387,652
3,540,194 3,571,556

$642,313 $816,096

71.2 71.0

Chicago Surface Lines 3

Chicago, III.

1928 1927 3

$62,391,622 $61,624,752

45,401,067 45,331,496

$16,990,555 $16,293,256
'$3,560,666 "$2,900,666

$13,430,555 $13,393,256

2,805,722* S,050,264 i

$10,624,833 $10,342,992
6,985,843 6,908,131

$3,638,990 $3,434,861
72.7 73.5

East St. Louis &

Suburban Co.«

East St. Louis, 111.

1928 1927

$4,358,457 $4,397,045

2,977,474 3,093,267

$1,380,983 $1,303,778
'"$334,100 "$287,956

$1,046,883 $1,015,872
181,871 238,710

$1,228,754 $1,254,538
1,000,006 920,002

$228,747 $334,536

68.3 70.4

Chicago North Shore

& Milwaukee R.R.

Highwood, III.

1928 1927

$7,967,186 $7,829,591

5,928,424 5,740,867

Union Traction Co.

of Indiana

Anderson, Ind.

1928 1297

$2,805,320 $2,951,206

2,504,517 2,708,360

$2,038,761
59,601

$2,088,724

68,477

$420,084

$300,803

$242,846

$395,596

$102,694

$98,000

$1,702,767
426,467

$1,737,116
57,287

$198,108
24,066

$144,846
24,593

$2,129,234
1,347,513

$1,794,404
1,298,360

$496,044
73.3

$222,175

$169,439

$781,721

74.4

89.3

91.8

Italic figures indicate deficit or entries opposite the general
account.

includes taxes.

'City of South Jacksonville proportion.

"Combined statements of Chicago Railways and South Side Lines
for distribution of income ; years ended Jan. 31.

'Includes city's 55 per cent of divisible net receipts, $2,556,245.
'Includes city's 55 per cent of divisible net receipts, $2,100,224.
"Includes subsidiary companies.

Electric Railway' Journal — Vol.73, No.15
642

Table IV (Continued) — Condensed Financial Reports of Electric Railway Properties, 1927-1928

Indiana Gary
Railways
Gary, liul.

Railway operating revenue . .
Railway operating expense;...

Net revenue, railway oper.
Net revenue, auxiliary oper. . .
Taxes

Operating income... .
Non-operating income..

1928
$1,240,522
970,534

1927

$1,275,769

1,010,563

$269,988 $265,206

63, 113 7

84,206'

Gross income

Deductions from gross income. .

Net income

Operating ratio, per cent.

$206,875
2,416

$209,291
118,609

$90,682
78.2

$181,000

$181,000
84,282

$96,718
79.2

Portland Railroad
Portland, Me.

1928 1927

Railway operating revenue $1,272,900 $1,296,429

Railway operating expenses 1,047,11s 1 1,035,013

Net revenue, railway oper $26 1 , 4 1 1

Net revenue, auxiliary oper

Taxes 85,716

Operating income $225,783 $ 1 75,695

Non-operating income

Gross income $225,783 $175,695

Deductions from gross income. . 347,548 347,548

Net income $111,765 $171,853

Operating ratio, per cent 80.

Eastern Massachusetts

St. K> .

Boston, Mass.

1928 1927

Railway operating revenue $9,005,759 $9,343,196

Railway operating expenses... . 6,714,404 7,272,782

Net revenue railway oper. . $2,291,355 $2,060,414

Net revenue, auxiliary oper

Taxea 364.759 358,894

Operating income $1,926,596 $1,601,520

Non-operating income.. 242,36 1 282,238

Gross income $2,168,956 $1,993,758

Deductions from gross income. . 1,176,167 1,221,698

Net Income $992,789 $772,060

Operating ratio, per cent 74.6 77.9

Indianapolis

Street Ry.

Indianapolis, Ind.

1928 1927

$5,213,776 $5,414,671

3,857,221 4,177,977

Terre Haute, Ind'p'Ps &
Eastern Trac. Co.
Indianapolis, Ind.

1928 1927

$5,122,184 $5,674,386

4,I19,9I7 1 4,629,231'

$1,356,555 $1,236,694
289,303 295,924

$1,067,252 $940,770 $1,002,267 $1,045,155

$1,067,252
663,839

$403,413
74.0

$940,770
639,914

$300,856
77.2

Androscoggin &
Kennebec Ry.
Lewlston, Me.

1928 1927

$822,922
680,943

$141,979

'29,356

$921,941
744,580

$177,361

37,684

$112,623 $139,677

$112,623
68,561

$44,062
82.7

$139,677
68,832

$70,845
80.7

Holyoke Street Ry.
Holyoke, Mass.
1928 1927

$759,104 $820,730
652,234 736,001

$106,870
14,134

$84,729
"17,853

$92,736
24,120

$6h,H7(,
10,863

$116,856
83.313

$33,543
85.9

$77,739
82,833

$5,091
89.7

$1,002,267
1,128,518

$m,tsi

$1,045,155
1,125,651

$80,1,96

United Railways &

Electric Co.

Baltimore, Md.

1928 1927

$16,273,806 $16,189,741

10,873,921 10,624,326

$5,399,884
"i, 578, 782

$5,565,415
"j, 593, 143

$3,821,102
150,823

$3,971,926
3,413,532

$558,394
66.8

$3,972,271
159,230

$4,131,502
3,449,315

$682,187
65.6

I uimi Street Railway
New Bedford, Mass.

1928 1927

$1,286,624 $1,493,337
1,165,964 1,255,327

$120,660
"58,713

$238,010
74,689

$61,947
1,251

$63,198
12,465

$50,733
90.6

$163,321
1,370

$164,691
14,252

$150,438
84.1

$1,551,632

85,977

461,000

$431,493
67.8

Waterloo, Cedar Falls

& Northern Ry. Louisville Railway

Waterloo, Iowa Louisville, k j .

1928 1927 1928 1927

$1,123,437 $980,910 $4,749,361 $4,812,195

882,682 834,009 3,334,341 3,260,563

$240,755 $146,901 $1,415,020

6i,0iS

37,021 39,991 461,000

$203,734 $107,020 $889,977 $1,004,654
86,107 83,518

$976,084 $1,088,172

643,033 656,679

$333,051

78.6 85.0 70.2

Wash'n, Halm. & Boston

Annapolis EI. Ry. Elevated Ry.

Baltimore, Md. Boston, Mass.

1928 1927 1928 1927

$2,488,236 $2,601,366 $34,742,656 $35,095,876

1,864,024 1,915,685 24,900,189 25,132,333

$624,212 $685,681 $9,842,467

"131,271 "131,882 "i,721,678

$419,940 $553,799 $8,120,789

11,009 19,190 100,491

$503,950 $572,989 $8,221,280 $8,196,941

561,279 556,351 8,181,229 s '7,974,126

$57,329 $16,638 $40,051

74.9 73.7 71.7

Berkshire Street

Railway Springfield Street Ry

Plttsfleld, Mass. Springfield, Mass.

1928 1927 1928

$739,215 $798,696 $2,789,846

610,286 749,780 2,197,844

$128,929 $48,916 $592,002

' 30,434 ' "31,022 "31,336

$98,495 $17,894 $560,672

1,857 2,240 6,348

$100,352 $20,134 $567,020

296,324 313,569 284,916

$195,972 $293,135 $282,104

82.6 93.9 78.8

$9,963,543

"i,864,i36

$8,099,407
97,534

$222,815
71.6

1927

$2,891,431

2,414,846

$476,585

"'57,6ii

$418,974
15,116

$434,090
242,739

$191,350
83.6

Italic figures indicate deficit or entries opposite the general
account.

'Includes taxes.

'Taxes and other charges.

■Includes rent of leased roads and guaranteed dividends, $3,145,-
726.

•Includes rent of leased roads and guaranteed dividends, $3,152,-
432.

permit comparisons. The most of these can be presented
in standard form. They represent a total gross revenue
from railway operation in 1928 amounting, in round
figures, to $730,000,000. This is between two-thirds and
three-quarters of the total business done by the electric
railway industry. Of the 80 properties, 21 had a gross
revenue for the year of more than $10,000,000, and 18
had a gross revenue of less than $1,000,000. The remain-
ing 41 were between the limits of $1,000,000 and $10,-
000,000 gross. The sizes of the companies are thus
typical, and show what can be expected in the range of
small, medium, and large properties.

Results of operation naturally vary over a wide
range. In general the operating ratios of the smaller
companies averaged higher than those in the medium-sized
and large groups, although some of the small properties
were run at comparatively small cost. The operating
ratios for the greatest number of companies fell in the
range between 70 and 80 per cent, there being 32 in this
classification. The largest companies which had operat-
ing ratios below 70 are the United Railways & Electric
Company of Baltimore, the Brooklyn-Manhattan Transit
Corporation, the Interborough Rapid Transit Company
and the Philadelphia Rapid Transit Company. All of
these except the first have extensive subway and elevated

systems, on which the fixed charges are far greater than
for surface lines.

In the group of companies which had gross revenues
in 1928 between $1,000,000 and $10,000,000, the compa-
nies whose operating ratios were below 70 per cent are
the Denver Tramway Corporation, the East St. Louis &
Suburban Railway, the Grand Rapids Railroad, the New
York, Westchester & Boston Railway and the Honolulu
Rapid Transit Company. The Westchester is a high-
speed rapid transit line and the others are street railways.
Labor conditions undoubtedly had much to do with the
good showing in Honolulu. In the class of small compa-
nies, the Beaver Valley Traction Company and the Gal-
veston-Houston Electric Railway operated at less than 70
per cent. Both are interurban lines, although the former,
running through an intensely developed industrial district,
has little to differentiate it from a city line. Eleven of
the companies did not separate taxes in their finan-
cial statements, so that the operating ratio could not be
computed for them. The range of operating ratios for
all of the other companies is given in Table I.

Comparisons between results in 1928 and in 1927
indicate the progress being made in improving the finan-
cial status of the properties. The total revenues of the
entire group were almost identical in the two years, there

Electric Railway Tournal — June, 1929
643

Table IV (Continued) — Condensed Financial Reports of Electric Railway Properties, 1927-1928

Worcester Consolidated
St. Ry.

Worcester, Mass.

Department of

St. Rys.io
Detroit, Mich.

Grand Rapids

Railroad

Grand Rapids, Mich.

Duluth-Superior

Traction Co.
Duluth, Minn.

Twin City Rapid

Transit Co.

Minneapolis, Minn.

1928

1927

1928

1927

1928

I927 13

1928

1927

1928

1927

Railway operating revenue. . .
Railway operating expenses...

$3,116,623
2,443,856

$3,189,041
2,738,337

$24,668,175
19,283,497

$23,507,972
17,980,836

$1,574,171
957,625

$1,675,352
1,005,643

$1,873,330
1,535,169

$1,965,489
1,570,441

$13,053,353
9,950,552

$13,425,643
9,959,972

Net revenue, railway oper.
Taxes

$672,767

$450,704

$5,384,678

$5,527,136

$616,546

$669,709

$338,160

$395,047

$3,054,801

$3,465,671

74,284

$598,483
21,831

$620,314
420,277

$150,036
78.4

85,980

$364,723
25,066

$389,789
387,881

$1,908
85.9

783,013

$4,601,665
245,586

$4,847,251
4,821,781"

753,047

$4,774,089
249,762

$5,023,851
5,020,397 12

$3,454
76.5

133,617
$482,929

133,496
$536,213

153,561

$184,599
33,794

$218,393
169,171

$49,222
82.0

156,659

1,098,849

$1,955,952
99,281

1,254,793

Non-operating income

$238,388
38,723

$277,112
169,446

$107,645
80.0

$2,210,878
63,930

Gross income

Deductions from gross income. .

$482,929
240,915 .

$242,014 .
60.7

$536,213

$2,055,233
1,221,643

$833,590
76.6

$2,274,808
1,002,208

$25,470
78.2

$1,272,600

Operating ratio, per cent

60.0

74.2

Railway operating revenue . . .
Railway operating expenses...

Net revenue, railway oper.
Net revenue, auxiliary oper.. ,
Taxes

Operating income

Non-operating income

Kansas City
Public Service Co.
Kansas City, Mo.

1928 1927

$8,490,282 $9,351,456
6,242,470 7,756,601'

$2,247,812 $1,594,855

120,828 li

505,530

$1,621,456 $1,594,855
17,859

Gross income

Deductions from gross income.

Net income

Operating ratio, per cent .

$1,621,456 $1,612,714
875,973 758,174

Railway operating revenue. . .
Railway operating expenses...

Net revenue, railway oper.
Net revenue, auxiliary oper.. .
Taxes

$745,452 $854,540
73.6

Rrookiyn City

Railroad

New York, N. Y.

I928 17 1927"

$5,725,093 $5,765,300

4,966,154' 4,942,424'

Operating income... .
Non-operating income..

$758,839 $822,876

Gross income

Deductions from gross income. ,

Net income

Operating ratio, per cent.

$758,839
249,464

$509,475

$822,876
264,495

$558,381

Railway operating revenue . . .
Railway operating expenses.. .

Net revenue, railway oper.
Net revenue, auxiliary oper. . .
Taxes

Operating income

Non-operating income

Third Avenue Ry.

System
New York, N. Y.

1928" 1927"

$7,791,188 $7,753,665

5,999,131 5,953,306

$1,792,056 $1,800,358
'555,167 560,40i

$1,236,888 $1,239,957
114,371 103,929

Gross income

Deductions from gross income. ,

Net income

Operating ratio, per cent.

$1,351,260 $1,343,886
1,506,571 1,377,575

$156,311
77.0

Railway operating revenue . . .
Railway operating expenses. .

Net revenue, railway oper.
Net revenue, auxiliary oper. . .
Taxes

Cleveland Railway
Cleveland, Ohio

1928 1927

$18,272,040 $18,706,290

15,065,214 14,806,631

$3,206,826 $3,899,659
1,261,527 " 1,388,662

Operating income... .
Non-operating income..

$1,945,299 $2,511,057
275,708 214,363

Gross income

Deductions from gross income. .

Net income

Operating ratio, per cent.

$2,221,007 $2,725,420
2,530,953 2,138,156

$309,91,6 $587,264

82.5 79.2

St. Louis

Public Service Co.

St. Louis, Mo.

1928 I927' 5

$19,862,058 $19,533,261
15,080,238 15,298,210

$4,781,820 $4,235,051
1,889,825 ' 1,851, i 39

$2,891,995 $2,383,912

$2,891,995
1,919,800

$972,195
75.9

$2,383,912
2,492,104

$108,192
78.3

Brooklyn-Manhattan

Transit Corp.

New York, N. Y.

1928"

1 92717

$24,135,351 $23,617,381
15,710.730 15,378,210

$8,239,170
1,646 462

$8,424,621
' i, 652,834

$6,771,786
491,559

$7,263,345
4,157,203

$3,106,141
65.1

$6,592,708
508,320

$7,101,028
3,977.722

$3,123,306
65. I

V Y., Westchester &

Boston Ry.

New York, N. Y.

1928

$2,390,399

1,622,858

$767,541

239,672

$527,868
12,653

$540,522
2,448,950

1927

$2,151,428

1,498,972

$652,456

229, i 50

$423,305
15,187

$438,492
2,303,493

Omaha & Council
Bluffs St. Ry.
Omaha, Neb.

1928 1927

$3,217,383 $3,352,916
2,331,946 2,119,625

$885,437 $1,233,291
441,118 366,927

377,197 548,147

$949,358 $1,152,061
39,937

$989,296 $1,152,061
787,812 852,673

$201,483
72.6

$299,388
63.3

Hudson &
Manhattan R.R.
New York, N. Y.

1928 1927

$12,388,927 $12,549,897
6,425,643' 6,384,451'

$5,963,284 $6,165,446

$5,963,284 $6,165,446
4,022,226 4,027,564

$1,941,057 $2,137,882

New York State Rys.
Rochester, N. Y.

1928 1927

$9,658,535 $9,879,150

6,945,011 7,058,067

$2,713,523 $2,821,083
583,732 ' ' 596,565

$2,129,791 $2,224,517
31,665 122,955

$2,161,456 $2,347,472
1,501,899 1,508,381

Cincinnati, Hamilton
& Dayton Ry.
Dayton, Ohio

1928 1927

$1,151,905 $1,065,056
951,496t 934,359t

Community
Traction Co.
Toledo, Ohio

1928 1927

$3,670,337 $3,408,387
2,565,163 2,615,183

$200,409
19,379

$219,789
144,249

$75,539

$130,697
2,271

$132,968
109,447

$23,521

$1,105,174 $793,204

230,356 ' 209,524

$874,818 $583,680

20,734 23,396

$895,549 $607,074

697,443 881,182

$198,106 $27i,108

70.0 76.8

Public Service

Co-ord. Transport. 16

Newark, N. J.

1928 1927

$37,985,112 $35,369,607

28,758,820 27,083,918

$9,226,292

3,031,718

$6,194,574
207.831

$6,402,405
5,910,003

$492,402
75.7

$8,285,689
' 3,087,839

$5,197,850
227,880

$5,425,730
5,466,535

$1,0,805
76.6

Interborough
Rapid Transit Co.
New York, N. Y.

192817 |927"

$33,662,344 $32,764,556

21,018,119 19,249,050

$12,580,225

$13,515,505

1,199,094
$11,381,130

1,798.633
$11,716,872

10.805,530

10,802,012

$575,600
62.6

$896,860
58.7

Stark Klectric

Railway
Alliance, Ohio

1928 1927

$323,475
312,751

$328,631
297,532

$31,099
10,659

$10,724

$20,439
5,196

$25,635
68,605

$33,688

$1,908,1,28

$l,86i,999

$659,556

$839,090

$ie,970

76.7

67.9

69.8

71.8

71.5

90.6

96.8

Portland Elec.

Power Co.
Portland, Ore. 18

1928 1927

$4,523,475 $4,630,431
3,789,850 3,729,749

$733,625 $900,683

91,1,96 9i,6i5

379,218 358,045

$262,909

$447,992

International Ry.
Buffalo, N. Y.

1928 1927

$11,116,653 $11,192,908
8,336,90.5 8,853,657

$2,779,748 $2,339,251
749,9 i 8 780, i 40

$2,029,830 $1,459,111
56,913 50,138

$2,086,743 $1,509,249
1,352,998 1,440,341

$733,745
75.0

$68,908
79.1

New York Railways
New York, N. Y.

1928 1927

$6,550,683 $6,907,920
5,215,648 5,421,255

$1,335,035 $1,486,665
'466.452 478.191

$868,583 $1,008,475
130,987 102,923

$999,570 $1,111,398
872,768 982,613

$126,784 $128,785

79.6 78.5

Cincinnati Street

Railway
Clnclnati, Ohio

1928 1927

$8,819,116 $8,700,257
6,320,173 6,332,429

$2,498,943 $2,367,828
"747,318 "771,369

$1,751,625 $1,596,459
27,549 48,021

$1,779,174 $1,644,480
1,764,381 1,624,141

14,793 $20,339

71.8 72.8

Lehigh Valley

Transit Co.
Allentown, Pa.

1928 1927

$4,314,937 $4,590,261
3 199,996' -3,367,094

$1,114,941 $1,223,167
143,610 128,934

$1,258,551 $1,352,100
834,176 832,054

83.8

80.5

$424,375

$520,047

Italic figures indicate deficit or entries opposite the general
account.

includes taxes.

,0 As computed by the city's auditor.

"Includes $2,579,119 sinking fund for bonds and purchase con-
tract.

^Includes $2,600,228 sinking fund for bonds and purchase con-
tract.

"Present company formed May, 1927.

"Bus revenue, $540,006 ; bus operating expenses, $660,834.

"Operated by receiver to Nov. 30, 1927.

"Includes Public Service Railroad and other affiliated companies.

"Six months ended Dec. 31.

"Railway division only.

Electric Railway Journal — Vol.73, No.15
644

Table IV (Continued) — Condensed Financial Reports of Electric Railway Properties, 1927-1928

Railway operating revenue. . .
Railway operating expenses...

Net revenue, railway oper.
Net revenue, auxiliary oper . .
Taxes

Operating income... .
Non-operating income..

Beaver Valley Traction

Co.io

New Brighton, Pa.

Philadelphia Rapid

Transit System

Philadelphia, Pa.

1928

1927

1928 1927

$538,205
369,300

$552,950
408,525

$55,835,521 $56,928,146
38,935,149 40,014,659

$168,905
113

$144,425

664

10,404

$16,900,372 $16,913,487

7,466

3,402,066 3,306,762

161,295
4,215

133,357
2,569

Grose income

Deductions from gross income. .

Net income

Operating ratio, per cent.

$165,510
163,006

$135,926
145,251

$2,504
68.6

73.8

Texas Electric Railway
Dallas, Texas

Railway operating revenue. . .
Railway operating expenses...

Net revenue, railway oper.
Net revenue, auxiliary oper. . .
Taxes

1928
$1,821,057

1927
$1,865,000

1,187,294' 11,189,380'

Operating income... .
Non-operating income..

Gross income

Deductions from gross income. .

Net income

Operating ratio, per cent.

$633,762
4,696

$638,459
588,809

$49,650

$675,620
2,063

$677,683
506,532

$171,151

Spokane 1'nlted Rys.
Spokane, Wash.

Railway operating revenue. . .

1928
$1,301,455

Hailway operating expense* —

Net revenue, railway oper. .
Net revenue, auxiliary oper.. . .

Taxes

1,350,872
64,231

Operating income

$113,6*8

[ 'eductions from gross income. .

123,634

Net income

C Derating ratio, per cent.

HS7M*
103.8

1927

$1,301,971

1,327,981

MMH

61,738
#«7,74«

123,634

$211, ;>/
102.0

13,498,306
1,390,208

13,606,724
980,917

$14,888,514 $14,587,642
11,361,425 10,805,457

$3,527,089
69.7

$3,782,185
70.3

Gal.-Houston EI. Ry.
Houston, Texas

1928
$643,800
373,360

$270,440

31,768

$238,671

$238,671
269,808

$31,1S8
58.0

1927
$696,860

404,881

$291,978

30,684

$261,293

$261,293
265,759

H.U4

58.1

London Street Ry.
London, Ont.

1928 1927

$618,961 $638,519

519,690 531.598

$99,271

$106,921

$99,271

92.789'

$6,482
84

$106,921
93,872'

$13,048
83.3

Pittsburgh Railways
Pittsburgh, Pa.

1928 1927

$20,576,466 $21,365,543

15,627,144 16,311,911

$4,949,322 $5,053,632

1,279 13,850

569,624 608,137

4,380,977 4,459,346
117,339 165,658

$4,498,316 $4,625,004
4,487,830 4,583,721

$10,486 $41,283

75.9 76.3

Bamberger Elec. R.R.
Salt Lake City, Utah

1928 1927

$559,796 $559,230

438,624 444,711

$121,171 $114,518

37,065 '.'.'.'.'.'.'.'.'.'.

$84,106

18,017

$102,213

92.082

$10,131 *«,'.'-}-'

78-. 3 79.5

Montreal Tramways
Montreal, Que.

1928 1927

$14,938,678 $13,728,153

11,503,314' 9,296,067'

$3,435,364 $4,432,086

2,935,364 2,879,141

Scranton Railway
Scranton, Pa.

1928 1927

$1,976,940 $2,092,046
1,382,279 1,510,837'

$594,660

"«|7» .'.'.'.'.'.'.'.'.'.'

548,903 581,209
4,291

$553,194 $581,209

491,145 520,237

$62,049 $60,972
70.0

Pac. Nor'west Trac. Co.
Seattle, Wash.

1928 1927

$881,076 $878,482

736,776 688,830

$144,300 $189,652

51,644 ' ' ' 45,420

$92,654 $144,231

$92,654
155,255

t<;:,c,oi
83.6

$144,231
170,357

$16,116
78.5

Havana Electric Ry.

Havana, Cuba

1928 1927

$5,415,175 $6,020,680

4,494,473' 4,814,609'

$920,702
39,171

$959,873
643,951

$1,206,071
52,225

$1,258,296
643,893

$500,O00 21 $1,552,945 21 $315,922 $614,403

United Electric

Railways
Providence, R. I.

1928 1927

$7,423,475 $7,876,423
6,088,608 6,388,099

$1,334,867
'"361,850

$1,488,324
396,383

973,017
86,559

$1,059,576
626,374

$433,202
82.0

1,091,941
83,559

$1,175,500
664,531

$510,969
81.1

Seattle Mun. St. Ry. 20
Seattle, Wash.

1928 1927

$5,627,099 $5,703,873

4,793,341 , 4,765,846

$833,758
24,937

$858,695
647,083

$211,612
85.2

$938,027
26,598

$964,625
698,104

$266,521
83.5

Hono. Rap. Trans. Co.
Honolulu, Hawaii

1928
$1,089,963
630,341

$459,621

147,282

$312,340

$312,340
135,199

$177,141
57.8

1927
$1,019,245
626,453

$392,792

123,801
$268,991

$268,991
84,480

$184,511
61.5

Italic figures indicate deficit or entries opposite the general
account.

■Includes taxes.

"Includes Pittsburgh & Beaver Street Railway.
"As given in income statement.

"'Of this amount, $500,000 is paid to the city of Montreal when
earned.

being a drop of 0.1 per cent in 1928. This showing for guaranteed as part of a service-at-cost plan. Examples

the 80 properties is probably more favorable than the total of this are the Boston Elevated Railway, the Cincinnati

for the entire industry, as most of the large city properties Street Railway and the Cleveland Railway.

are included in the statistics published in this article.

However, comparisons of the results for the individual

properties show that nearly half of them increased their British Tramways Improve Position.

net last year. Reference to Table II shows that while

onlv 22 companies reported gains in gross revenue, 47 of INCREASED revenue and decreased operating ex-

them were able to reduce operating expenses. As a result X r P^ nses - as sh ° wn m the annual report of the Ministry

31 of them had a gain of net revenue for the year. ? f Transport, have resulted in a material improvement

It is worthy of note that in the classification of small in the financial condition of British Tramways. There

companies, the relative improvement in operation was was a sh & ht reduction in the route-mileage, due to the

the greatest, as ten of them were able to show an increase substitution of trackless trolleys and buses The

in net as against seven showing a decrease. In the aver f^ e fa r re P er Passenger decreased slightly but the

middle-sized group, fifteen companies gained net, while number c oi lingers carried increased. Combined

eighteen showed less net at the end of the year. The large f^" 58 for a ". tramways in Great Britain are given in

companies made, relatively, the poorest showing, as only tne accom P an y in g table.

six of them increased their net revenue, although nine

showed greater gross receipts than in 1927. summary of British tramway operations

According to the figures available, 24 companies in the Last Year Previous Net

1- ^ -j i- -j j ii _l- s. - *.\- -x i Y<,ar Change

list paid dividends On all Or a portion Ot the Capital Number of tramway systems 233 235 1*

stock during 1928. The companies doing so are listed in f^^.;;;;::::::::;:::::;;::-; £27 7sHm £269i6'5 5 |5 £834967

Table III. Since some of the companies pay inter-com- °verale n fare Pen8e " "'"'mim 7 £22 ' i28 -'* 6 J £I85 ' 3U J

pany dividends tO holding Companies that are not reported, , Note:— These figures are based on returns of 66 privately-owned tramways

it is possible that Other dividends may have been M^rm.. 6 ^ 3 ' 1 " 27 ' Sn<1 '«">"» tramway, for the yearended

declared. In a few instances the dividends are virtually •Decrease.

Electric Railway Journal — Vol.73, No.15
645

NLassLransportation Service!

MARQUIS FERDINANDO C. CUSANI

Milan, Italy

Modern two-car train in The
Hague, Holland. The bow
collector, as used on this car,
is losing favor with European
tramway operators

CASUAL observation of trans-
portation systems in Euro-
pean cities reveals the fact
that the electric railway is still very
much alive, no matter to what de-
gree it may have been maltreated,
and that nearly everywhere it is still
considered the backbone of mass
transportation. While it must be
admitted that bus service is in-
creasing rapidly all over Europe, the general feeling of
the public is that electric railways are preferable, be-
cause of their greater cleanliness and less noise, and
also because of the stability of this form of transporta-
tion, assured by the presence of track and overhead.

Considering the rolling stock and operating improve-
ments which have been made in America in the last two
decades, European city transit as a whole is fairly obso-
lete. From a technical standpoint, it offers extensive
possibilities for modernization. One of the favorite
theories of European management seems to be that paint
represents the utmost in progressiveness and efficiency.
The writer does not hold any brief against a clean and
well-painted car, but when painting is used simply to
camouflage an old piece of rolling stock, which should
have been consigned to the scrap heap long ago, he feels
that it is a somewhat far-fetched application of the

Marquis Cusani recently returned
from an extended trip through Ger-
many, The Netherlands, Denmark,
Norzvay, Sweden and Finland. This
article tells of his observations of the
local transportation situation in these
countries, supplemented by previous
observations in other European coun-
tries. The author's familiarity with
American practice enables him to
present these views in an extremely
interesting manner. — Editor.

"Save-the-surface and you-save-all"
slogan. It is a mistake in most
cases to "save the surface'' at all.

The habit of trying to reclaim ob-
solete equipment has brought about
a condition whereby, in the present
day, cars of the early Vandepoele
period are found in service as
sound as if they had been built a
year ago. Not one original part is
to be found in them, and the replacements, without
improvement, have brought about total reconstruction
at a cost which might have paid for better and more
modern cars, had the earlier ones been scrapped sooner.
In Continental Europe only a very few urban electric
railways have been willing to profit from American
experience. In fact, the only ones which have come to
the writer's notice are located as far apart as Spain,
Italy and Finland. Everywhere else improvements seem
to have been made principally in minor details of car con-
struction, in the development of mercury-arc rectifier
substations and in the design of track, carhouses and
shops. The idea of adopting radical changes in operat-
ing methods and introducing greater safety and speed
seems to have found its way only in Milan, Italy, where
the adoption of the American '"pay-as-you-pass" system
is making great strides. Other European managements

Electric Railway Journal — Vol.73, No.15
646

[Expanding in
Europe

Electric railways are much alive despite in-
creasing use of buses. Enormous possibilities
for modernization exist in most cities. Single
truck cars and trailers continue to be used
widely, although large double-truck units are
being introduced on some systems. Numer-
ous improvements in electrical and mechani-
cal equipment are being tried

seem to be contented at present with elaborate traffic
signs, route maps and freakish car designs, which either
do not come out of the experimental stage, or if they
ever do, prove that they should never have done so.

The economic and monetary disturbances caused by
the World War are generally considered responsible for
this state of affairs, but to the technical man it appears
very clearly that it is due rather to the lack of technical
enterprise, a peculiar condition which does not seem to
have any particular connection with the great struggle.
The European public does not as yet consider the private
automobile as a common household accessory, and still
clings to tramways, rapid transit and buses as its prin-
cipal means of transportation. It is, therefore, easily
understood why managements have lacked the incentive
to follow any definite and clearly-defined improvement
policy, and have given more attention to easily solved
particulars than to drastic redesigning along the lines
which had already been proved right by American
practice.

A large number of European systems are either munic-
ipally owned or operated by corporations whose shares
are mainly held by city or state governments. Most
private companies are nearing the end of their fran-
chise terms and do not feel like making any unnecessary
capital expenditures. Traffic is increasing generally,
though slowly. In the case of public-owned utilities,
competition is carefully "nipped in the bud," and the
public compelled to avail itself of the existing carriers.

A slightly modernized version of the "public-be-damned"
policy is still in full swing, a number of petty improve-
ments being considered as of sufficient value to satisfy the
riders fully.

There is a general tendency to speed up schedules in
greater and medium-sized cities through rerouting, the
adoption of more powerful motors, the use of more
appropriate gear ratios and the introduction of better
brakes. Cars in some of the German cities have a high
accelerating rate, which often is made useless in the
congested areas by the existence of old-fashioned auto-
mobiles and taxicabs which slow up all traffic. In the
medium-sized cities, horse-drawn trucks often impede
progress, while in some parts of Northern Europe bi-
cycles, during the warmer months, are a serious nuisance.
In Copenhagen, Denmark, for instance, there are more
than 450,000 bicycles for a total population of approx-
imately 900,000.

The growth of the automobile has brought about the
same traffic problem that all American cities are facing,
although to a somewhat lesser degree. Barring London
and other British cities where traffic regulation has been
developed from long experience into a simple and under-
standable system of signals, the vehicle driver in Con-
tinental Europe is always facing something new, not
only when going to another city, but when coming back
to his own after a few days absence. Frequent "improve-
ments" in signals, traffic signs and policemen's gesticula-
tions leave him in a quandary as to the right thing to do.

Milan, Italy, is one of the few Continental cities that have profited from American practice. The new pay-as -you-enter cars

are of distinctly modern design and have many American features

Electric Railway Journal — June, 1929
647

Interior view of one of the new Milan cars. The seating arrange-
ment and the front-entrance, center-exit plan are proving popu-
lar with the public

In some instances it is even worse, for certain gestures
of the German Scliupo (Schutapolisei) have a meaning
exactly contrary to the same gestures made by the Vigilc
of Milan.

The only city where traffic signals are almost similar
to those used in America is Amsterdam, Holland, where
an extensive use is made of the "Go" and "Stop" sema-
phore, and where policemen are dressed almost like
American officers. When one considers the narrowness
and the complicated layout of the many streets, the heavy
traffic, the omnipresence of bicycles and the extreme
reluctance of Dutch automobilists to shift from high
gear, one must pay a high tribute to the efficiency of the
Amsterdam traffic police.

Train Operation Very General

It can be stated without fear of error that every tram-
way service in Continental Europe is making extensive
use of trailers. It is difficult to understand why the un-
soundness of such a policy has not been apparent to the
companies. Trailers were adopted when it was found
that the small two-axle motor cars were insufficient to

cope with the increasing traffic. The step was considered
as very economical inasmuch as a new trailer required
only one additional conductor instead of two new train-
men for a motor car. The thought of discarding the
old car in favor of a new double-truck unit seems to have
been considered very seldom. A far-fetched justification
may be found in the fact that the complicated system
of fare zones and tickets being used in many cities was
already putting a strain on conductors of small-sized
cars. The writer well remembers having seen double-
deckers in Rome, Italy, of smaller capacity than those
operated by the London County Council and served by
two conductors, who were punching away to their heart's
content duplex tickets looking like Pythagorean tables.
Some German cities, like Cologne, Dresden and
Karlsruhe, have brought the idea one step further, and
have added a second trailer and, therefore, a third con-
ductor. It is interesting, indeed, to stand in the Markt-
platz of the very quiet city of Karlsruhe and see three-car
trains, passing by in the slack hours, carrying two or
three passengers and a crew of four men. The interest
increases a hundred-fold when it is discovered that the
headway is such that even on the very long and straight
thoroughfares of this city, the "one-car-always-in-sight"
theory is relegated to the discard.

Single-Truck Cars Predominate
on the Continent

Barring the British Isles, where the double-deckers are
still holding sway and maximum traction trucks are
extensively used, the single-truck car is still predominant
in European city service. The only exceptions to this
rule seem to be Barcelona, Spain; Munich, Germany,
which is still building double-truck city cars ; Rome, Italy,
where all new cars are double-truck; and Milan, Italy,
where by the end of 1929, 500 Peter Witt cars will be in
service, to be followed by many more in 1930. Berlin,
which was one of the earliest cities to use double-truck
cars, has gone over to units made up of two single-
truck, jumper-cable cars, somewhat similar in arrange-
ment to the older types, now discarded, of the New South
Wales Tramways in Sydney, Australia. A few all-steel,
center-entrance, double-truck trailers, with inside jour-

In Vienna, as in many other Continental cities, a single-truck motor car with trailer is used instead of one larger double-truck car

Electric Railway Journal — Vol.73. No.15
648

nal trucks, have appeared in the German capital, but it
is still too early to draw any conclusions about their
performance.

To provide sufficient stability on a short wheelbase, it
is necessary to have a very heavy weight of the truck
and underframe. and it is not unusual to find single-
truck cars, seating eighteen to twenty passengers, weigh-
ing as much as 12.5 metric tons (about 27,500 lb.), and
trailers of the same size weighing about half as much.
It is interesting to note that the standard car used pre-
viously in Milan, having a capacity of 24 seats and 26
standees, weighs approximately 12.8 metric tons, while
the new all-steel, four-motor pay-pass cars, having a
capacity of 47 seats and 54 standees, weigh about 13.5
metric tons, a difference of about 0.7 metric tons
(1,540 lb.) for a car accom-
modating twice as many pas-
sengers. ^^^^^_ j^^l^^

Fixed-point fare collection
is almost exclusively limited
to a few Italian operations
and to a number of Dutch
cities running one-man cars.
The Lombard Electric Trac-
tion Company, of Milan, op-
erates all of its suburban
lines with double-truck, pay-
within, rear-entrance, front-
exit cars. The Milan Mu-
nicipal Tramways is operat-
ing a number of double-
truck, pay-pass cars with
Ohmer registers and John-
son fare boxes, and is adding
to its fleet about 50 new cars
each month.

One-man operation is in
effect in a number of Ger-
man, Dutch and Italian cit-
ies, and varies in complete-
ness from Bolzano and Mer-
ano, Italy, where cars with
semi-enclosed platforms are
operated by the motorman
alone, who takes in fares and
issues tickets, to the all-elec-
tric one-man car of the

1-cent line around the Central Station at Amsterdam,
where the latest type of fare box (bus as they call it in
Dutch) is used. All the one-man cars in Holland (Arn-
hem, Haarlem, Amsterdam, Utrecht, etc.) have con-
trolled doors and steps. The cars of Arnhem have a
manual control which extends to the rear door and takes
the place of the American treadle.

Barring the Italian cities and the Dutch operations
already mentioned, the only city using door and step
control rather extensively is Helsingfors, Finland. This
city has a number of single-truck motor cars and trailers
of Brill manufacture, delivered about the close of the
war, having manually-controlled folding doors. All the
more recent cars, built along the same general lines in
Sweden and Germany, have been equipped with the same
apparatus, the trailers being supplied with National
Pneumatic door engines. A peculiar feature of the
Helsingfors operation is that it employs women con-
ductors, a practice which has disappeared from almost
all other European tramways. The pay-within principle

could be used easily on these cars, but the company still
resorts to hand collection with tickets.

Although not meant for pay-as-you-enter operation, a
number of cars in Zurich, Amsterdam, The Hague, and
Stockholm have a separate entrance and exit on the rear
platform, and another exit on the front platform, under
the motorman's control, an arrangement similar to that
of the pre-war Montreal cars. , ,

All-Steel Construction Gaining Favor

All-steel, girder-plate car construction, strictly follow-
ing American practice, can be found at present only in
Barcelona, Spain, where much pioneering work has been
done ; in and around Milan, Italy, both on the Lombard
Electric and on the Municipal lines ; and in Helsingfors,

Street scene in Berlin, showing traffic signal tower, street cars, a double-deck bus and bicycles

Finland, where all-steel cars built by the General
Swedish Electric Manufacturing Company, of Vasteras,
Sweden, and by the "Nordwaggon," of Bremen, Ger-
many, are in service. Many German companies are oper-
ating all-steel cars of a somewhat heavier and more
complicated design, built by such firms as Van der Zypen
& Charlier, Linke-Hoffman-Busch, "HAW A" and Saxon
Car Works. The all-steel type of construction has been
pushed much further on trunk line railroads where there
is more interest in the anti-telescoping feature.

Pressed-steel side frames, both for single and double
trucks, are used very extensively. In some places, espe-
cially in single trucks, deep channels, bent at the pedestals
to clear the journal boxes, are substituted. The fashion
of forged sideframe trucks of American pattern seems to
be somewhat declining. However, it is interesting t<>
note that about 200 single trucks of the Copenhagen
Tramways and 1,035 of the Milan Tramways are of the
single-piece, cast-steel type, designed by the Common-
wealth Steel Company, of St. Louis.

Electric Railway Journal — June, 1929
649

In Paris the center slot trackage has been extended recently, but
underground current collection on the Continent is still limited
to this city, Budapest and Brussels

Some years ago it looked as though the Cardan drive
were going to take Europe by storm, and experiments in
France, Germany, Belgium and Switzerland were care-
fully watched. Because most of these were combina-
tions of common rolling stock and automotive designs,
they were not satisfactory enough to cause large-scale
imitation. A casual observer looking at the cars of the
Paris municipal transportation system, by far the largest
user of Cardan-drive street cars, will notice that
single trucks, which were sturdily built for inside-hung
motors and very long center-entrance bodies, are now
seriously bent down at the ends. A closer examination
will disclose the fact that this is caused by the Cardan-
drive motors being hung at the extreme ends of the
truck frames. The German cars, being mostly of new
construction, have not experienced this trouble. How-
ever, it does not appear that many cities have followed
in the wake of these properties.

Serious attention is being paid by a number of lines
to the adoption of ball and roller bearings, not only for
armature shafts but also for axle journals. The firms
which, after long pioneering and research work, seem
to have met with the most success are the Swedish Ball-
bearing works, the German Arms Company, the Fichtel
& Sachs Company, of Germany, and the Villarperosa-
RIV. Company, of Italy. The improvement in design,
manufacture and materials of these bearings, brought
about in the last few years by the expansion of the
automotive industry, offer a guarantee that this will be
a step in the right direction.

Although experiments are continually being made with
new ideas on the electrical control of cars, none seems
as yet to have come out of the experimental stage into
widespread adoption. Companies using equipment of
American type or following American designs have
adopted remote control and line switches. Important
installations of this kind are being made in Milan and
in Rome. The refinements which are being adopted in
America, such as cabinet control, have not been given
serious consideration as yet. Safety car control, of the
Bergmann all-electric type, has been adopted only on a
fleet of one-man cars in Amsterdam, the other Con-

tinental one-man cars being more or less in the
"Toonerville-trolley" class.

Until now the combination of electric and solenoid
braking for two-car trains has been confined to Germany
and other countries of Northern Europe, while Latin
Europe has leaned more toward the air brake. It is
interesting to note that for a number of years Italy has
required by law that air brakes be installed in all new
or fully-rebuilt passenger rolling stock of both steam
and electric railways. The widespread use of air brakes
on the latest types of heavy motor buses in Germany has
caused a revival of their use in street railway work.
Basel, Switzerland, is installing air brakes on cars which
formerly were equipped with solenoid brakes, and Genoa,
Italy, has already discarded all its solenoid brakes in
favor of air. A number of Belgian and Italian cars have
been equipped with various types of regenerative brak-
ing. At the last International Congress in Rome regen-
erative brakes were discussed extensively, the consensus
of opinion being that, although these designs are worked
out well and give satisfactory performance, the brakes
are not adapted to city service where fast schedules are
to be maintained in the heavy traffic congestion. The
Milan municipal lines, which in 1927-28 equipped a
number of their newer cars with these brakes as an
experiment, have adopted the Westinghouse variable
load brake for the first lot of 502 double-truck cars
which will be put in service in 1929.

A new magnetic brake, in which a solenoid by means
of a piston, forces oil out of a compressing cylinder into
a brake cylinder, was originated in Belgium and is being
tested in various countries. Experiments have not lasted
long enough to draw any definite conclusions.

Current Collecting Devices

Underground current collection is still limited to the
three original Continental installations, namely, Buda-
pest, Hungary; Brussels, Belgium, and Paris. This last
city, however, has extended very substantially its center
slot trackage, trolley wires having been removed from
all the central zone of the city. The Siemens bow col-
lector, with the aluminum "U" section contact piece,
seems to be losing favor. In many places it is claimed
that the frequent sparking, which it occasions, greatly
disturbs radio programs. In Arnhem, Holland, the local
radio amateur league paid for the replacement of all the
bow collectors of the city tramways to eliminate inter-
ference.

A pressed-steel shoe collector, originating in Budapest,
is gaining widespread attention in many Central European

German manufacturers are taking the lead in the production of
modern bus chassis and bodies. Six-wheelers, similar to this
bus in Hamburg, are popular, although rather cumbersome
for heavy traffic

Electric Railway Journal — Vol.73, No. 15
650

properties, while the pantograph is being adopted on a
number of new cars in Germany and on most of the
cars in Sweden and Finland. This change seems to be
prompted both by the rather low current-collecting capac-
ity of the bow and to its instability against strong winds.

The wheel trolley is still holding its own. Very large
cities, such as Berlin, Paris, Brussels, Copenhagen,
Lyons and Milan, have not changed their current col-
lectors, even in the face of heavy overhead and car
reconstruction programs. A noteworthy example of a
return to the wheel trolley is found in Turin, Italy. After
the merger of the Turin Tramways Company, using
the trolley, with the Municipal Tramways, using the bow
collector, the latter management decided to equip all
municipal cars with trolley poles and to discard bow
collectors.

Eight Continental cities are served by more or less
extensive rapid transit systems. Of
these the largest by far is the Metro-
politan-North-South network in Paris.
A heavy amount of new construction
work is under way in the French cap-
ital, the subway lines having been au-
thorized to extend beyond the octroi
(city customs) line. The next in im-
portance is the Berlin Underground
where extensions to five lines are un-
der way. The other six rapid transit
services are of a much lesser size :
Madrid, Hamburg, Barcelona, Naples
and Oslo. The latter two are to be
considered more as underground stubs
serving as terminals of outside lines
than as city subways.

Two steam railroad electrifications
of suburban lines of great interest are
the Berlin belt and suburban lines
of the State Railways, which form a
very up-to-date system of elevated
and open-cut, third-rail rapid transit,
equipped with modern all-steel, multi-
ple-unit cars, and the suburban elec-
trification of the French State Railways
which operate out of the Saint Lazare
Station in Paris.

A good example of excellent service to the public of
large-sized cities is given by the high-speed interurban
electrification of the Dutch State Railways, connecting
the cities of Amsterdam, Haarlem, Leyden, The Hague,
Delft and Rotterdam. Frequent, fast and comfortable
trains are operated with a high degree of safety and com-
pare favorably with such American services as those of
the Long Island Railroad and the Philadelphia suburban
system of the Pennsylvania. To the writer's knowledge,
the Amsterdam-Rotterdam is the only European inter-
urban high-speed line where dining car service is regu-
larly operated.

Bus Operations Vary Widely

A complete analysis of the motor bus operations in
Europe would require a volume, the differences in
vehicles and in operating methods being much greater
than in North America. A lesson which can be learned
from a cursory examination is that large city operations,
while rather successfully meeting the traffic burdens im-
posed upon them, do not seem to be very successful
business ventures. It is a common remark of transporta-
tion men that the motor buses of the two largest Con-

tinental cities have been merged with the surtace lines
so that electric street cars can carry the burden of both.

From a technical standpoint it may be safely asserted
that, at present, German manufacturers are ahead of all
other Continental makers in the production of up-to-date
chassis and bodies, although some of the latest six-
wheelers seem to be rather cumbersome for heavy traffic.
Steel bodies are almost universal, but serious thought is
being given to light-weight alloys.

The double-decker is losing favor, the only large sys-
tem which uses them being the "ABOAG" in Berlin. The
Rome and Genoa municipal bus lines have completely
discarded the double-decker in favor of larger but more
flexible rear-entrance, front-exit single-deckers. Many
of the latest motor buses are arranged for one-man
operation and are equipped with folding doors. Air
brakes are also common on the larger German units.

Pantographs are being used on new cars in a number of European cities. This is a
modern interurban car of The Hague Street Railway Company at a resort near
The Hague

In a few cities fleets of American buses are used :
in Oslo, Norway, all buses operated by the Tramway and
Omnibus Company are A.C.F.'s, equipped for one-man
operation with Johnson electric fare boxes and registers.
At the time of the writer's last visit, an A.C.F. Metro-
politan Coach was being operated in experimental serv-
ice. The Helsingfors (Finland) Tramway and Omnibus
Company is operating a large fleet of Reo buses, while
the Amsterdam municipal bus lines have a large number
of Brockway omnibuses.

Jitney competition is practically unheard of on the
Continent. The only example seems to be in Rotterdam,
where the tramways are operated by a private company
using very obsolete, but neatly-painted, equipment, and
where all sorts of vehicles are being used to compete
with the electric railway. Old Ford model T's, French
Latils and Renaults, Italian Lancias, German Biissings
and even some defunct Holland Spijkers have com-
pelled the Rotterdam Electric Railway Company to turn
bus operator. The up-to-date and smartly-built Krupp
buses, which it has put in service, do great credit to the
company and help to dispel the bad impression left on
the public by the obsolete rail rolling stock.

Electric Railway Journal — June, 1929
651

California Railway Men Study
Ways to Increase Riding

PROBLEMS of increasing the traffic of the electric
railway industry held the attention of 150 delegates
who attended the annual meeting of the California
Electric Railway Association in Los Angeles May
9-11. At the first day's meetings a symposium of papers
was presented dealing with the many aspects of regain-
ing patronage lost to the private automobile. George
Baker Anderson, Los Angeles Railway, said that the
public is willing to spend money freely for almost
everything but complains about street car fares. The
chief problem of his property is coping with traffic con-
gestion and endeavoring to increase average car speed.
Among the factors tending to cause loss of patronage,
according to A. W. Brohman, Market Street Railway of
San Francisco, are: increasing use of the private auto-
mobile, lack of proper traffic regulations, popularity of
community moving picture houses and shopping centers,
demand for increased speed and greater comfort and
increasing fares. His company has made notable
progress in retaining the street car rider by providing
more attractive cars with more comfortable seats. Lines
with so-called comfort cars show the falling off less
than others, and increased speed has improved revenue
per car-hour. The average operating speed for city lines
in San Francisco is now 10.5 m.p.h. It has been inter-
esting to note that increased speed has not increased
accidents. An employee training department is largely
responsible for reducing labor turnover from 40 per
cent in 1925 to 20 per cent in 1928.

"The traffic department is the sales department of a
railway property," declared O. A. Smith, Pacific Electric
Railway. "Sales methods must be applied and the
product must be of such a quality that it will compete
with the market. The private automobile is the chief
competitor and it behooves railway operating men to
study the situation and provide more comfortable seats
and equipment and do everything to compete with the
railway's competitor." On his property $100,000 spent
on reseating 50 interurban cars with soft leather seats
has produced a favorable public reaction. Mr. Smith
told of results of replacing some older 25-passenger
buses with modern 41-passenger coaches on a crosstown
line. Operating costs excluding taxes and interest were
reduced from 25-26 cents per bus-mile to 20-21 cents
per bus-mile, headway was increased from eight to ten
minutes, yet patronage increased more than 15 per cent,
all as a result of the new equipment. Average speed for
the line is 11.2 m.p.h. and average revenue per passenger
is 5£ cents.

E. A. Simon, Westinghouse Electric & Manufacturing
Company, pointed out the necessity of transportation
agencies, traffic commissions and every civic agency
making a serious study of the street problem and making
a concerted effort to increase speed of every moving
vehicle. The street railways will then benefit equally
with all other users of the streets. In discussing equip-
ment design he stated that the mechanical and engi-
neering departments have had too much to say in the
past about equipment and rolling stock. This he feels
should be the province of the transportation department
because it is this department that has the best idea of
what is needed. At his suggestion a committee was ap-
pointed of three operating men and two engineers to

study California car needs and types of equipment
looking toward establishment of a general standard that
will meet the needs of a majority of the properties.

The second day was given over to meetings of the
several committees of the association at which a number
of interesting papers were presented and discussed. At
a joint meeting of the purchase and stores committee
and the engineering committee the subject of disposition
of obsolete equipment came up for discussion. It was
mutually agreed that the storekeeper and the engineering
and operating departments must work more closely in
deciding when and what to scrap in order to reduce the
large and expensive stocks of obsolete equipment on

most properties.

•••

Middle Atlantic Equipment
Men Meet at Wilmington

WITH the Delaware Electric Power Company acting
as host a well-attended meeting of the Middle
Atlantic States Association of Railway Equipment Men
was held in Wilmington, May 15 and 16. At the
first session, Walter S. Adams, designing engineer
J. G. Brill Company, presented a paper on "New and
Projected Developments," and discussed numerous fea-
tures of the new Brill master unit cars, as well as ten
cars recently put into service in Wilmington. Discussion
was led by D. E. Frame, master mechanic, Delaware
Electric Power Company. During the day, an oppor-
tunity was presented to inspect these units closely and
ride in them.

Another interesting paper was read by L. C. Carter,
General Electric Company, reviewing recent develop-
ments in street railway equipment. The discussion was
led by R. D. Voshall, Washington Railway & Electric
Company. A. J. Manson, Westinghouse Electric &
Manufacturing Company, also read a paper on develop-
ments in the electric railway industry. Mr. H. A. Leon-
hauser, assistant to the superintendent of equipment
United Railways & Electric Company, Baltimore, dis-
cussed this paper at considerable length. The pros and
cons of the gas-electric bus were also discussed and
aroused much interest.

The concluding paper was presented by J. F. Craig, of
the Westinghouse Traction Brake Company, in which
the various requirements of efficient braking were
thoroughly discussed. Mr. Craig explained in detail
how certain difficulties should be overcome and empha-
sized the necessity of faster braking.

Thursday morning was given over to a discussion of
questions which were submitted by members of the asso-
ciation previous to the meeting. Various solutions were
suggested for the numerous problems considered. Dur-
ing the afternoon, a tour of inspection was made through
the shops of the Delaware Electric Power Company.

The meeting was attended by approximately 30 mem-
bers of the association. On Wednesday evening a din-
ner tendered by the Delaware Electric Power Com-
pany had an attendance of approximately 100.

Election of new officers resulted in the selection of
W. H. McCarty, Capital Traction Company, Washington,
D. C, as president; D. E. Frame, Delaware Electric
Power Company as vice-president, and R. D. Voshall,
Washington Railway & Electric Company, as secretary
for the ensuing year. The next meeting will be held
at Richmond. Va.. on Nov. 20 and 21.

Electric Railway Journal— Vol.73, No.15
652

34.50

1924

1925

1926

1927

1928

Expenses have dropped on lines operating
many new cars

New Cars

Reduce Operating Costs

on Many Properties

REDUCTION in operating
costs on the properties in-
. eluded in Electric Rail-
way Journal's survey of new car
experience is clearly shown over
a period of five years by the fig-
ures submitted by these companies.
Totals were published in the May
issue, showing that over a period
of five years the operating ex-
penses of the 41 companies for
which complete figures were avail-
able dropped from 34.08 cents in
1924 to 33.02 cents in 1928. That
such a result is not accidental or
caused by some peculiar combina-
tion of circumstances is seen in
the continual reduction year after
year during this period.

Moreover, this reduction has
been obtained on properties where

only a relatively small proportion of the cars have been
replaced. In the seven years for which the purchases
of new cars have been considered, only 5,514 have been
bought, as contrasted with 17,488 required to give
maximum service. This is 31.5 per cent of the total.
Many of the companies have not made an attempt to

By
MORRIS BUCK

Engineering Editor Electric Railway Journal

In this, the second of three
articles of a survey of prop-
erties which have substituted
new cars for old, savings of
great magnitude are shown.
Way and Structures, Equip-
ment, Power and Conducting
Transportation expenses have
all been substantially reduced
during five-year period covered

segregate the cars on separate
routes, so that the maximum ad-
vantages of the new equipment
have not been evident. What is
more, the time over which the
purchases have extended indicates
that at the same rate the time re-
quired to replace all the old cars
would correspond to an average
life of the cars on these properties
of about 22 years — much longer
than the present need for improve-
ment to keep pace with current
developments would dictate.

In this article is given an analy-
sis of the major operating accounts
for the 41 properties. A com-
parison with the remainder of the
industry, such as that made for
the total revenues and expenses,
is not possible, since not all
of the companies reporting to the American Electric
Railway Association give complete statistics in form for
such analysis. Results on the 41 properties over the
period 1924-1928, however, show that certain trends
are taking place on the properties that have made re-
placement of obsolete rolling stock a definite objective.

Electric Railway Journal — June, 1929
653

1924 1925 1926 1927 1928

1924 1925 1926 1927 1926

Expenses of the 41 properties have been reduced in the principal
operating accounts which could be influenced by new cars,
over the five-year period

Few properties separate their maintenance costs for
the new cars, so that it is impossible to determine their
effect apart from the general reduction in the operating
account. The table shows that the total expense for
maintenance of equipment has gone down from $26,845,-
195 in 1924 to $23,723,728 in 1928. The saving is
$3,121,467, or 11.6 per cent. On a car-mile basis the
reduction has been from 4.29 cents to 3.75 cents, or 12.6
per cent. This higher proportional reduction follows
from the increased service that was made possible with
the new cars.

This record has been made with cars that were similar
to those which they replaced. The reasons for lower
cost of maintenance are lighter weight, better construc-
tion and newness. Cars built along the lines of recent
developments undoubtedly will have still less weight, more
rugged construction and higher mechanical efficiency than
those considered in the survey. Maintenance costs on

COMBINED STATISTICS OF 41 ELECTRIC RAILWAYS WHICH HAVE MADE SUBSTANTIAL

PURCHASES OF NEW CARS

1928 1927 1926

Passenger revenue $273,837,560 $275,374,350 $279,266,930

Railway operating revenue 282,850,910 284,169,950 288,222,930

Operating e zpenses :

Way and structures $23,077,329 $24,665,669 $26,181,158

Equipment " 23,723,728 25,341,756 26,368.896

Power 24,032,052 24,563,967 25,248,494

Conducting transportation. . . 101,000,235 102,343,496 104,132,084

Traffic and undistributea 7,658,940 6,857,480 6,502,170

General and miscellaneous 28,580,583 27,599,903 26,621,448

Railway operating expenses. . . $208,087,100 $211,372,270 $215,054,250

Net revenue, railway operation $74,763,810 $72,797,680 $73 168 680

Car-miles operated 632,641,880 635,228,290 641 211 010

Total passengers 5,138,800,000 5,167,910,000 5,286,640,000

Maximum cars operated 17,468 17,236 17,500

Cents per car-mile

Operating revenue 45.14 44.75 44.95

Operating expense :

Way and structures 3.65 3.88 4 08

Equipment 3.75 3.99 4 11

Power 3.80 3.87 3.94

Conducting transportation. . . 15.96 16.11 16.24

Traffic and undistributed 1.34 1.08 L0I

General and miscellaneous 4.52 4.34 4.15

Railway operating expense 33.02 33.27 33.53

Net revenue, railway operation 12.12 11.48 11.42

Operating ratio, per cent 73.57 74.38 74.62

such cars reasonably may be expected to be still lower
than those in question, and their effect on the system
average will be correspondingly greater.
■ Savings in the maintenance of way account are diffi-
cult to determine, particularly where many types of cars
run on the same track. It is evident, however, that light
weight and better construction decrease the wear and
tear on the rails, ties and roadbed. The effect is par-
ticularly great on special work and curves. The cumu-
lative possibilities of major savings in the way department
loom to proportions that the industry cannot afford to
overlook.

REDUCTIONS IN OPERATING RATIO ON PROPERTIES THAT HAVE
BEEN CONSISTENT PURCHASERS OF NEW CARS

. Number of Companies *

Reports showing reduced operating ratios: 1928 1927 1926 1925 1924

From that of preceding year 25 27 21 23 13

For two successive years 7 6 9 5

For three successive years 3 7

For four successive years 4

For five successive years 1 * * * *

♦Information not available.

The 41 properties for which group statistics are pub-
lished show a reduction in maintenance of way for the
past three years. Reference to the table shows an in-
crease in 1926, but reductions in the two following years
amounting to $3,103,829. While this cannot be credited
entirely to the advent of the new cars, they undoubtedly
have assisted to some extent in the reduction. What is
more significant is that the total cost of track mainten-
ance and the cost per car-mile were less in 1928 than in
any preceding year included in this survey.

Power costs reflect directly the energy consumed for
car propulsion. Of course, there are miscellaneous uses
for power that affect the total cost to some extent, and
there are fluctuations in power rates that cannot be
counted on. But when a group of 41 companies shows a
continuing reduction in power cost from $25,182,778 to
$24,032,052 in the five years, while the car mileage is
increasing, it is concrete evidence that lighter and more
efficient equipment is having an effect. Some of the
roads that have made large substitutions of new cars for
old have made far greater proportional savings in the
power account.

In conducting transportation there has been an oppor-
tunity in past years to make a large saving when new
one-man cars replaced old two-man cars. There still are
two-man cars in active service which can and
_________ should be replaced with one-
man cars. The possibility of
making a saving in this way
is, however, an individual
problem of the railway con-
templating a change. The 41
properties have shown a re-
duction in the conducting
transportation account of ap-
proximately £ cent per car-
mile from costs prevailing
in 1924 and 1925, indicat-
ing a somewhat greater use
of one-man cars in the past
year.

In evaluating the results of
the new cars, it was deemed
important to determine whether
the financial advantage ob-
tained from expenditures
for modernization continued

many

1925

$277,041,210

285,273,910

$23,245,795
26,031,507
24,776,262

104,226,560

5,945,090

26,958,604

$211,183,820
$74,090,090
629,710,370

5,235,550,000
16,856

45.30

3.69
4.14
3.94
16.55
0.94
4.28

1924

$278,655,440

285,946,740

$24,235,305
26,845,195
25,182,778

102,556,663

7,939,250

26,567,997

$213,327,200
$72,618,540
625,968,150

4,842,240,000
16.611

45.68

3.87
4.29
4.02
16.38
1.27
4.25

33.54
11.76
74.03

34.08
11.60
74.60

Electric Railway Journal-
654

-Vol.73, No.15

over an extended period. A study of the operating
reports of the 41 companies shows definitely that there
has been a favorable trend in the operating ratio at one
or more times during the five-year period on all but one
of them. This one is a large city property whose operat-
ing and political situation has been extremely difficult.
Of the other 40 companies, one has been able to lower the
operating ratio each year for five consecutive years, nine
have lowered it four times in the same period, thirteen
have lowered the ratio three times, twelve have lowered
it twice and only five have showed a reduction in one year
alone. Out of a total of 205 comparative annual reports
from these 41 companies, 109 statements, or more than
half of them, show an improvement in the operating ratio
from the previous year. This is the more remarkable,
coming at a time when the basic costs of operation on the
whole are increasing and while traffic is at best holding
its own. It is an indication that not all of the benefit can
be obtained in the first year after new cars are installed.
The distribution of the reductions in operating ratio is
given in the accompanying table.

Further results on individual properties, published in
the following brief summaries, indicate the great value
the new cars have been in those places where they have
been used. Still other reports will be published in the
third article in this series.

Many Companies Add Evidence that
New Cars Pay

Gary Railways, Gary, Ind. — During the five years
1923-1927 inclusive this company spent $2,500,000 for
physical improvements, additional equipment and exten-
sions. Now all the service is given with one-man cars,

which handle suc-
cessfully all the
severest peak
loads. Operating
expenses went
down from 34.1
cents per car-mile
in 1925 to 29.8
cents in 1927. A
further reduction
was made in 1928.
A major part of
the rehabilitation
program was the
purchase of 23
new double-truck
one-man cars in
1926 and 1927.
Sixteen center-
entrance cars were
remodeled to bring them in line with the new equipment.
Shorter headways were given on all but one line, the
service being increased one-third to one-half. The head-
way on the Hammond division was changed from thirty

EQUIPMENT MAINTENANCE COSTS, GARY RAILWAYS

Year Total

1926 $94,007

1927 83,085

1928 62,783

minutes to twenty minutes, on the Broadway-45th Ave-
nue from fifteen to ten minutes, on the Broadway-26th
Avenue from five to three minutes, and on the Ambridge
division from ten to five minutes. On the Indiana
Harbor division alone the headway was unchanged.

120/JOO

110,000

100000

fc 90,000

% 20J30O

.- 18,000

| 16:000

? 20,000

°= 18,000

IAPO0
7,000

6,000
5000

v ^mfsP^M

New cars in.*

Broadway - 45 th

Hammond. "V"

1925 i 1926

1977

1928

Revenue for three lines of the Gary
Railways new cars have kept up well.
Scales are proportional for compari-
son

Car Miles

Cents per Car-Mile

2,891,193
2,952,259
2,900,685

3.25
2.82
2.16

Revenues on the lines with new cars have held up better
than the system average despite severe automobile com-
petition. This is shown in the charts.

Maintenance costs for cars are not kept separate, but
the accompanying table shows the reductions along this
line for the system.

Indiana Service Corporation, Fort Wayne, Ind. — This
company has been purchasing new cars at frequent
intervals over a period of twelve years. The entire
equipment was renewed between 1924 and 1928. The
management is completely sold on the advisability of
operating modern equipment.

Fitchburg & Leominster Street Railway, Leominster,
Mass. — During the past two years this property has
been getting back some of the credit it once enjoyed
when it was one of the seven best-paying street railways
in New England. In the fall of 1926 four new cars
were purchased, four more were bought in 1927, and
two more in 1928. Fourteen of the best of the old cars
were reconditioned, making a total of 24 cars available
for service.

During the nine months prior to the purchase of the
new cars the company ran behind $50,000. During the
first nine months of operation with the new cars there
was a profit of $41,000, making a total gain of more
than $90,000. The receipts increased from 43.4 cents
per car-mile to 46.7 cents per car-mile, and the operating
expenses were cut down from 47.9 cents per car-mile
to 35.2 cents. While not all of the improvement can be
attributed to the use of new cars, they are one of the
important factors.

Chicago, North Shore & Milwaukee Railroad, High-
wood, III. — This company has been a consistent buyer of
new equipment. The largest recent purchases for inter-
urban service were 30 cars in 1920, 19 cars in 1923, 23
cars in 1926 and 18 cars in 1928. At the end of last
year 93 cars out of 170 used in interurban passenger
service, or 55 per cent, were less than nine years old.
In city service 32 cars out of 44 have been purchased in
the last ten years, or 73 per cent.

The company is replacing all equipment as it becomes
obsolete. The present program calls for the purchase
of new steel cars until all wooden cars are replaced, after
which equipment will be standard as to weight, motors
and control devices. This uniformity is expected to
produce operating economies as well as an increased
inducement to the passengers to ride.

Chicago & Illinois Valley Railroad, Ottawa, III. — In
August, 1926, this property secured seventeen one-man
cars. The result, by reason of more frequent service
and decreased expenses, was quite satisfactory in addi-
tional income. After two years automobile competition
reduced the revenue. The management is fully satisfied
that its net earnings would be much less at this time if
it were still operating the heavy two-man equipment.

Chicago, South Shore & South Bend Railroad, Michi-
gan City, Ind. — The present management in July, 1925,
began a complete rehabilitation program, a promiment
feature being the replacement of the old rolling stock.
In August, 1926, 25 new steel cars were placed in service.
Each is equipped with four 210-hp. motors and is capable
of a speed of 67 m.p.h. In addition, two parlor-observa-
tion cars and two diners were purchased. These are
trailers.

So rapid was the growth of business that twenty addi-
tional passenger cars, ten motors and ten trailers, were
ordered six months after the first cars were received,
and in 1928 an order for fifteen motor passenger cars

Electric Railway Journal — June, 1929
655

and five trailers was placed. All of these cars are of the
same general design. They are of steel and are suitable
for high-speed service.

Since the property was badly run down when it was
taken over, rehabilitation naturally brought a marked in-
crease in business. It is difficult to ascribe any particular
proportion of additional revenue to the new cars. Like-
wise, the cost of maintaining the old cars had risen to
such a point that it required extraordinary care to keep
them working at all, so that a marked decrease in main-
tenance cost for the new equipment was inevitable. The
faith of the management in the value of the new cars is
indicated by its repeat orders.

Houston Electric Company, Houston, Tex. — This
company has recently made several purchases of cars, of
which the latest consisted of twenty cars which were
assigned in November, 1927, to two lines, the Mandell
and the Studewood. The Mandell line now operates ap-
proximately 69 per cent of the service with the new-
cars and the Studewood line approximately 84 per cent.

Mandell Line

^^% w

■61

1928

Receipts on two Houston lines have shown a greater increase since
new cars were placed in service on them than they did from
an increase in fare. Note that service actually has been de-
creased on the Mandell line without loss of revenue. Scales are
roughly proportional so the relative effects may be compared

On both there has been a substantial increase in business,
while the system has had a slight recession. The intro-
duction of the new cars followed a fare increase five
months earlier.

Operating costs went down during 1928, although it
is difficult to determine what proportion of the reduction
is due to the new cars. The cars have been 90 per cent
one-man operated for several years, and in 1928 were

NUMBER OF CARS AND PURCHASES OF NEW CARS.
HOUSTON ELECTRIC COMPANY

Total Number of Amount of

Year Cars Cars Purchased Investment

1921 197

1922 232 35 $274,554

1923 242 10 114,566

1924 251 15 192,193

1925 251

1926 233

1927 253 20 312,864

1928 245

STATISTICS OF RAILWAY LINES, HOUSTON ELECTRIC COMPANY

Revenue: 1926 1927 1928

Mandellline 1239,865 $260,698 $283,573

Per cent of total 9.56 9.77 10.8

Studewood line $125,685 $149,451 $174,504

Per cent of total 5.0 5.11 5.64

Entiresystem $2,513,727 $2,666,251 $2,631,555

Expenses: Entire system $1,663,219 $1,708,428 $1,566,927

Revenue car miles :

Mandellline 715,816 719,000 658,331

Per cent of total 9.85 8.61 9.67

Studewood line 419,922 472,081 492,294

Per cent of total 5.78 6.31 7.26

Entiresystem 7,261,709 7,485,578 6,805,588

93.5 per cent one-man operated. Schedule speeds have
been slightly increased.

Placing these new cars in service has caused much
favorable comment. There were even a few squabbles
as to which lines they should be assigned to for regular
operation. They have kept down grumbling relative to
the rate of fare.

Kentucky Traction & Terminal Company, Lexington,
Ky. — Some five years ago this property was completely
equipped with new, light-weight one-man cars. On the
city division both the old and new cars had single trucks,
but the new ones weigh 8 tons against 13 tons for the
old. The amount of service was increased 32 per cent
and the property was modernized in every way possible.
As a result the revenue went up 17.7 per cent against
an increase in operating expense of only 4.6 per cent.
The increase in net has been sufficient to pay 7.5 per
cent interest on the cost of the new equipment and leave
an income 29.7 per cent greater than before.

The accompanying tabulation gives a summary of the
results for four years prior to the use of new cars on
the city division and four years after. On the interurban
line new light-weight cars replaced obsolete heavy cars
with similar results. It is the belief of the management
that the re-equipment of the lines has made an improve-
ment in financial results essential to continued operation
of the property.

1,100

Old

1,000-1 Car9

New
Cars

=3 800
D

700

Net Revenue

Gen. and Misc.
Traffic

Conducting
Transportation

Power

g5 Equipment

Way and

Structures

1924-n

Replacement of all the equipment
on the Lexington lines of the
Kentucky Traction SC Terminal
Company saved the property

COMPARATIVE RESULTS WITH OLD AND NEW CARS, LEXINGTON CITY DIVISION
KENTUCKY TRACTION & TERMINAL COMPANY

Four Years with Four Years with Increase or

New Cars Old Cars Decrease

Per Per Per
Car- Cai- Car-
Amount Mile Amount Mile Amount Mile

Passenger revenue $1,152,065 0.281 $975,039 0.313 $177,026 O.OSi

Operating expenses:

Way and structures $108,772 0.026 $128,208 0.041 tl9,iS6 0.015

Equipment 64,687 0.016 65,215 0.021 5S8 0.005

Power 64,288 0.015 *48,089 0.015 16,199 0.00

Conducting transportation 300,536 0.073 266,615 0.086 33,921 0.013

Traffic 15,719 0.005 7.393 0.002 8,326 0.003

General and miscellaneous 94,798 0.023 104,182 0.034 9,383 0.01 1

Total operating expenses $648,803 0.158 $619,704 0.199 $29,098 0.0+7

Net operating revenue $503,262 0.123 $355,334 0.114 $147,927 0.009

Taxes.local 79,876 0.020 70,459 0.023 9,416 0.003

Groesincome $423,385 0.103 $284,874 0.091 $138,511 0.012

Interest charges on new equipment at 7. 5 per cent 53,786 0.013 53,786 0.013

Gross income after interest $369,599 0.090 $284,874 0.091 $84,724 0.001

Average return on investment t 19.3'';

Total car-miles 4,105,368 3,110,222 995,146

Average car-miles per year 1,026.342 777,556 248,787

* The Lexington Utilities Company charge to the K. T. & T. Co. is based on actual production cost, and has bee n
applied to the average cost for 1 924-28 to the four years I 9 1 9-22 as the coal coast was abnornally high in this period,
t Average annual return on the investment of $ 1 79, 289 in new equipment before interest charges.
Italics denote decrease.

Electric Railway Journal — Vol.73, No.15
656

jss

5:
E

O50

'4-5

19-25

1916

VWw cany

in service***^

line with
new cars-

line without-
new cars

1925

1926

On the Penn-Ohio system the line with new cars showed a gain
in gross revenue and in receipts per car-mile while the rest of
the system showed a loss. Note that operating expenses fell
sharply the year after the new cars were installed

Penn-Ohio System, Youngstozvn, Ohio. — This system
placed thirteen new 44-passenger cars in service in Feb-
ruary, 1926, and has kept them almost entirely on one
route, known as the Ohio Works-Struthers line. No
change was made in headways, routing or fares. The
old cars were one-man operated, as are the new ones.
The line with new cars showed an actual gain in revenue
while the remainder of the system had a decrease of
4.4 per cent. While it is not possible to segregate costs,
the entire system showed a reduction of operating ex-
penses of 8.2 per cent.

These cars, of course, are not all of the modern cars
in service on this property. When the franchise was
granted in 1919 there were 100 cars on the property.
Since then cars have been added as follows :

Year

1920

Number Purchased

Coat of New Cars

$80,000

110,500

64,000

182,680

$437,180

1921

1924

1926

Total

Thus a total of 52 cars has been added, so that at least
one-third of the rolling stock is modern.

Many favorable comments have been received, not only
from private citizens but also from city officials and
many others. The purchase of new cars was one of the
many improvements which led up to the granting of an
increase in fare which was obtained in February, 1928.

Ottawa Electric Railway, Ottawa, Ont., Canada. — In
1924 this company entered into an agreement with the
city of Ottawa under which it was called upon to spend
a large sum of money in improvements and extensions.
Sixty new one-man, two-man double-truck steel cars
were purchased and 34 double-truck cars were rebuilt.

Business reached a peak in 1921 due to the large
number of returning soldiers. From this time receipts
fell off slightly year by year. It is noteworthy, however,
that the winter business is increasing while the summer
business is declining. This is attributed to the increase
in automobiles, the number of registrations being twice
as many in 1927 as in 1921. Despite this competition
the total passenger traffic in 1927 was 36,205,095 as
compared with 37,902,198 in 1921, when the population
was abnormally large. There was a reduction to 33,700,-
595 passengers in 1928, as the fares were raised from 5
cents to 7 cents with tickets at 64, cents.
^ Toronto Transportation Commission, Toronto, Ont.,
Canada. — When the Toronto Transportation Commission
took over the Toronto Railway in 1921 costs were ex-
cessive. There were 830 cars, and in addition 70 cars
were taken over from the Toronto Civic Lines. Of these,

483 have been scrapped and the remaining 347 have
been completely rehabilitated and reconstructed. The
management purchased 575 new cars, including two
types of Peter Witt cars and large trailers. When the
old system was taken over the average car had a seating
capacity of 33.2; the present capacity is 53.7, or 62 per
cent greater.

It is not possible to separate maintenance of equip-
ment costs by types, but the following table gives an in-
dication of the effect of modernization:

EQUIPMENT MAINTENANCE COSTS, TORONTO TRANSPORTATION
COMMISSION

Year
1920*

1922
1923

Cents per

Car Mile

4.95

4^51

4.06

Per Cent
Reduction

9.9

Year
1924
1925
1926

Cents per
Car Mile

3.86

3.37

3.31

1927 (7 mos.) 2.98

Per Cent

Reduction

4.9

12.7

1.8

10.0

* Toronto Railway.

The figures for 1920 are from old records of the
Toronto Railway. The labor rates are the same as they
are today, but the amount of work done was barely suf-
ficient to keep the cars moving, while today the rolling
stock is kept in excellent condition and particularly
presentable appearance. Savings in maintenance of
equipment aggregate nearly $500,000 a year. Part of
this figure must be ascribed to the new shops and the
complete rebuilding of the track system. As to the serv-
ice given, the miles per pull-in for the system in 1923
were 2,309. In 1927 this had been increased to 8,244,

11,000.

and in 1928 to more than

Dallas Railway &
Terminal Company,
Dallas, Tex. — Thirty
new Peter Witt type
cars were put in service
on the Sunset-Second
Avenue line in Novem-
ber, 1926, with no
change in headways or
routing. An increase in
fares had been made in
April, 1926, from 6 to
7 cents with five tokens i
for 30 cents. While :
there has been no in- c
crease in riding there
has been a material de-
crease in operating ex-
penses. The total ex-
pense has decreased
from$2,459,971inl926
to $2,187,050 in 1928, or more than

J/eiv cars in service

,§50,000

40000
,250000

150,000

New cars in service

Revenue, line wtth new cars

fine with f

Revenue, remainder of Dallas system

1926

1921

1928

Revenue on the Dallas line with
new cars has held up well, both
in total and on a car-mile basis.
Expenses have shown a sharp
drop

11 per cent. This
reduction is, of course, due to a combination of elements,
of which the new cars are one of the most important. It
also has been possible to speed up the system.

The company is sure that these new cars have im-
proved its public relations and made the customers better
satisfied.

SPEEDS IN DALLAS GO UP WITH NEW CARS

. Years Ended Oct. 31 .

1928 1927 1926

Car-miles per car-hour 9.19 9.06 8.92

Percentof car-miles operated with one man. . 65.31 60.36 49.09

Maintenance of all cars, cents per car-mile. ... 1 . 96 1 . 93 2.71

Total number of passenger cars at end of year 311 311 311

Number of new cars purchased 17 30

Investment in new cars $243,671 $456,933

Electric Railway Journal — June, 1929
657

Executives Attend U. S*
Chamber Annual Meeting

Many problems of interest to transportation

men considered. Traction discussed

by executive committee

MANY executives of the electric railway industry
attended the annual meeting of the U. S. Chamber
of Commerce held in Washington, D. C, during the week
of April 29, 1929. In accordance with the custom of
the past few years the executive committee meeting of
the American Electric Railway Association was held in
Washington during the week, the meeting starting with
a luncheon on May 2. This arrangement has been
adopted to assure adequate representation of electric
railway men at this representative annual meeting of
American business.

Several features of the U. S. Chamber program, in
addition to national business problems and questions of
business policy that occupied the attention of the gen-
eral sessions, were of direct interest to the local trans-
portation industry. The general keynote of the meeting
was "The growing responsibilities of business." Paul
Shoup, president of the Southern Pacific Railroad,
served as toastmaster at the annual dinner of the chamber
on Thursday night, at which approximately 100 leaders
of American business in the several branches of industry
were introduced to the audience. Mr. Shoup, as a pre-
liminary to this ceremony, called attention to the increas-
ing confidence of the American public in business and
business leadership. "This places upon business in turn,"
he said, "a growing responsibility so to conduct its affairs
that it may continue to merit that confidence."

President Barnes Speaks at Luncheon

One of the chamber's luncheon conferences was of
particular interest to local transportation men. President
J. P. Barnes of the American Electric Railway Associa-
tion was among the speakers listed to participate in the
formal discussion. The general topic was "Traffic of
the city and its trade area." In addressing the group
on this subject Mr. Barnes called attention to the effort
being made by electric railways to discharge their full
responsibility to the public in the way of providing the
most efficient possible transportation service, despite the
fact that the public, in failing frequently to understand
the fundamentals of its transportation problem, has made
it particularly difficult for electric railways to provide
that quality of service which they would like to give
and which the public has a right to expect. "The streets
were not designed for storing automobiles," said Mr.
Barnes, and the fact that they are frequently used for
that purpose produces a degree of congestion that results
in seriously retarding the movement of public transporta-
tion vehicles, upon which 75 per cent of the public who
use the streets are dependent. This problem is of more
direct interest to business men than many of them are in-
clined to recognize, according to the speaker. As an
illustration of this fact, he attributed the rapid develop-
ment of neighborhood shopping centers in many cities
to the delays and dangers of congested traffic conditions
in downtown business districts. Since this presents
a very serious condition to property owners and business
men, it behooves the community and particularly business

men themselves to give greater attention to questions of
transportation in their cities than they have been inclined
to give in the past.

Taxation Discussed at Executive Meeting

An interesting innovation at the executive committee
meeting of the American Electric Railway Association
was an active and spirited discussion of electric railway
taxation, sponsored by the taxation committee of the
association and stimulated by the report of the chairman
of that committee, H. L. Geisse, vice-president of the
Wisconsin Valley Electric Company. After the routine
business of the executive committee had been covered,
President Barnes announced the plan of devoting part
of the time available to a discussion of the fundamental
question represented in the assignment to this committee.

Mr. Geisse suggested that one of the benefits which
railway men could derive from the U. S. Chamber meet-
ing is a realization that other basic industries, as well as
the electric railways, are not in a prosperous condition
and have many serious problems to overcome. He sug-
gested further that there is a tendency among electric
railway men to magnify in their minds the difficulties of
finding solutions to their several basic problems He
held that the industry lacks enthusiasm in meeting these
problems, and said that there seems to be more of a
tendency to attempt to live down these difficulties by
a slow, wearing process, than by a resolute frontal
attack inspired by determination to formulate sound
principles and provide permanent remedies.

The tax problem of the electric railways, according to
Mr. Geisse, is related to that of the entire utility indus-
try. In many instances power and transportation prop-
erties are joint enterprises. This may account for the
reluctance evidenced by the executives of many of these
companies to raise the issue of taxes in a fundamental
way. Apparently, he held, there is the fear in the minds
of some utility men of disturbing the situation with
respect to satisfactory power rates for the sake of
remedying a badly confused and unsound situation with
respect to the whole question of taxation.

The speaker outlined the confused tax situation in the
state of Wisconsin as an example of the need for giving
serious attention to this subject. He held that it is im-
portant that utility men agree upon principles of equitable
taxation in order that they may be in a position to suggest
remedial measures which shall provide relief from the
present intolerable conditions for the electric railways
and at the same time insure a fair distribution of the
tax burden in the public interest. In undertaking to
secure relief from the present inequitable conditions, he
suggested the importance of a proper understanding by
utility men of the public's viewpoint with respect to
taxation, as well as their own side of the problem. Data
gathered by the committee illustrate in a striking way
the present confused situation that exists throughout the
country and the need for serious study of this problem.

Committee Reports Presented

Following this introduction by Mr. Geisse, there was
a spirited discussion in which many of the executives
present participated. It seemed to be the consensus of
opinion that the work of the taxation committee should
continue along the lines on which it has been carried
under Mr. Geisse's chairmanship. It was further sug-
gested that there is need for similar studies of many
other fundamentals before the industry, and it was

Electric Railway Journal — Vol.73, No.15
658

2.400.000

pointed out that several of the new special committees
appointed this year by President Barnes are undertaking
similar exhaustive studies of fundamental questions of
major importance to the industry.

F. W. Doolittle expressed the opinion that the industry
is faced with two alternatives — to seek merely reduction
in taxes, which can be obtained by local efforts, or to
develop and secure the acceptance of a broad program
susceptible of national application. L. S. Storrs spoke
briefly in support of the idea of national action in
this matter.

Brief reports were presented by the chairmen of the
committees on finance, subjects and meetings, deprecia-
tion, insurance, industial relations, co-operation with state
and sectional associations, convention exhibit, convention
transportation, Charles A. Coffin prize, manufacturers,
and co-ordination of public transporta-
tion. J. W. Welsh presented the re-
ports of the committees on policy, pub-
licity, membership and manufacturers
contact.

Announcement was made by Presi-
dent J. P. Barnes of the appointment
of the committee on nominations —
W. H. Sawyer, L. S. Storrs, Charles
Gordon, C. A. Ellicott, B. I. Budd
and J. G. Barry.

Comment on the recent regional con-
ference at St. Louis was made by J. N.
Shannahan, chairman Advisory Council.
Mr. Shannahan also read a resolution
expressing appreciation for the work
done by Mr. Storrs in the four years
during which he served as managing
director of the association. In reply, Mr. Storrs gave
hearty thanks to all groups comprising the electric rail-
way industry for the assistance they had rendered during
his incumbency.

R. H. Dalgleish, representing Frank H. Miller, told
of the activities of the engineering association, and W.
H. Boyce of the transportation and traffic association.
F. G. Buffe, representing the Midwest Electric Railway
Association, and W. E. Thompson, representing the New
York State Electric Railway Association, also spoke
briefly. It was decided to hold the next meeting of
the executive committee on Friday, July 12, at New
York City.'

Traffic and Revenue Increase
Continues at Levis

FIGURES for gross revenue and passengers carried
during 1928 by the Levis Tramways, Levis, Canada,
show a substantial increase over the preceding year.
Revenue jumped from $142,584 to $150,814, a gain of
5.8 per cent. The number of passengers increased from
2,506,828 to 2,730,660, an increase of 9 per cent.

Increases occurred in all of the major revenue classi-
fications. The revenue from cash fares increased 6.8
per cent. The revenue from tickets increased slightly,
while the revenue from the sale of the weekly pass
showed a substantial gain of more than 15 per cent.

160.000

140,000

- :£;>:■■: - =100,000

I —

1924

1925 1926

1927

1928

1924

i \.m mm

— i

1925 1926

1927

1928

Traffic has increased steadily at Levis since 1924

The increase in the number of passengers carried showed
about the same trend as the increase in revenue, the
largest gain being made in the pass passengers, a mod-
erate gain in cash passengers and a very slight increase
in ticket passengers.

Both the revenue and the traffic has been increasing
steadily since 1924 although there has been no increase

In a Future Issue

Taxation — not merely a local
problem but one with which every
electric railway in the country is
intimately concerned — to be dis-
cussed by a man who for years
has given close study to this vital
subject.

Year
1924

GROSS REV

Cash

$22,269

r ENUE BY YEARS

Tickets Passes

$102,291

90,684 $11,956
75,475 27,818
73,402 36,704
73,878 42,251

Total
$124,555

1925

21,642

124,282

1926

29,585

132,778

1927

32,478

142,584

1928

34,685

150,814

Year

1924

PASSENGERS
Cash
222,643

CARRIED BY YEARS
Tickets Passes

1,433,552

1,287,744 377,047
1,078,301 853,515
1,065,182 1,116,865
1,077,665 1,306,148

Total
1,656,195

1925

216,420

1,881,311

1926

295,851

2,227,667

1927

1928

324,781
346,847

2,506,828
2,730,660

Weekly passes started June, 1925. Sale of tiokets chanjed in December, 1925,
from strips of four for 25 cents to six for 45 cents.

Cash....
Tickets..
Passes. .

ANALYSIS OF REVENUE IN PER CENT
1923 1924 1925 1926 1927

18.7 17.8 17.4 22.3 22.8

81.3

82.2

73.0
*9.6

56.9
20.8

51.5
27.9

1928
23.0
49.0
28.0

Cash

Tickets..
Passes. .

ANALYSIS OF TRAFFIC IN PER CENT
1923 1924 1925 1926

14.0 13.3 II

86.0

86.7

.5
68.4
*20.0

13.3
48.4
38.3

1927
13

42.6
40.4

1928
12.7
39.5
47.8

•Pass in effect seven months only.

Electric Railway Journal — June, 1929
659

in the population of the territory served. Five years ago
86 per cent of the traffic and 81 per cent of the revenue
was derived from the sale of tickets. Weekly passes were
first tried in June, 1925. During that year they produced
a little less than 10 per cent of the total revenue. The
ratio has increased each year, however, reaching 28 per
cent last year. In 1925, 20 per cent of the passengers
carried used weekly passes, while in 1928 the number was
47.8 per cent of the total. During this period there has
been a slight increase in the revenue from cash fares and
a considerable reduction in the revenue from the sale of
tickets. Figures showing the gross revenue and the
number of passengers carried by years are given in
accompanying tables, as well as analysis of the sources
of revenue and traffic.

Noise Reduced by Improving
Fit of Worn Gears

By E. S. Sawtelle

Vice-President and General Manager

Tool Steel Gear & Pinion Company,

Cincinnati, Ohio

GRINDING gears by means of an emery compound
to improve their fit, and thereby reduce noise, has
recently been tried by the City Railway of Dayton,
Ohio, and the Cincinnati Street Railway. By coating
a noisy gear with heavy grease, applying about a pint
of No. 36 emery powder, and running the car for a

Worn r-£\ New tooth
tooth '

xth 1/ \

Miss-mated and Noisy Set

New
pinion '

A Worn
pinio,

Heavy line shows amount
worn off by abrasive

C D

Effect of energy compound in restoring correct shape of worn
pinion tooth, as shown by plaster casts made during test on
equipment of Cincinnati Street Railway

day, the City Railway has found that the noise can be
largely eliminated, and that by cleaning off the gear
afterward the emery can be removed completely. The
City Railway has used this practice for several years
on all cars where gear noise is especially evident. The
gear expense has been small, and it has been possible
to reduce the noise about 80 to 90 per cent.

Examination of a particularly noisy car in Cincin-
nati showed that the gear and pinion were both some-
what worn and were considerably shouldered. Plaster
of paris casts were made of the teeth, as shown in
the accompanying sketch. After the application of
emery, the car was run for three trips by which time
the noise had died down about 50 per cent. The car
was then allowed to make a fourth trip after which the
cases were removed, the emery and grease completely
cleaned off, new casts made and micrometer measure-
ments taken to indicate the wear since the start of
the test.

No wear could be discerned on the gear, either by an

examination of the cast or by tooth micrometer measure-
ments that were taken at very close intervals all the way
down marked teeth. However, there was a wear of 0.018
on the pinion at the top of the tooth, tapering down
gradually to about a negligible wear at and below the
pitch line. It was plain in this instance that misshapen
gearing was causing interference because the top or
"land" of the pinion was too wide to match up with
this particular gear. The emery wore away this high
spot, developed a curve on the pinion tooth that matched
up with its mating gear, and by so doing produced
smoother action in the mashing. At the same time the
wear on the pinion to produce this smoother action was
negligible, and the wear on its pitch line was nil, hence
this treatment did not materially reduce the life of the
gearing though it did grind out the high spots.

After this test, the gearing was relubricated and put
back into service. Two weeks later it was again ex-
amined, and the same marked teeth were measured for
wear. This was to see if by any chance emery had
remained in the mashing and this caused further rapid
wear of the gearing. No evidence of this could be
detected. During this test a careful check of bearings
was also made to see if there was any indication of
bearing wear or of emery getting into the bearings.
However, nothing of this sort was found.

Less Than One Per Cent of Fifth
Avenue Customers Are Parkers

INVESTIGATION made by the sub-committee on
parking of the Citizens' Street Traffic Committee of
New York, shows that less than 1 per cent of approxi.
mately 140,000 customers in the Fifth Avenue shopping
district on May 6 availed themselves of the privilege of
parking their automobiles in front of these stores. Nearly
3 per cent came by chauffeur-driven automobiles and a
somewhat smaller number by taxicab. The great major-

ANALYSIS OF TRANSPORTATION USED BY 5TH AVE. SHOPPERS

Self- Chauffeur

Driven Driven

Pedestrians Automobile Automobile Taxi Total

Department stores 66,541 745 1,786 1,475 70,547

Specialty stores 47,680 241 1,418 1,214 50,555

Ladies' apparel 4,224 187 305 199 4,915

Mens' apparel 1,799 27 99 72 1,997

Banks 1,794 23 30 31 1,871

Miscellaneous 8,294 108 238 135 8,775

Total 130.332 1.331 3,876 3,126 138,665

Per cent of total 93.9 1.0 2.8 2.3 100.0

MAXIMUM HOURLY TRAFFIC

Department stores

Specialty stores

Ladies' apparel

Mens' apparel

Banks

Miscellaneous

Combined total 1 38,665

Number in

Per Cent

All Day

Maximum

Total

Hour

Total

70,547

14,927

1-2

21.15

50,553

8,652

3-4

17.2

4,915

772

12-1

15.7

1,997

291

2-3

14.6

1,878

378

2-3

20.1

8,775

1,336

12-1

15.2

26,356

1-2

19%

ity, about 94 per cent, were classified as pedestrians. In-
cluded in this classification were all users of public trans-
portation vehicles, except taxicab passengers, who were
separately classified. The survey was made by station-
ing checkers at entrances to some 50 representative stores
in this district. No questions were asked of the cus-
tomers, the checkers depending upon their own observa-
tions to determine the means of transportation used.

Electric Railway Journal — Vol.73, No.15
660

12 '2

Cross and front
sectional plans of
the equipment foi
the Foutz cooling
system, showing
the location of
the various
parts

Efficient Cooling System

for Bus Engines

System for dissipating the latent heat
or vaporization warms engine quickly,
maintains high jacket temperature
and reduces cylinder heat stress, re-
sulting in more efficient, reliable
operation and less wear

By
ADRIAN HUGHES, JR.

Superintendent of Bus Transportation

United Railways & Klectric Company

of Baltimore

EVERY bus operator realizes that the engine is a
vital and important part of his equipment. The
maintenance and operation of the engine is a ma-
terial part of his expense, and the reliability of the engine
is the principal factor in the rendering of satisfactory
service. Perhaps it is not fully realized by bus operators
to what extent the cooling system affects the operating
cost, the maintenance cost and the reliability of the en-
gine. It does affect them to a great extent, and it is
surprising that although the gasoline automobile engine
has been in use for more than 30 years and has shown
a decided advance in design, there has been little or no
real advance in the cooling system. An increase in the

Developed

thermal efficiency of the engine has been impossible with
the conventional type of cooling, either thermo-syphon
or water circulation by pump.

However, an improved cooling system for internal
combustion engines has been evolved, which, after a
period of three years of experimenting and testing, has
been pronounced satisfactory. The experimentation has
been conducted on buses of the Baltimore Coach Com-
pany, the bus-operating subsidiary of the United Rail-
ways & Electric Company of Baltimore, by Clinton R.
Foutz, inventor of the equipment. The new system
holds promise of bringing about a decided improvement
in the cooling of internal combustion engines, resulting
in a higher thermal efficiency, more reliable operation and
reduced wear. The improvements, which would be ex-

Key to Illustration at Top of Page

2.
3.
4.
6.

Radiator upper water tank.
Radiator lower water tank.
Radiator water outlet.
Venturi tube.
Hose connection.

6. Water pump.

7. Radiator filler cap.

8. Specially designed filler
device to prevent water entering
condenser when filling radiator.

9. Condenser upper tank.

10. Condenser lower tank.

11. Condensate outlet.
Condensate suction hose.
Check valve.
Emergency stop cock.

12.
13.
14.

15. Venturi nozzle.

16. Deaerating and control
valve.

17. Blow-off outlet.

18. Valve adjustment nut.

19. Blow-off valve inlet pipe.

20. Radiator Inlet.

21. Steam condenser.

22. Water core.

23. Normal water level.

24. Water level gage, mount-
ed on dash.

25. Water
connection.

26. Water
connection.

level gage lower
level gage upper

Electric Railway Journal-
661

-June, 1929

pected from a theoretical consideration of this system,
actually have been attained under all operating conditions.

The system uses the simple principles of the old low-
pressure steam power plants. Part of the liquid is
\aporized when the engine heats up, and this steam is
drawn into a condenser in the middle section of the
radiator. In the condensation process the vapor gives
up its latent heat of vaporization. This enormous dissi-
pation is in addition to the regular loss of heat as the
temperature of the water is lowered, so that the capacity
of the liquid for giving off heat is greatly increased.

Some of the advantages resulting from the use of this
cooling system are :

1. Cools effectively at 212 deg. F. or above, tempera-
tures higher than is now possible with present conven-
tional system.

2. Prevents boiling in hottest weather and eliminates
unequal cooling and overheating.

3. Raises water jacket temperatures under light loads
to higher degrees (192-220), and maintains them under
full loads at sustained speeds for long periods of time.
(With vented systems average temperatures are from
90 to 170 deg. F.)

4. Maintains higher water jacket temperatures during
rest periods of motor and for longer periods of time.

5. Warms when the motor is cold and gives a quicker
warm-up of cooling fluid, establishing water jacket tem-
peratures at normal, above 212 deg. F.,
in about one-half the time and at three-
fourths of maximum engine power.

6. Increases brake-horsepower, as dem-
onstrated on dynamometer test stand, un-
der high temperature conditions.

7. Decreases fuel consumption greatly
because of the increase in mean effective
pressure directly due to reduction of heat
loss and resulting improved combustion.

8. Permits the use of alcohol at atmos-
pheric temperatures of 50 deg. F. and be-
low without loss, and at water jacket
terminal temperatures up to about 196
deg. F.

9. Insures the radiator against freezing
by maintaining a constant predetermined
percentage of alcohol indefinitely without
loss by evaporation or boiling away.

10. Cools better at higher altitudes.
(Operation is independent of altitude ex-
cept that the cooling efficiency increases
with the height above sea level, and at
great altitudes may exceed by 20 per cent

the efficiency of conventional types, without considering
the change of atmospheric temperature.)

11. Reduces to a minimum the scale formation of lime
and other alkaline deposits in the radiator and on the
water jacket walls by eliminating evaporation and boil-
ing away of the liquid. (Scale is a non-conductor of
heat and deposits irregularly in water jackets and also
clogs the radiator.)

12. Improves lubrication because of lessened dilution
and uniform high working temperature.

High Temperatures Attained

The primary object of the Foutz system is to operate
the engine at very high water jacket temperatures — in
fact, the water may be above the boiling point at atmos-
pheric pressure. But even at these temperatures the

water inside ot the water jacket remains liquid. It does
not boil and circulates properly, thus providing the neces-
sary heat dissipation from the cylinder walls and abso-
lutely preventing the engine from overheating. An over-
heated engine is one in which some part fails to function
normally. No matter how high the water jacket tem-
perature may be, an engine is not overheated until the
oil is burned from the piston rings and cylinder walls.
In the conventional system seizure may occur even

In the latest design, the central
portion of the radiator is used
as the condenser and the two
side portions for the circula-
tion of water

The condenser for one of the first in-
stallations consisted merely of a
copper coil mounted on the front of
the bus

though the jacket temperature may
be considerably lower than the boiling
point of 212 deg. F. when distortion
occurs. Overheating usually is the
direct result of unequal heat dissipa-
tion from wetted surfaces of the
combustion spaces, causing some
parts to become hotter than others.
In the conventional vented auto-
mobile cooling system this overheat-
ing occurs before the water reaches
its atmospheric boiling point, because no pump can either
lift or force water near this temperature and the circula-
tion of water practically ceases. As this occurs the vented
system breaks down and overheating results. In the
Foutz system the circulation does not decrease at high
temperature, but increases. Thus it is evident that the
overheating is not caused by temperature of operation
but by unequal heat dissipation. By balancing the cir-
culating fluid by the pressure of its vapor, keeping it
liquid, at a high predetermined temperature for opera-
tion, and utilizing the fundamental principle of the latent
of vaporization, this system at temperatures of 220 deg.
and 230 deg. F. has a capacity of heat dissipation several
times greater than any vented system at 190 deg. F.,
assuming the vented system could be operated at so high
a temperature.

Electric Railway Journal — Vol.73, No.15
662

The equipment for this system is surprisingly simple.
For application to the usual pump-driven circulating sys-
tem it consists of four principal parts. The first part
is a temperature control valve adjustable to the tempera-
ture of operation desired, the second is a Venturi tube
with nozzle of special construction, the third is a con-
denser, and the fourth is a safety blow-off valve set for
about 5 lb. In addition to these parts, a water level gage
should be mounted on the dash of the bus, and, if desired,
temperature indicating instruments also can be installed.

The Venturi tube is placed in the lower suction hose
connection from the bottom of the radiator with the
nozzle facing the pump. The connection between the
Venturi tube and the bottom of the condenser and the
connection between the Venturi tube and the pump are
made with flexible hose connections, but it is necessary

240

220

•J 200

* 180

£l60

f MO

£120
c
t 100

■
9- 60

I 40

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,-- 1

*-"

Cu
Cu
Cu

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-ye '
rye ,

-Ve

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utz
utr

'sysi
sysi
sysi

em.

em ,
em.

here
loac

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'ton

ISOh
'99.9

Vr.p
Vrp
0ffr.fi

m..i

m.,2
m.,3

at
m

996

hfip
k/tp
b.hp.

10 12 14 16 18 20 22 24 26 28 30

Time in Minutes

Comparative warm-up periods for the conventional vented and
Foutz systems. Under the same load the vented system re-
quired sixteen minutes to reach a temperature of 92 deg. F.,
while the Foutz system required only 5.5 minutes. Curve No.
3 shows that at a constant load of 39.96 b.hp. a 92-deg. tem-
perature was reached in 1.8 minutes

to insert a piece of brass pipe in the latter connection
because of the low pressure which sometimes exists.
The condenser is connected between the air space in the
upi>er part of the radiator tank, at a point as high as
possible above the water level, and the nozzle of the
Venturi tube. The temperature control valve is con-
nected with the top of the radiator.

The radiator and water circulating system must be
entirely sealed against admission of air, so that the
radiator filler cap must be supplied with a gasket. It is
also necessary to reduce the area of the radiator through
which the circulating water itself passes from the water
jacket of the engine because a considerable cooling is
obtained by the condensation of water vapor in the con-
denser. The safety valve is connected from the air
space at the top of the radiator above the water level and
is usually set for about 5 lb. pressure, corresponding
to 230 deg. F.

In the early experiment the condenser consisted merely
of a copper coil mounted on the front of the bus, an
arrangement which detracted from the appearance of
the bus, and which also obstructed the passage of air
through a large area of the radiator. To overcome
these objections a radiator was designed, the central
portion of which was used as the condenser and the two
side portions for the circulation of water. Its appear-
ance is very similar to the ordinary radiator.

When the engine is started cold and water is circulated
by the pump a vacuum is produced in the Venturi tube

and air is drawn from the condenser. This air is mixed
with the water by the impeller blades and forms an
emulsion of air and water. This air-water emulsion
may become so intimate that the proportion of air en-
trained may exceed 50 per cent of the water. The
specific heat of a 50 per cent mixture of air and water
is only 0.62, so that less heat is carried from the engine
walls and the warm-up period therefore is shortened.

As the engine warms, the air is driven off until there
is finally no air entrained in the water. The average
specific heat during the warm-up therefore is the mean
difference between 0.62 and 1.00, or 0.81, so that the
rate of heat transfer is reduced 19 per cent. In addition
to this factor of the reduction of the warm-up period
the water capacity of the cooling system is reduced by
about one-fifth and the water cooling area of the radiator
one-third by the use of the center section of the radiator
as the condenser. There is therefore just two-thirds of
the water cooling area and four-fifths of the quantity
of the water, which would reduce the warm-up period
by the product of these two to eight-fifteenths, or 53 per
cent. That is practically one-half the time. These
factors, combined with the reduction of specific heat of
the fluid, gives a warm-up period equal to the product
of 53 per cent and 0.81, or about 43 per cent of the
usual time:

When the temperature of the fluid approaches the
point for which the temperature control valve has been
previously set, say 220 deg. F., and sufficient steam is
generated, the valve opens and allows the entrained air
and a little vapor to escape. During the warm-up period
the condenser does not act as a cooling factor except for
the detained air.

After the contained air is ejected from the system
the second stage of operation starts — the circulation of
water under its own saturated vapor pressure. By this
process the boiling point is raised 58 deg. above the
atmospheric boiling point of 212 deg. At 212 deg. F.
in this system the liquid's fluidity is identical with water
in a vented system at 100 deg. F.

As the temperature of the circulating water increases,
there being no more air present, more and more vapor
is formed in the jacket and drawn into the condenser.
The cold condensate which forms is returned through
the Venturi nozzle and into the pump. The dynamic
suction at the Venturi nozzle varies with the speed of
the pump and the engine, increasing rapidly with the
engine speed. With increased engine speed more heat
is generated and absorbed by the water, but this is taken
care of by the greater dynamic suction on the condenser
which increases the heat dissipation. The condensation
thus forced keeps the steam pressure from increasing by
reducing the saturated vapor volume. By this means a
system of heat dissipation is established which is without
limit as to capacity. With proper design an amount of
heat dissipation may be procured to meet full load condi-
tions or, under partial or light loads, to maintain ap-
proximately the same high temperature necessary for
efficient engine performance.

The static vacuum created in the condenser by the
Venturi nozzle varies from 2 or 3 in. of mercury to 20
in. or more. Vapor is drawn from the surface of the
water in the radiator and condensed, the latent heat of
vaporization being dissipated in the change from steam
to water. Thus ebullition, or the boiling of water on
the surface of the engine jacket, is prevented. Cold
water is returned to the pump and to the hot water
jacket as fast as formed in the condenser. For every

Electric Railway Journal — June, 1929
663

pound of steam entering the condenser from the surface
of the water in the radiator a pound of cold water is
returned. Thus the quantity of vapor given off regulates
the volume of water returned both from the condenser
and the radiator, and an automatic auxiliary cooling
system is established. Since nothing but steam can enter
the condenser, this system assures rapid heat dissipation
at high temperatures when the engine requires it and a
much retarded dissipation of heat until the engine
reaches its high normal operating temperature.

Because of the ability of this invention to circulate
water at very high temperatures and to maintain it in
its liquid state at those temperatures the water capacity
of the engine jacket and associated parts can be reduced,
and by this reduction in weight of water the warm-up
period can be further shortened. By virtue of this the
Foutz system will operate under light loads at tempera-
tures from 30 to 50 per cent higher than would be ob-
tained with the conventional cooling system. Above this
temperature point the rate of cooling becomes more and
more rapid as the temperature rises, but the comparison
with the conventional cooling system cannot be carried
beyond its breakdown, the limit of which is about 180
deg. in the pump suction and 203 deg. in the jacket.

Experiments Started Three Years Ago

The inventor of the system, Clinton R. Foutz, asked
permission to try out his equipment on buses of the
Baltimore Coach Company three years ago. The pos-
sibility of improvements and savings in the bus operation
seemed sufficient to justify the small trouble and expense
involved in the demonstration, so Mr. Foutz was per-
mitted to equip two buses. The first equipment was
rather crude and naturally many minor difficulties were
experienced, but it demonstrated that the principle was
absolutely correct.

Despite the crude equipment for the first two installa-
tions the results were entirely satisfactory. Conse-
quently, a third and improved equipment was designed.
Further installations were made, until a total of ten
buses were equipped. These buses have operated a
total of more than 662,000 miles. The practical results
obtained have been so satisfactory that it has been
decided to proceed gradually with the equipping of
additional buses.

The improvement in the operation of the buses
equipped with the Foutz system has been pronounced.
In either cold or warm weather the engines heat up to
the maximum temperature in less than two-thirds the
time ordinarily required. They are particularly satis-
factory in the power obtained, freedom from knocking,
etc. They operate continuously in any weather and
under ordinary conditions of load at temperatures from
50 per cent or more above temperatures formerly
obtained. The reliability of the engines has been increased,
very few road calls being necessitated by engine trouble.

In an accompanying illustration curves are reproduced
showing the comparative warm-up periods for the Foutz
and conventional cooling systems. Curve No. 1 for the
conventional vented system at a constant load of 26.66
b.hp., shows a total temperature rise of 92 deg. F. in
16 min. Curve No. 2 for the Foutz system at the same
load, shows a 92 deg. F. temperature rise in 5.5 min.
The maximum temperature of 212 deg. F. was reached
in 22 min. Curve No. 3 for the Foutz system operating
at a constant load of 39.96 b.hp. shows a 92 deg. F.
temperature rise in 1.8 minutes. The maximum tem-
perature of 228 deg. F. was reached in 9 minutes. When

the engine, cooled by the vented system, was operated at
1,800 r.p.m., with the temperature of the water at the
outlet of the water jacket at 200 deg. F., it developed
49 hp. and consumed 0.669 lb. of fuel per horsepower-
hour. When the engine cooled by the Foutz system was
operated at 1,800 r.p.m., with the temperature at the
water jacket outlet at 228 deg. F., it developed 51.1
hp. and consumed 0.672 lb of fuel per horsepower-hour.
At 1,600 r.p.m. and a temperature at the water jacket
outlet of 218 deg. F., the Foutz-cooled engine developed
49.5 hp. and consumed 0.652 lb. of fuel per horse-
power-hour.

Because of the quick warm-up and higher operating
temperature practically no carbon forms in the cylinders.
This reduces the wear on the cylinder walls materially
and also decreases an important labor item. Carbon is
cleaned from the engines every 20,000 miles instead of
every 5,000 miles as formerly, and even at the longer
period the carbon formation is merely a soft soot that
can be wiped off instead of the hard baked carbon
usuallv found. Cylinder wall wear has been reduced
from 0.012 in. to 0.004 in. in 19.000 miles. Also, trouble
with sticky, gummed valves and sticky piston rings has

been eliminated.

■»■ .

Preservative Treatment Used for
Wood in. Car Bodies

By Otto Gottschalk

Engineer of Railway Equipment Department

Havana Electric Railway

CONSIDERABLE difficulty was experienced by the
Havana Electric Railway in the past from dry rot,
and wet rot, particularly at points where water could
accumulate but no air could enter to dry up the moisture.
Checking of the woodwork of cars also took place where
the wood was exposed to the hot sun rays. A native
wood called Sabico was used for end sills, corner and
window posts. This wood was very hard and was not
attacked by the wood borer called "Conejen," but it was
subjected to checking and warping, even more than the
longleaf yellow pine used elsewhere in the car bodies. To
overcome this trouble Saums' preservative has been very
satisfactory. The wood in the car stood up very well
and no checking or warping took place, and no rot has
developed. The "Conejen," or wood borer, has been un-
able to enter the yellow pine because of the difficulty of
penetrating the surface which hardened after the preserv-
ative had been applied.

The company now treats all wood boxes, ladders, lock-
ers, bodies, etc., by a brush application. Dipping is not
used because the wood becomes too hard and difficulty
is experienced with screws or nails. All of the old
type cars passing through for general repairs have been
treated in this way.

An interesting test was made by tapping a section of
Sabico 4 in. x 7 in. x 25 ft., from a dry log. During the
cutting a certain amount of warping or bending took
place, due to the internal stress being released when the
fibers were cut by the saw. A brush application of the
preservative was made at once. The section has been
lying out in the elements for three years, and no warp-
ing or bending has developed and no rot exists. Another
piece was cut from the same log, and not treated. This
was placed alongside the first. A slight indication of
rot has been observed and checking has developed to a
point where the section is useless.

Electric Railway Journal — Vol.73, No. li
664

Track Costs Studied at Detroit

Steel ties and monolithic concrete construction
have proved advantageous

By F. A. Nolan

Assistant to the General Manager
Department of Street Railways, Detroit, Mich.

AMONG the changes made when the properties of the
l\ Detroit United Railways were taken over by the
city of Detroit for operation as a municipal project was
the introduction of steel twin ties. Prior to 1920 the
United was using oak ties on a concrete foundation
for the building of all standard paved track. The city
of Detroit desired a faster and cheaper method of
track construction, and an investigation was authorized
to determine how this could be accomplished. Steel
twin ties were brought to the attention of those in
charge of this investigation and the use of these ties was
immediately tried. The first stretch of track of this
type was laid in September, 1920. This installation and
others made subsequent thereto have been subject to

SUMMARY OF DETROIT TRA^K CONSTRUCTION COSTS

Location

Type of work done

Type of construction

Total length

V 3 :? General

jS: Description

504 Grading

505 Ballast

506 Ties

507 Rails, joints, etc. .. .

508 Special work

510 Track and roadway.

51 1 Paving

516 Crossings

517 Signals

5 1 9 Telephone lines

521 Distribution system.

Totals

MACK
AVENUE

New Extension
Single Track
16,861.0 Ft.

Total

$21,338.07

31,528.48

21,077.09

27,102.07

7,894.17

26.378.78

24,014.88

859.71

91.05

5.31

723.72

$161,013.33

Per
Track
Foot

$1.27

1.87

1.25

1.61

.47

1.56

1.42

.05

.01

;64

$9.55

GRAND RIVER
AVENUE

MICHIGAN
AVENUE

Reconstruction
Single Track
20.787.0 Ft.

Reconstruction
Single Track
20, 112 2 Ft.

Total

$26,856.53
40,663.59

63,338.30

55.12

49,680. 10

37,151.06

394.15

1.00
403.91

$218,543.76

Per
Track
Foot

Total

Per
Track
Foot

$1.29
1.96

3.051

2.39

1.79

.02

$10.51

close observation and results have been highly satis-
factory. The total length of single track in service at
the end of 1928 was 81.85 miles.

The construction using steel twin ties on a concrete
foundation with a compressed concrete pavement results
in a non-flexing track, and this is considered one of the
outstanding advantages of the present construction
practice. Tests have convincingly demonstrated the
existence of a watertight bond between the rails and the
compressed concrete top. This prevents the formation
of water pockets and gives permanent assurance against
pumping. Several sections of this track have been cut
out and it has been found watertight in all instances.
The concrete invariably carried such impressions of the
rails as to illustrate perfectly the bond which had been
achieved. The non-flexing track has never caused any
trouble to the rolling equipment.

Some of the electrically welded joints used prior to
June, 1926, gave trouble due to lack of sufficient
strength, and cracks permitted water to enter. The
adoption of the Thermit process for track joints did
away with the trouble, however, and there has not been
a single failure in a properly made joint in two years.

Reduced cost is another important advantage, an ac-

companying table gives a summary of three typical track
jobs recently completed. Base rates paid for labor
averaged 55 cents per hour during the period in which
this work was done.

The Mack Avenue extension, a typical all-new job of
16,861-ft. single-track length, required a total of exactly
49 days from the time the first shovelful of dirt was re-
moved until cars were operated over it. This was a
winter-time job and special care had to be taken to
prevent portions of the concrete from freezing. The
total cost was $161,013.33, and the unit cost of $9.55
per track-foot is regarded as a thoroughly satisfactory
figure. Similar data are shown for the Grand River
Avenue and the Michigan Avenue reconstruction jobs.
The first of these was paved with asphalt, for reasons
of a special nature at a cost somewhat in excess
of that for standard compressed concrete. The total for
20,787 ft. of single track was $218,543.76 and the unit
figure $10.51 per foot. The total elapsed time on this
job was 48 days. The Michigan Avenue job is detailed
in a similar manner. The total cost for 20,112.2 ft. of
single track was $206,025.92, equivalent to $10.24 per
track- ft. These figures are based

on an analysis made by the A. C.

Nielsen Company.

Better paving is a third major
feature of the present system. The
brick pavement formerly used was
generally unsatisfactory. The brick
themselves were too soft to with-
stand the heavy vehicular traffic,
and it was practically impossible to
get a watertight top surface. Sand
used under the ties was ultimately
washed away by water which seeped
down from above. This permitted
rails to settle and was the cause of
much trouble. Furthermore, the
brick top heaved when water froze
underneath and the brick which pro-
jected was quickly cracked and
worn down. This caused low spots
when the frost left the ground and
patching designed to fill in the low spots was never alto-:
gether satisfactory. Asphalt was equally troublesome,
principally when the flanges of interurban wheels broke
it away from the rails. This permitted water to get
under the top surface and heaving and cracking were
common.

The compressed concrete pavement has been all that
the others were not. Pavement of this type laid nine
years ago is in good condition today. Tarvia patches
have been found to hold satisfactorily under all con-
ditions and there was no possibility of trouble even in
places where other street or excavation work has made
extensive patching necessary.

Corrugation has developed on some of this new
track design and this was first thought to be the result
of non-flexing construction. Investigations, however,
have convinced the management that this is not entirely
the case. A determination by the Detroit Testing Labo-
ratories showed incipient corrugation in the rail before
it was placed in the track and subsequent tests show that
this same rail corrugated as quickly in unpaved tracks
laid with broken stone ballast as in paved track con-
structed by the methods herein described.
Long life is another important feature of the new.

$32,602.82
30,311.13
28,525.63
33,336.81
2,890.60
37,184.19
39,958.36
708.12

508.26

$206,025.92

$1.62
1.51
1.42
1.66

.14
1.85
1.99

.03

.02

$10.24

Electric Railway Journal — June, 1929
665

track design. None of the new track has even ap-
proached the end of its usefulness, but a recent ex-
amination of one of the oldest sections — St. Jean
Avenue between Warren and Shoemaker — indicates
clearly what life may be expected. It appears that this
track will be good for fourteen to twenty more years
of use and that the total life will be somewhere between
21 and 28 years. Apparently rail wear will be the de-
termining factor. An examination at the time this
section of the track was opened up showed that all
other parts of the rail, ties and concrete were in exactly
the same condition as when first put into place. There
was no evidence of water having worked along the rail
in either direction and the compressed concrete pave-
ment bore clearly legible imprints of the die marks
giving the rail mill's name, the date the rails were rolled
and the numbers used to designate the rail section.

Testing Line Breakers

By R. S. Beers
Railway Engineering Department General Electric Company

WHEN a motorman reports that the line breaker
on a car does not always close, a test of some kind
is desirable to ascertain whether the cause is low line
voltage or a weak operating coil. The most accurate
test, of course, is to use an ammeter and variable resist-
ance, first measuring the minimum current required

Leads on A and B 600 Volts

•' C - D 550 i

■ C » B 500 ■

Resistor tube connections for testing all type DB-976 and DB-981

line breakers having coil specifications F-323352

g^ B

1,600
ohms 'i

1,800..
ohms

ISO
ohms->

750 .
ohms ~

m a B 9

tf>

Leads on A and B 600 Volts
' A •• C 550 »
•A « D 500 »

Arrangement of resistor tubes for testing all DB-986 and DB-987
line breakers with coil specifications F-3046442

to close a line breaker that has a good coil and then mak-
ing the same test on the line breaker whose coil is
doubtful. When an ammeter is not available a simple
"rough and ready" test may be made with no other equip-
ment than resistor tubes. This test depends on the fact

that a resistance connected in series with a line breaker
will absorb some of the line voltage and the line breaker
the remainder.

Assume the line breaker will close when 200 volts
are applied to it. By selecting the proper amount of
resistance to connect in series, 300 volts may be absorbed
by the resistance and 200 by the line breaker. With this
arrangement the line breaker will just close when 500
volts are applied to the combination, although only 200
will be applied to the line breaker. If something is
wrong with the line breaker so that it will not close at
200 volts, it obviously will not close when 500 volts are
applied to the combination of resistance and line breaker.
The correct resistance may be determined quickly by
calculation if enough of the line breaker constants are
known. If they are not known the proper resistance
may be determined by a cut and try method.

The success of the test depends on an approximate
knowledge of the trolley voltage, although making the
test with two values of resistance is a reasonable check
on the line voltage. In other words, if the line breaker
fails to close when the resistance for 550 volts is in
circuit and closes when the resistance for 500 volts is
used, it is safe to assume the trolley voltage is about 500.

The test of a line breaker mounted on a car is made
by removing the fuse from the MS -46 control switch and
using the fuse clips as an easy way of connecting the
resistor tubes in the line breaker circuit. Spring clip
connectors, such as are commonly used for radio, are
the simplest means for making the connection to the fuse
clip. Then close the control switch and turn the con-
troller handle to the first point to energize the line
breaker, which should close. If it does not close fully,
probably the coil is partially short circuited and does not
give the pull it should. Although it may be caused by
other faults, such as excessive friction brought about
by too much wear of the bronze bushings that separate
the armature and frame where they are hinged together.
This excessive friction results only when the frame is
magnetized. When the operating coil is dead all the parts
move freely, but as soon as they are magnetized exces-
sive friction is present and can be removed only by re-
placing the worn bushings with new ones.

Riders Outnumber Readers

COMBINED circulation of the Ladies' Home
Journal the Pictorial Review and the Woman's
Home Companion in our large cities is extremely small
compared to the number of car riders, according to
F. R. Barnard, Street Railways Advertising Company,
writing in Printers Ink. Interesting figures to prove
this are given in a table which is reproduced below.

Ladies 1

Woman'*

Monthly

Home

Pictorial

Home

Street

Population

Journal

Review

Companion

Car Riders

Chicago

Philadelphia . . .

2,886,121

77,632

54,246

64,448

135,660,915

1,922,788

55,154

43,071

26,434

79,671,094

995,668

38,059

32,458

33,693

41,297,177

Cleveland

889,519

28,004

27,604

27,877

32.669,933

803,853

25,456

30,493

22,335

34,855,505

773,580

19,798

20.631

15,925

27,168,400

613,422

21.245

18,787

21,599

26,910,071

Buffalo

536,718

15,667

14,560

12,716

16,293,039

Milwaukee. . . .

484,595

15,271

11,009

16,885

18,436,409

Kansas City. . .

467,600

14,665

17,014

14,089

15,690,995

Cincinnati

406,312

17,308

15,780

16,333

14,439,990

New Orleans. . .

404,575

6.632

5,098

8,037

11,970,356

Indianapolis. . .
Louisville

342,718

12,325

17,507

15.701

9,877,777

257,671

7,757

6,585

7,845

8,959,964

Providence. . . .

243,378

12,622

12,929

8,339

12,973,110

Atlanta

222,963

7,200

7,447

8,601

8,014,805

12,251,481

374,795

335,219

320,857

494,889,540

Electric Railway Journal — Vol.73, No. 15
666

2ER0 DAYS ON PULL-INS
MONTH OF APRIL 1929

ASHBY

Butler

Edge, wood

TOTAL

10 II It 13 l» IS Ik IT IS IS 20 tl 22 23 14 25 2« IT 28 28 30 31 ZERO DAYS

W?ImifJfMrMfflM?in\!i\t?M\

oi on i oooo/oo/ 0A0f lni ^

io.acLo.o.o oooooooooooooo o'oloio aotoloioja

Car pull-in "zero board" at one of the Atlanta carhouses. Figures are posted each day, thus keeping the men informed of the

relative standing in the competition for the best record

Improved Machinery
and Practices

Raise Maintenance Standards

on Southern Properties

By
G. C. HECKER

Special Engineer
American Electric Railway Association

METHODS which have led to a reduction of 49
per cent in equipment maintenance costs and have
eliminated 87.5 per cent of the pull-ins on four
Southern properties have been discussed by the author in
the last two issues of this paper. These four properties
— Atlanta, Birmingham, Memphis and New Orleans —
have made this remarkable record in a six-year period
beginning in 1922.

It was in April, 1922, that the Electric Railway Asso-
ciation of Equipment Men, Southern Properties, was
organized. On every hand appears evidence that the
record of progressive improvement on these properties is
definitely related to the activities of the association.
These articles have been written, therefore, to direct
attention to a noteworthy achievement and to emphasize
the value of an association such as this one. There has
been no thought of setting up costs on these properties
for others to shoot at. It is the steady improvement
year after year that makes their performance impressive.

Some of the practices of the mechanical departments
already have been discussed. The present article directs
attention to specific shop practices to illustrate the adop-
tion of improved methods and the increased use of ma-
chines and special devices.

In Atlanta, equipment is overhauled on a 60,000 car-
mile basis, except a few old cars which are overhauled
on a 50,000 mile basis. Some of the methods used, and
the special equipment installed for facilitating the work
and reducing costs, are illustrated.

The liberal use of jib cranes, monorail and transfer
cranes has greatly simplified the handling of the heavy
equipment in the shops. A home-made electric hoist
mounted on a jib crane has increased the capacity of the
wheel press about 30 per cent, with less physical effort.
The hoist is worm driven and requires no brakes.

Failures due to lightning have been reduced greatly by
equipping all cars with aluminum cell arresters and im-
pedance coils. Ground wires bolted direct to the bolsters
give a short, low-resistance path to ground. Careful
inspection and periodic testing insure good condition of
the arresters and connections during the lightning season.

Other interesting practices that have reduced equip-
ment troubles in Atlanta are the use of dot pressure
lubricator fittings on brake valves, safety stops for air
brake cylinder levers, field jumper wires placed inside of
motor cases, flanges on axle collars to prevent entrance
of dirt between collars and bearing flanges, installation
of bolts in the bottom of journal boxes to support dust

Electric Railway Journal — June, 1929
667

Dismantling car trucks in Atlanta. All parts are removed : nd repaired or reconditioned parts are used to replace them

guards, controller drum changes made to eliminate arc-
ing and short-circuiting, and reboring and equipping
older motors with new housings.

In Birmingham the car cleaning, inspection and oiling
are done on a 1,000 car-mile basis. The system now in
effect has permitted a reduction of inspectors from 72 to
40, and in addition has eliminated a night crew of six
men on truck repairs.

Some of the practices developed on this property are
shown in the illustrations. Chrome-nickel steel armature
shafts replace all worn or broken ones. Hair cracks in
axles are located by first wiping the surface clean and
then passing a blow torch flame over the surface. Where
a crack exists oil will come to the surface. It is stated
that this simple method is very effective and has reduced
greatly the time needed to locate cracks in axles.

Bronze bearings have replaced all babbitt-lined arma-

ture and axle bearings. They are tinned while being
spun around by a hand wheel, an ingenious jig clamping
the heated bearing. Axle bearings are now bought fin-
ished on the outside and rough-bored £ in. to T V i n - under
size. They are finished to fit individual axles as needed
in a specially designed chuck. The chuck is made for the
lathe on which it is to be used, the interior being finished
after fitting to the lathe, so that it is perfectly true. To
line up a bearing it is inserted in the chuck and the collar
is tightened on a taper thread. The outside of the chuck
and the bushings used are split so that the bearings are
clamped tightly in place as the collar is screwed up.
This practice not only has increased the life of axle
bearings, gears and pinions more than 15 per cent but has
greatly reduced gear noise.

On motors of the older types the gear case support
has been converted from two-point to three-point by

This Kerlin bending machine has eliminated anvil and
face-plate work in Atlanta

It bends all steel bars up to Jx6 in. and round bars up to 2h in.
diameter. The bars are bent to any angle, with short or long
radius. It is especially advantageous in forming a number of
similar pieces.

Holding work with an air clamp

In Atlanta a home-made air clamp for holding work on the
table of a radial drill press has eliminated about 90 per cent of
the time formerly required to fasten it to the table with bolts.
The device consists of a brake cylinder and piston and a motor-
man's valve, operating the clamp through a lever.

Electric Railway Journal — FoZ.75, JVo.l^
668

welding a steel strap to the top of the case and the motor
frame. This has reduced gear case maintenance work
on these equipments at least 50 per cent.

In the general overhauling of the older type motors all
steel conduit has been removed and the cables incased in
duraduct. As a result many failures due to grounded
car wiring have been eliminated.

The life of half-ball brake hangers has been doubled
and much chattering eliminated by the use of Alemite
lubrication. This practice won a prize last year in
Electric Railway Journal's maintenance contest.

Installation of a pit grinder has practically doubled the
life of car wheels. A new wheel press with a hydraula-
graph for recording pressures has
facilitated wheel installation and
reduced the cost of the work. In
removing wheels from axles a
split steel shell substituted for the
pins ordinarily used has eliminated
the danger to workmen as well as
any possibility of broken wheels
or bent axles.

A screw-jack hoist driven by a

ilway motor has reduced the time
for raising car bodies and increased
the factor of safety. Trucks are
run out from cars under their own
power by using a flexible cable con-
nected to the hoist controller and
one of the motors on the truck.

-Many other improvements that
have contributed to the reduction.of
maintenance costs in Birmingham

Spray-washing cars in Birmingham
permits more frequent cleaning

Every car is now washed once in six or
seven days. The car is passed slowly
through the spray, after which the dirt is
loosened with long-handled brushes. The
car roofs are washed, and it is claimed
that this eliminates streaking of the win-
dows and sides. Cars are rinsed by pass-
ing them several times through the spray.

Above, a chuck that has reduced troubles on old motors
50 per cent

On many of the older motors in Birmingham the armature and
axle housings were badly worn and out of line. The chuck shown
was made for use on a 42-in. lathe. It clamps the motors on the
pole-piece seats, insuring that the housings, after building up with
electric welding, will be bored true. After boring the armature
bearing fit the chuck can be shifted over to bore the axle bearing
fits. A taper pin through the bottom of the chuck insures correct
spacing of centers.

Saving three-fourths the time of straightening axles
This three-wheeled buggy, developed in Birmingham, holds the
axle between centers while it is straightened cold in a hydraulic
press. It has cut the time to about one-fourth that required with
the old practice of preheating.

include a gas-fired oven for heating car springs, a gas-
fired rivet heater, a baking oven for armatures and fields,
individual motor drive instead of shafting and lx-lts, guards
for all gears, belts and band wheels, improved lighting
and other changes that have bettered working conditions.
A lumber storage shed 140x40 ft. adjacent to the
woodworking department has its sides made entirely of
sliding doors, so that with a minimum of handling lum-
ber can be unloaded directly from a car onto the proper
storage racks. A cut-off saw centrally placed in the shed

A truck that replaced four laborers in Birmingham

This storage battery truck, equipped with a locomotive type
crane, is used for handling motors, armatures and other heavy
parts. The same truck has also made unnecessary the periodic
part-time services of a crew of twelve track laborers to handle
car wheels.

Electric Railway Journal-
669

-June, 1929

Below, overhauling electrical equipment in New Orleans

All electrical apparatus, except repaired railway motors, is
tested here. The test panel in the background has a line breaker
on it connected for test. Load resistors and protecting line
breaker are overhead on the wall. A set is provided for testing
aluminum cell lightning arresters.

A labor-saving device for removing and installing
air compressors on the cars

This truck has a minimum platform height of 6i in. and a
maximum height of 174 in. It is used only to facilitate removal
or installation of compressors, which are carried through the
shops by monorail and transfer cranes.

In the air-brake overhauling department

The test set at the end of the central bench tests valves of all
types of air-brake equipment used on the cars. Another set
recently installed is used for testing bus air-brake equipment.

is used to cut lumber to any desired length before it is
trucked to the mill room.

The New Orleans mechanical department, likewise, has
adopted modern practices and has made extensive use of
machinery to reduce costs. Careful, periodic overhaul on
a 40,000 car-mile basis has greatly reduced trouble and
expense. The maintenance system is characterized first
by the thoroughness of the overhauling and testing meth-
ods and second by the completeness of the records kept.
These data are of great value as a check on all of the
operations of the department. It is the writer's belief,
based on a careful examination, that no other company
has more complete data on its maintenance costs.

Some of the New Orleans practices that have contrib-
uted to this result are shown.

In Memphis fewer cars are operated and there is not
an equal opportunity to employ the periodic overhaul

Electric Railway Journal — Vol.73, No.15
670

system. Inspection and car cleaning, however, are on
substantially the same basis as on the other properties.
Some of the best practices are illustrated.

The carpenter shop is completely equipped for turning
out any car body parts. A Wysong Miles belt-type sand-
papering machine is a great time-saver in smooth-finish-
ing lumber. In the paint shop, which is adjacent to the
carpenter shop, all cars are put through on approximately
an eighteen-month basis. The paint shop also does the
necessary painting on the power company's trucks and
automobiles.

All cars are operated from a single carhouse adjacent
to the shops. Inspection, oiling and cleaning of cars are
done here, each inspector being responsible for certain
cars assigned him. As the inspection discloses the need

Removing GE-268 armatures in Memphis

The motor is placed on the carriage, which can be moved longi-
tudinally on a short track. The armature is suspended between
centers, the pinion end housing is loosened and the carriage shifted.
The armature is then lifted by a monorail air hoist and conveyed
any desired point in the shop.

any major repairs to a car it is placed in the shops
id given a thorough overhauling. Like the other three
properties Memphis follows the practice of dipping and
baking armatures and has developed improved methods
of banding armatures, with the result that motor troubles
have been reduced materially. Improvements in bearings
and in lubrication practice have increased the life of
armature bearings from 13,000 to 76.000 car-miles and
of axle bearings from 40,000 to 225.000 car-miles.

In a previous article the writer pointed out that this
group of companies has consistently purchased new cars
and that during the period under consideration the aver-
age annual purchases have been twice as great as in the
preceding years. Undoubtedly credit must be given the
new equipment for much of the performance. Yet all the
modern cars are completely equipped with air-operated
doors, safety features and other auxiliary apparatus re-
quiring maintenance, which the cars they replaced did not
have. Furthermore, many of the new cars are of the
double-truck, four-motor type, with 102 principal wear-
ing parts, while quite a number of the cars they replaced
were of the single-truck type with 29 wearing parts or
the double-truck two-motor types with 56 wearing parts.
In Atlanta in 1922 single-truck cars made 23 per cent of
the total car mileage and double-truck, two-motor cars
45 per cent. In 1927 there were no single-truck cars and
the double-truck two-motor car mileage had been reduced

to 23 per cent of the total. Furthermore, the average
schedule speed has been increased from 9.2 m.p.h. in
1921 to 9.77 m.p.h. in 1927.

Then, too, it must not be forgotten that while new
equipment becomes old equipment in a few years, the
combined maintenance costs and car failures have gone
down steadily on these properties.

Let us take one illustration to show how seriously
these properties regard the matter of car performance.
In April of this year the Edgewood carhouse in Atlanta
operated 357,000 car-miles without a pull-in. It was a
record for the property, extending from April 1 to 10
o'clock in the evening of the 30th. At that time lightning
damaged two armatures. This performance was cele-
brated at a lunch given the carhouse men by the company.
Among those present at the lunch were the principal
officers and the division superintendents. Officers and
department heads congratulated the carhouse organiza-
tion on its record and expressed their appreciation of
the team work, not only in the mechanical department
but between that department and the transportation de-
partment, which had made possible such a high standard
of service to the public.

Factors That Have Brought Success

To sum up I am listing some of the factors which seem
to me to have contributed to the performance achieved
by these mechanical departments.

Interchange of cost and performance data through the

A corner in the Memphis forge shop

The equipment includes two forges, a trip hammer, a Kerlin
bender, a case-hardening furnace, draft fan, anvils, crane and
drill press. This shop serves both mechanical and way depart-
ments and also the power company's garage.

association. This, coupled with inspection trips and dis-
cussions at the association meetings, developed a spirit of
competition and brought about a determination to im-
prove past performance.

Efficient organization for the work to be done.

Competent, intelligent supervision.

Preventive maintenance policy based on thorough, peri-
odic overhauling and systematic rigid inspection of
equipment.

Improved shop methods and practices, and greater use
of machinery and special devices.

Good working conditions in shops and carhouses.

Complete records of costs and performance.

Electric Railway Journal — June, 1929
671

Cleveland Railway Men

Win $25 Maintenance Con

Organized participation in contest
through the backing of manage-
ment leads to large number of en-
tries from Cleveland in track, over-
head line and bus departments.
The equipment department prize
goes to San Diego for the second
time. Contest enters final period
and closes on July 15, both for
third group of #25 department
prizes and the annual awards to be
made at the A.E.R.A. convention
in Atlantic City.

RESULTS of the interest aroused
among the Cleveland Railway
,__ -employees in going after the de-
partmental prizes in Electric Rail-
way Journal Maintenance Contest,
so as to qualify for the company
trophy and departmental certificates
of merit to be awarded at the annual
convention in Atlantic City, were ap-
parent at the last meeting of the com-
mittee of judges held recently in New
York to decide the winners of the
second group of departmental prizes.
Of the four prizes given for the best
items submitted from each depart-
ment — equipment, track, overhead
and bus — three were won by Cleve-
land men.

The prize for the way and struc-
tures department was won by Joseph
Croyle, Cleveland Railway, for his
"One-Man Tie Nipper" idea pub-
lished in the April issue of Electric
Railway Journal. Angus G. Scott
of the Cleveland Railway received the
prize in the electrical and line de-
partment for his "Pole Brushing De-
vice" published elsewhere in this issue.
The "Hinged Pit Cover" suggestion
submitted by L. Rose, also of the
Cleveland Railway, was awarded the
prize in the bus and garage depart-
ment. It also appears in this issue.
In the department of rolling stock
and shops the prize was awarded to
Arthur E. Clegg, San Diego Electric
Railway, for his "Method of Adjust-
ing Brush Pressure" published in the
April, 1929, issue of Electric Rail-
way Journal.

This is the first time in the history
of the maintenance contest that more
than one prize in any given period
has been won by the men of a single
company. Another interesting fact
in connection with the prize winners
during this particular period is that
the equipment department prize,
which is the only one not won by
Cleveland, went to San Diego — the
winner of the bus department prize
during the first contest period.

Of the total number of forty-three
items which were judged for this
second period of the contest, the
Cleveland Railway submitted a far
larger number of entries in each of
the three departments in which its
men won prizes, than any other sin-
gle company represented during this
period of the contest. Obviously,
Cleveland has made up its mind to
capture the capital prizes to be
awarded at the annual convention,
which fall into three classifications;

JULY 15 is the closing date for sub-
mission of entries for the final
group of departmental prizes in Elec-
tric Railway Journal's Mainte-
nance Contest. Be sure to mail your
maintenance article as soon as possible
to Electric Railway Journal. Full
details of the contest may be obtained
by consulting the Oct. 20, 1928, issue
of Electric Railway Journal. If
this is not available, a folder giving
this information, together with sug-
gestions regarding the preparation of
items for the contest, will be mailed
you immediately upon request.

Attention is called to the fact that
the closing date for all entries in the
contest, including items to be judged
for the individual cash capital prize,
company trophy and departmental
certificates of merit, has been changed
from August 17, 1929, to July 15, 1929.
All entries up to July IS, '1929, will
be eligible for these annual awards, as
well as for the remaining group of
departmental cash prizes. Don't delay
sending in your ideas. They may help
your department and company to win
one or more of the several annual
awards that are to be made at the
coming convention of the American
Electric Railway Association at At-
lantic City, N. J.

Standing of Companies and Depart-
ments in Maintenance Contest at
Close of Second Period April 15,
1929.

Department
Company Prizes Winners

Cleveland Ry. . . . Track 2 { L^S?

Line 1 Angus Scott

Bus 1 L. Rose

Total.... 4

San Diego Elec-
tric Ry Bus 1 Charles Herms

Equipment I Arthur C Clegg

Total.... 2

Toronto Transpor-
tation Commis-
sion Line 1 L. H.McAdam

New York Central
R.R. (electrified
section) Equipment I Harvey L. Bullock*

•Mr. Bullock is now electrical equipment superin-
tendent of the Cleveland Union Terminal. Cleveland,
Ohio.

viz., an individual capital prize of
$100 for the best single item sub-
mitted during the year, a company
trophy and special departmental cer-
tificates of merit.

As outlined in the announcement
of the maintenance contest which was
published in full in the Oct. 20, 1928.
issue of Electric Railway Jour-
nal, the company trophy will be
awarded at the annual convention to
the company making the greatest con-
tribution to the improvement of main-
tenance practice in the industry
through participation in this contest.
In determining the winners, the
judges will consider the total num-
ber of items submitted by employees
or officials of a given company : the
extent to which each of the four
maintenance divisions are represented
in the items submitted; the number
of individual departmental prizes
won ; the relative merit of all material
submitted; the extent to which the
ideas presented are applicable to other
properties; and the value to the in-
dustry of the maintenance ideas made
available through participation of em-
ployees or officials in this contest.

The contest has now entered its

Electric Railway Journal — Vol.73, No. 15
672

teSt Prizes in Three of Four

final stage and closes for the year on July 15.
1929. Winners of the four departmental prizes
of $25 each, during this final period, will probably have
a strong bearing in determining the annual prize winners.
It is not too late for organized participation from other
companies in order to give Cleveland a close race for
final honors.

JOSEPH CROYLE

MR. CROYLE is not a newcomer in the electric railway
field, having started in 1889 as a track foreman for the
Johnson Steel Rail Company. In 1890 he was appointed an in
spector, taking charge of the construction of the street railway
on Madison Avenue in New York City. Subsequently he was
made "Flying Trouble Man" for the same concern in
charge of various jobs in Washington, D. C, where
track was to be rebuilt on North Capitol Street. From
Washington he was sent as superintendent to numerous
jobs in Pennsylvania and New Jersey, among them
being the construction of 7 miles of track in Carbon-
dale, Pa., in 1892.

In 1896 we find Mr. Croyle again in New York
where for five years he was in charge of reconstruc-
tion work of the Metropolitan and Third Avenue
Railways, and for three years he was in charge of the
placing of structural steel for the erectors of the sub-
way. In 1906 Mr. Croyle went to Memphis, Tenn.,
as superintendent of construction in charge of special
track work for Ford, Bacon & Davis, and the fol-
lowing year he moved to Gary, Ind. In 1908 and 1909
he went to Little Rock, Ark., for the same firm, in
charge of reconstruction. Next he was sent to Shreve-
port. La., to rebuild the street railway system there.
From 1919 to 1922 Joseph Croyle was employed by
the National Tube Company in Ohio, and in the lat-
ter year became connected with the Cleveland Railway
as track foreman, which position he holds today.

Mr. Croyle may well be considered a pioneer in
track construction work, having seen the continual
growth and expansion in this field since the start of
electric railway operation in this country.

LEONARD ROSE

SINCE 1925 Leonard Rose has been with the Cleveland Rail-
way as assistant superintendent of the motor coach depart-
ment, in charge of maintenance. The experience which Mr. Rose
had obtained previous to his connection with the Cleveland
Railway provided a background to qualify him for his appoint-
ment as assistant superintendent there. He spent two years as
service manager in the New York State district for the White
Company, and came into this position after seven years of work
with the Packard Motor Company of New York, of which five
were spent as technical service manager. The electric railway
field was not new to him, as he worked a considerable period in
the Morris Park shop of the Long Island Railway, where he was
in charge of maintenance of shop electrical equipment. Soon
after his graduation from the Pratt Institute School of Science
and Technology, he was employed by the Brooklyn Edison Com-
pany as inspector of substation construction.

ANGUS G. SCOTT

DURING 1924 Angus G. Scott joined the forces of the
Cleveland Railway and, after having spent some time in the
various departments he was appointed assistant superintendent of
overhead lines, in which capacity he is engaged at the present
time. He was awarded the prize in the electrical and line depart-

Departments

Joseph Croyle

(In Ovul)
Leonard S. Rose

Arthur E. Clegg

Department Prize Winners for Second Period of
Maintenance Contest

ment for his article "Pole Brushing Device," which is an ex-
ample of his aptitude for the application of labor-saving methods
Previous to his employment with the Cleveland Railway he was
affiliated with the Drew Electric & Manufacturing Company, be-
ing assigned, in 1922, to the sales department of railway supplies
following his graduation from the Case School of Applied Science
and Engineering.

ARTHUR E. CLEGG

A FORMER prize winner in the Maintenance Contest, Mr.
Clegg is again a winner in the equipment department with
a simple and accurate method of measuring brush pressure, the
article on which was published in the April issue of Electric
Railway Journal. Mr. Clegg is foreman in the electrical depart-
ment of the San Diego Electric Railway, San Diego, Cal., where
for more than four years he has been in charge of maintenance
of control and motors, as well as the ignition equipment of buses.
Considerable of his experience was gained while he was engi-
neer of equipment in the mechanical department of the Indiana
Service Corporation at Fort Wayne. Previous to that time he
served for seven years with the Westinghouse Electric & Manu-
facturing Company, where he attended the Westinghouse Tech-
nical Night School and spent part of his time in the testing
department and later in the engineering department as engineer
on direct-current railway motor and control.

Electric Railway Journal-
673

-June, 1929

Handy Devices Used in Electric

How ingenious applications of up-to-date
tools and methods are giving improved
results at lower cost in various kinds
of electric railway maintenance work

Pole Brushing Device
Operated by Truck Engine*

By Angus G. Scott

Assistant Superintendent

of Overhead Lines

Cleveland Railway, Cleveland, Ohio

Winner of electrical and line department
prize in second group of entries in Mainte-
nance Contest.

BRUSHING apparatus operated
by a motor truck engine is used
by the Cleveland Railway to remove
corrosion from poles in service, as
well as those which have been in ser-
vice and are being reconditioned in
the storage yard for future use. The
previous method of hand cleaning,
using a stiff wire brush, was ineffi-
cient and it was practically impossible,
even under ideal conditions, to re-
move all of the corrosion before

paint was applied. The use of this
new equipment results in a great sav-
ing of labor and in obtaining a
thoroughly cleaned pole, thus permit-
ting the proper adhesion of paint to
metal and preventing electrolytic
action which surely occurs beneath a
surface covering of paint.

The brushing device consists of
two 7-ft. sections of "Strand" flex-
ible shafting operated by a special
adapter which connects the shaft to
the drive. The adapter is connected
by a chain to a gear attached to the
truck generator. A speed of 1,200
r.p.m. is given. Attached to the shaft
is a stiff, circular wire brush of 10
in. diameter. Another section of
shafting, if necessary, can be safely
added to enable the crew to reach
the upper sections of the pole. The

Maint

special adapter was made and in-
stalled at a cost of $30 and the shaft-
ing is sold by practically any supply
concern.

Other devices, such as drills and
grinders, may also be operated from
the flexible shafting, making it a very
handy tool.

With this device a man can clean
a pole butt and all corrosion from the
sections and places where attachments
had been in one-quarter of the time
it took by the hand method. The
most severe corrosion, of course,
occurs at the ground line and this can
be cleaned out handily with the brush-
ing wheel. After a coat of rust pre-
ventative is applied the pole butt is
good for years of service, the need
for sleeving it in a few years thus
being avoided. The saving afforded
by this device is measured in the
added life of the poles, the longer life
of paint applied and the labor saving
in brushing the pole.

Mandrel for Turning Bus

Brake Drums*

By Charles Herms

General Foreman

San Diego Electric Railway

San Diego, Cat.

BRAKE drums often become
grooved to such an extent that
the brakes will not perform properly.
When solid cast-steel drums are worn
■J in. over standard size it is the prac-
tice of the San Diego Electric Rail-
way, San Diego, Cal., to build thero
up by means of the electric arc and
then to standard size. A tV' n - nickel-
steel welding rod is used and care is
taken by the welder to complete the
job in one operation. This avoids
excessive contraction stresses and
eliminates hard spots which occur
every time a bead is started on cold
metal. The practice in our shops is
to start the first bead very low on

Pole-brushing device receiving power from a motor truck engine is used by the line
division of the Cleveland Railway

*Submitted in Electric Railway Jour-
nal Prise Contest.

Electric Railway Journal — Vol.73, No.15
674

Railway and Bus

enance Work

Nut flattened
Standard tlmkin wheel bearings f »r wrench,

.« ^ K~ _ -•' Mount on lathe

— t^V >"*"1 * ,: ' tall stock.,-

Mandrel used for turning bus brake drums

the outside edge of the drum where
a smooth finish is not essential. For
turning we have found that Blue
Chip Rex triple "A" tool steel makes
an excellent turning tool.

Our first attempts at turning brake
drums was not very satisfactory. We
mounted the drums on the wheel
spiders and chucked the spider in a
lathe. We found it difficult to turn
the drum true with the wheel bear-
ings, consequently we developed a
self-centering mandrel which centers
the drum automatically to the wheel
bearings. On our equipment standard
Timken wheel bearings are used as
guide cones which fit the bearing cups
in the spider. The cones are held
rigidly in place by means of the nut
indicated as B on the accompanying
sketch. The taper C fits into the lathe
center. The mandrel revolves with
the drum and there is no strain on
the mandrel- other than that of hold-
ing the drum true with the wheel
bearings while the lathe chuck jaws
are screwed down on the wheel
spider. The drum is thus driven by
the spider, and the mandrel merely
revolves with the drum. This method
gives absolutely true turning, and
the time required for the operation is
very short. The same mandrel may
be used on various sizes and styles
of drums by making special steel
cones instead of using the Timken
cones.

We find that we can build up and
turn a drum at a cost of 40 per cent
less than the price of a new drum.
Some drums have been built up re-
peatedly and it has proved entirely

successful. It is advisable to make
the final finish on the drum with an
internal grinder mounted on the lathe
tool post carriage to remove tool
marks and give a smooth surface.

Hinged Pit Covers

By L. Rose

Assistant Superintendent Cleveland Railway
Cleveland, Ohio

Winner of bus and garage department
prize in second group of entries in Mainte-
nance Contest.

IN DESIGNING a pit for a new
garage of the Cleveland Railway
the problem arose of obtaining suit-
able covers for an inspection pit 96
ft. long. The ideal pit cover is one
which is light, strong and accessible
at all times, without being in the way.
Curbs were not desired because of
the length of the pit and because it
is necessary occasionally to break the
line of progress of the coaches and
remove a coach before it reaches the
end of the pit.

TWO of the four prize winners in
the second group of departmental
awards in Electric Railway Jour-
nal's Maintenance Contest are printed
on these pages. Look up the winning
items for the rolling stock and the
track departments which were pub-
lished in the April, 1929, issue. These
were "Method of Adjusting Brush
Pressure" on page 544 and "One Man
Tie Nipper" on page 550. They are
widely applicable to railway mainte-
nance and are well worth adopting and
using.

Hinged pit covers — a recent improvement
in the garages of the Cleveland Railway

To meet the needs of this situation
a toggle linkage was designed, as in-
dicated on the accompanying illustra-
tion. By using this linkage and hang-
ing three 1-ft. sections of pit clover on
alternate sides of the pit, opposite the
light recesses, a pit covering was ob-
tained which meets all the require-
ments. In this installation the covers
were of a conventional type of sub-
way grating. The toggle linkage was
supplied by the manufacturer of the
grating, and the supporting angle
brackets were arc-welded onto the
curb angles forming the top of the
pit. The grating was properly drilled
at the factory so that the assembly
was simplicity itself.

The hinged or toggle end is lifted
up and back until the "drop" end
clears the curb angle. The cover is
then lowered until it hangs in place
on the toggles, as shown. By prop-
erly proportioning the linkage and
locating the screws, the covers will
hang close to the wall and flush with
the floor.

While the initial cost of this in-
stallation is somewhat more than that
of a conventional type the advantages
outweigh the cost when appearance,
convenience and the savings of time
and labor are considered.

Pneumatic Jig for Truck
Assembly*

By Charles Devers

Supervisor of Methods
Pittsburgh Railways, Pittsburgh, Pa.

LINE production methods are used
** for all work on truck mainte-
nance in the Homewood shops of the
Pittsburgh Railways. When this
plan was first introduced it was a
radical departure from any estab-
lished precedent, and naturally there
arose quite a number of serious prob-
lems. One of those which had to
be solved concerned the work neces-
sary for final truck assembly. After
much study a pneumatic jig was con-

Electric Railway Journal — June, 1929
675 .

Truck assembly jig before any parts have been placed in position

Truck, frame resting on center supports. The bolsters and springs
are in position while the wheels and motors rest on the car-
riages at the end of the truck frame

Here the wheels and motors are in position and the pneu-
matic wrenches are tightening the journal box bolts

structed which performs most of the
assembling operations and so lightens
the work that two men can do the
entire job.

In this work the truck frame is the
first unit put upon the jig. The
frame is held in alignment by two
small pieces of channel iron, one on
each side at the center. The next
operation is the placing of the wheels
and motors in position. Four pneu-
matically operated carriages receive
the wheels and move them and the
motors into their proper position.
Bolster springs and bolsters are then
placed in position. The springs are
compressed by use of two 12-in. air
cylinders, which are fastened under-
neath the jig. After the springs have
been compressed the bolster tie straps
are tightened up. Eight pneumatic
wrenches are permanently installed
underneath the journal box bolts.

These wrenches are
raised into position by
air cylinders and tighten
the eight journal box
bolts simultaneously.

Through the use of
this jig two men carry
out the entire work of
truck assembly. They
install wheels, motors,
bolsters and springs to
eighteen trucks, each
working day of eight hours. The in-
stallation of this jig in the shop has
effected a considerable saving in both
time and labor.

Costs Cut by Use of High
Pressure Grease System*

By C. B. Hall

Chief Clerk Mechanical Department

Virginia Electric & Power Company,

Norfolk, Va.

ITH the addition of two
'Dot" electrical lubricators to
the equipment of the bus department
of the Virginia Electric & Power
Company, a saving in time and labor
of 50 per cent has resulted. Oper-
ation of the new high pressure sys-
tem is managed by one man in

*Sttbmitted in Electric Railway Jour-
nal Prize Contest.

Lubricating a White bus with new electrical lubricator

approximately one-half the time
required previously when a hand
operated two-man gun was used. The
new equipment cost $195 and is
arranged for 110-volt, 60-cycle a.c.

operation.

Brush Tension for Railway

Motor Brush-Holders

By R. N. Cresswell

Engineering Department Westinghouse

Electric & Manufacturing Company

Homewood Works

MORE care is being used today to
apply the proper tension to car-
bon brushes than was exercised sev-
eral years ago. This has resulted in
the use of higher tension, since better
results are obtained. It is not pos-
sible to get good results by applying
the same tension on brushes that is
used under different operating condi-
tions. For this reason any tension

force to be measured at '
center line of carbon when
spring is in the same position ^
as ittakes when a new carbon |g
is in the brush-holder t. -i"

L . ' O

Brush and brush-holder, showing point
where force of fingers should be meas-
ured

that may be recommended might not
prove satisfactory for all cases. How-
ever, a tension of 6 to 8 lb. per finger
has proved satisfactory on brush-
holders that use more than one finger.
On brush-holders that only have one
finger per holder, a tension of 10 to
12 lb. per finger should be used. In
some exceptional cases it may be nec-
essary to increase these tensions 50
per cent. It is best that the tensions
be applied to the brush-holders when
they are in the shop. In this way
a more uniform tension may be ap-
plied as it is easier to get a more ac-
curate measurement. The tension
should be taken from a point at the
center of the contact surface on the
finger. This should be done when the
contact surface of the finger is in a
horizontal position, or the position it
should be in when used on a new
carbon.

Electric Railway Journal — Vol.73, No.15
676

Useful Equipment

Light- Weight Concrete
Breaker

THE Sullivan Machinery Com-
pany has recently put on the mar-
ket a new concrete breaker known as
the "K-2 Buster." Its weight is com-

The "K-2" con-
crete breaker has a
push-type lever
throttle valve and
U-type side rods
acting as equalizers

from the
Manufacturer

free-floating piston of tool steel. The
drop forge handle incloses the valve
mechanism while the valve is of the
hollow shell, cylindrical model, in-
closed in a valve box with cover.

paratively low, only
76 lb., yet it is
strong and easy to
handle, while vi-
bration is kept to a
minimum, thus de-
creasing the fatigue
of the operator.
The K-2 uses any
of the regular
forms of tools made
of hexagon steel, with plain hexagonal
shanks. It requires f-in. air hose, is
entirely newly designed and has a
cylinder turned and bored from a
solid bar of alloy steel with a simple,

Mortar Flow Pulsator

THE mortar flow principle in track
construction is that after the con-
creting of the modern steel tie type
of track structure, the whole should
be so moved in the wet concrete as to
cause a flow of the mortar and com-
plete contact and bond wherever the
steel of the track structure touches
concrete. This movement must be
very slight, but rapid.

A device recently developed by the
International Steel Tie Company is
called the Mortar Flow Pulsator and
is furnished attached to the compres-
sion tamping machine as shown in the
illustration. It is driven by a 2-hp.
550-volt motor and is controlled and
operated on the job by the operator
of the compression tamping machine.

The device imparts 4.800 impulses

per minute to the whole track struc-
ture following the compression tamp-
ing operation and practically unites
all the steel with concrete. Rows of
air bubbles can be observed coming
up along the rail, indicating the dis-
placement of small air pockets as the
mortar comes into close contact and
bond with the steel.

The mortar flow pulsator with the protective guards removed to
show the details

Electric Railway Journal — June, 1929
677

Portable Dynamic Balancing
Equipment

BY MEANS of the stroboscopic
principle, apparatus known as the
Davey Dynamic Balancing Equip-
ment, which weighs only 20 lb., can be
used for determining separately the
static and dynamic unbalance existing
in machines ranging in size from tur-
bines down to fractional-horsepower
motors and correcting both types of
unbalance in turn. The apparatus is
being manufactured by the Electrocon
Corporation, New York, N. Y. In
an accompanying illustration are
shown the three parts : the hand lamp,
which contains a special neon tube,

Davey dynamic balancing equipment re-
moved from the case. From left to right
the parts are: hand neon lamp, phase
adjuster, and "Vibrometer"

is at the left, the phase adjuster is in
the center, and the Davey "Vi-
brometer" is at the right. The equip-
ment can be used where it is advisable
to balance a rotor running under its
own power, where it is advisable to
balance at a speed higher than that
of the available balancing machine,
or where a rotor has become unbal-
anced in service, but it is inadvisable
to dismantle the machine. It is also

Davey dynamic balancing equipment set up
on a motor to determine the static and
dynamic unbalance

applicabje to production balancing be-
fore assembly.

In another illustration is shown a
set-up for testing the unbalance of an
electric motor and determining the
position and amount of the resulting
vibration. When the rotor is illumi-
nated by light flashes from the neon
hand lamp it appears stationary, no
matter what its speed. The phase-
adjuster head is attached to the shaft
or driven by the shaft the same as a
tachometer. The phase adjuster in
the head regulates the light flashes so
that rotor will appear stationary at
any desired point. The Vibrometer
arm is placed in contact with the ma-
chine frame at any point, and indi-
cates not only the amount of vibra-
tion, but also the position of the
frame in its path of vibration with
respect to the rotor in the latter's
revolution.

The vibrations of the machine,
transmitted through the arm of the
Vibrometer, cause a small mirror
within the instrument to oscillate.
Light from an incandescent lamp is
thrown on the mirror, and is then
reflected on to a scale magnified sev-
eral hundred times. The scale is
graduated in thousandths. Red light
from a neon lamp, which is also con-
trolled by the head, is also thrown on
the screen and impinges on the band
of white light. As the phase adjuster
is turned, the red band from the neon
lamp will assume different positions
along the band of light. When it is
at the extreme right, it indicates that
the motion of the machine is towards
the Vibrometer. Thus it is possible
to determine the exact position of the
machine in its path of vibration, and
to establish the connection between
this and the position of the rotor, it is
only necessary to light the hand lamp.
Thus the high spot can be determined
accurately.

New Body Designed for
Mack Buses

AMONG the characteristics of a
* new bus body recently devel-
oped by Mack is the integral skirt
of unit parts construction, the units
of which are replaceable from stock
in all Mack factory branches. The
rub rail has been eliminated and the
doors are equipped with concealed
door hinges and smooth panels, while
improved destination signs and new
types of ventilators are incorporated
on the new bodies. Spare tires are

All joints are mortised and tenoned,
screwed, glued and reinforced by pressed-
steel angle plates and braces

carried beneath the chassis instead of
the rear, allowing for greater over-
hang without increasing over-all di-
mensions. The cowl has been con-
siderably shortened and the steering
column is placed outside the frame
and well forward, thus placing the
driver in the left forecorner of the
body, consequently making more
room available for the use of stand-
ing passengers.

The ceiling of the new body is
smooth, while the aisle space is kept
large to promote convenience for
standees during rush hours. The
bodies are built to accommodate from
29 to 37 passengers and the width is
96 in., thus insuring the maximum
comfort to passengers. To increase
smooth riding rubber shock insulators
are used extensively at all points of
spring suspension.

MflMHHi MHMM

New Mack body is built up on steel structural sills; posts are secured by through bolts to malleable-iron gussets not riveted to sills

Electric Railway Journal — Vol.73, No.15
678

News of the Industry

Utilities Render Aid in
Cleveland Disaster

Cleveland utility companies gave a mar-
velous demonstration of speed and effi-
ciency in a great emergency when explo-
sion and fire, shortly before noon of May
IS, transformed the model Cleveland Clinic
into a death chamber for some 125 doctors,
nurses and patients who were struck down
by deadly poisonous fumes.

A line crew of the Cleveland Railway,
in the vicinity at the time, reached the scene
simultaneously with the first fire depart-
ment equipment while yellow fumes were
still belching from shattered windows and
skylights. Members of the line crew helped
rescue some of the victims and attempted
to revive others whose bodies were car-
ried out by firemen. The offices of the
railway, notified immediately, sent doctors
and nurses to the scene, while bus crews
were mobilized to provide emergency serv-
ice on Euclid Avenue during a three-hour
period in which the railway service was
blocked. Linemen from the Ohio Bell
Telephone Company established emergency
telephone service on a post in the Clinic
yard twenty minutes after the blast.

the Legislature in 1860 and subsequent Midwest Men Meet June 13-15

Traffic Study Suggested
in Houston

The average speed of street cars in
downtown Houston, Tex., is 3i m.p.h., and
that of automobiles a scant one-half mile
better in heavy traffic, Carl Frazer, of the
Houston Electric Company, informed mem-
bers of a suburb improvement club.

Merchants of the Texas city insist that
much patronage comes from automobiles
parked near their stores. Pressure from
them on the city administration has blocked
efforts to abolish the 45-degree angle
parking.

Mr. Frazer recommends a study of the
factors responsible for traffic snarls. Speed
of both street cars and automobiles through
congested sections could be hiked 100 per
cent with intelligent regulation, he be-
lieves.

The Texas city has traffic control lights
which operate on a "ripple system," calcu-
lated to allow vehicles to proceed unin-
terrupted at 10 m.p.h. In actual practice,
Mr. Frazer points out, the automobilist is
forced to stop at each intersection. "The
ripple system is really an obstacle to traffic,"
he declared.

Another New York City Fare

Plea Disallowed

The New York Transit Commission on
May 21 rejected as illegal the 7-cent fare
tariff sheets filed on June 22, 1928, by the
Drydock, East Broadway & Battery Rail-
road, one of the Third Avenue Railway
Company's subsidiary surface car lines.
Chairman William G. Fullen declared that
the question of "reasonable return" raised
by the company had no bearing because the
5-cent fare was "contractual in nature" due
to the form of franchise grant made by

Chairman Fullen questioned whether a
higher fare would remedy conditions. The
falling off in traffic, in his opinion, "is ap-
parently due in large part to the slowing
down of its operation as a result of the
interference of increasing vehicular traffic
in some of the narrower streets of lower
Manhattan and to the existence and advent
of competing lines with shorter running
time and the same fare."

Counsel for the company said the case
would be taken to the courts.

The annual meeting of the Midwest
Electric Railway Association will be held
at the Chase Hotel, St. Louis, Missouri,
June 13, 14 and IS.

The Midwest Claims Association will
meet at the same time and place. On June
14 a joint meeting will be held.

Entertainment is in charge of Barney
Frauenthal of the St. Louis Public Serv-
ice Company, operating both railway and
bus lines in St. Louis. Details of the
program will be announced later.

Prosperity a Delicate Economic Balance

Committee on Recent Economic Changes Says the Country Must

Skillfully Apply the Principle of Equilibrium in

Every Economic Relation

WHILE America has a promising fu-
ture, the outstanding fact illuminated
by the survey made by President Hoover's
Committee on Recent Economic Changes
is that the country cannot maintain its
economic advantage or hope fully to real-
ize on its economic future unless it con-
sciously accepts the principal of equilibrium
and applies it skillfully in every economic
relation.

The committee notes that while the period
1922-1929 has been one of intense activity,
conditions have remained spotty, from in-
dustry to industry and from region to re-
gion. Despite this spottiness, however, al-
most the total people have been bettered
in their situation by the increasing pro-
ductivity.

Standard of Living Is Rising

While rayon manufacturers have worked
at top speed, cotton mills have been on part
time ; while the silk hosiery industry, the
women's shoe trade and the fur business
have been active, there has been depression
in the woolen and worsted industry ; while
dairying has been prosperous, grain brokers
have been depressed. Coal mining has been
in difficulties, and classes of wholesalers
and retailers have been under grave eco-
nomic pressure. Progress has been made
toward more stable employment in seasonal
industries, yet "technological" unemploy-
ment, resulting from displacement of
workers by improved machinery and
methods, has attracted attention.

Geographical differences also were noted.
The Pacific States have made an ex-
traordinary advance ; the South has rapidly
developed as a manufacturing area; the
East North-Central division has grown;
while the New England states and, to some
extent, the Middle Atlantic section, have
developed less rapidly and have experienced
some difficulties in adapting their older in-
dustries to new conditions.

In spite of variability, of difference in
activity as between groups and areas and
industries, the rising standard of living
characteristic of this period was widespread
and lias reached the highest level in the
national history of these United States.

Electric Railway Journal — June, 1929
679

In speaking of saturation points of pro-
duction, the report states :

"The survey has proved conclusively
what has long been held theoretically to be
true, that wants are almost insatiable; that
one want satisfied makes way for another.
The conclusion is that economically we
have a boundless field before us ; that there
are new wants which will make way end-
lessly for newer wants, as fast as they are
satisfied.

"We have the power to produce and the
capital to bring about exchange between
the producing and consuming groups. We
have communication to speed and spread
the influence of ideas. We have swift and
dependable transportation. We have an
educational system which is steadily rais-
ing standards and improving tastes. We
have the sciences and arts to help us. We
have a great national opportunity.

"We seem only to have touched the
fringe of our potentialities."

As the committee sees it, to maintain
the dynamic equilibrium of recent years is,
indeed, a problem of leadership which more
and more demands deliberate public at-
tention and control. Research and study,
the orderly classification of knowledge,
joined to increasing skill, well may make
complete control of the economic system
a possibility. The problems are many and
difficult, but the degree of progress in re-
cent years inspires us with high hopes. The
committee says :

"In the marked balance of consumption
and production, for example, the control of
the economic organism is increasingly evi-
dent. With the development of a stream of
credit to facilitate business operations, and
with flexible power to energize industry and
to increase the effectiveness of the workers,
has come an increasing evenness in the flow
of production. Once an intermittent start-
ing and stopping of production-consump-
tion was characteristic of the economic
situation. It was jerky and unpredictable,
and overproduction was followed by a
pause for consumption to catch up. For
the seven years under survey, a more
marked balance of production-consump-
tion is evident.

"To maintain this balance, and to extend
it into fields not now in balance with the

more prosperous elements of the nation, is
clearly an important problem of leadership.
With certain natural resources still waste-
fully exploited, with great industries such
as agriculture and coal mining still below
the general level of prosperity, with certain
regions retarded, there remains much to do.
To bring these more fully into the stream
of successful forces is a problem of the
first order.

"Our complex and intricate economic
machine can produce, but to keep it produc-
ing continuously it must be maintained in
balance. During the past few years equi-
librium has been fairly well maintained.
We have not wasted the hours of labor by
strikes or lockouts. Until recently we have
not diverted savings from productive busi-
ness to speculation. There has been bal-
ance between the economic forces — not
perfect balance, but a degree of balance
which has enabled the intricate machine to
produce and to serve our people."

Cleveland Men Restive

The Cleveland Railway, Cleveland, Ohio,
has declined to sign a contract with Divi-
sion 268 of the Amalgamated. At a spe-
cial meeting of the union on May 17 a
motion was offered to walk out at mid-
night on May 19 if no agreement had been
signed by that time. This motion was
hotly debated, and a substitute motion
finally was adopted instructing officers of
the union to make one more effort to obtain
a contract. If this fails another special
meeting will be called, probably for the
purpose of authorizing a strike vote.

Union officials say they do not want a
closed shop contract, which was outlawed
by the Supreme Court in the 1924 con-
troversy, but will be satisfied with an open
shop contract. The agitation for a con-
tract is especially acute this year because
of the probable acquisition of control over
the company by Van Sweringen interests.
The men state that they want assurance
that they will be protected in their wages
and work in the event of a change in con-
' trol. They are also concerned about the
substitution of buses for street cars on some
lines.

utility to acquire land by eminent domain
until the persons having an interest in the
land are notified of the hearing. Commit-
tee on public utility and transportation had
previously recommended that it do not

pass.

Dr. McClintock to Survey
Kansas City Traffic

A traffic survey of Kansas City, Mo., is
being arranged to start June 15, under the
direction of Dr. Miller McClintock.

The idea originated with the Chamber
of Commerce and a committee known as
the city wide traffic committee was named
representing the chamber, the city, the
Kansas City Public Service Company and
other public utilities, and various associa-
tions of merchants and business men.

Theodore M. Matson will be chief en-
gineer of the project, and the resident
representative of Dr. McClintock.

Until now the regulation of traffic in
Kansas City and legislation concerning it
have been a hit-and-miss matter.

Action Expected on Chicago
Unification Bills

Action is expected on a number of utility
bills before the Illinois General Assembly
at Springfield adjourns sine die, probably
early in June.

The bill is still in committee which re-
quires a public utility that makes use of
streets or alleys to obtain a franchise or
license from the city in addition to a
certificate of public convenience and neces-
sity from the State Commerce Commission.

The eight Chicago traction bills, which
have passed the House, are in Senate
committee on utilities. It is expected an
effort will be made to amend the bills so
the terminal permit will not apply to down-
state. Such amendment was killed in the
House committee and on the floor and it is
believed it will be killed by the Senate, if
offered.

On May 21, the Senate passed, without
opposition, a bill which removes from the
Public Utility Act the provisions for ap-
pointment, term of office and salary of the
secretary of the Illinois Commerce Com-
mission and leaves such provisions under
the Administrative code.

According to a House bill on third read-
ing in that branch, the Illinois Commerce
Commission shall not authorize any public

Parking Ban Successful
in St. Louis

The ninety-day trial period of the no-
parking rule for Washington Avenue,
Olive and Locust Streets, St. Louis, Mo.,
proved so helpful to the movement of
street cars, buses and other vehicular traffic
through the downtown section, Director of
Streets and Sewers Brooks has presented to
the Board of Aldermen a bill to make the
regulation permanent. The trial ordinance
was passed last February and the ninety-
day period expired on May 16. Director
Brooks has also started a movement to
eliminate all parking in alleys in the con-
gested districts of the city.

Excellent Business and Social
Program for C.E.R.A.

Two morning business sessions will be
held at the summer meeting of the Central
Electric Railway Association, at the Golf-
more Hotel, Grand Beach, Mich., June 27
and 28. The program for these sessions
follows :

"City Fares and Municipal Growth," by
Walter Jackson, fare consultant, Mount
Vernon, N. Y.

"Type of Bus Best Suited for City
Transportation," by Del A. Smith, general
manager of the Department of Street
Railways, Detroit, Mich.

"Bus Policies of an Electric Railway
Company," by Thomas Fitzgerald, vice-
president of the Pittsburgh Railways, Pitts-
burgh, Pa.

"Effect of Flat Rate Taxicab Operation
on the Revenue of Street Railways and
Metered Cab Operations," by H. A. Innes-
Brown, editor Taxi Weekly.

"Improved Interurban Operation," by
J. R. Blackhall, general manager of the
Chicago, North Shore & Milwaukee Rail-
road, Highwood, 111.

Report of "Promotion of More Profit-
able Business Committee," by D. R.
Thomas, president Electric Railways
Freight Company, followed by prepared
discussions on freight and passenger
service.

Elaborate arrangements have been made
for entertainment, including golf, tennis,
bathing, bridge and a sight-seeing tour of
Chicago for the ladies. An informal din-
ner dance will be held Thursday evening
for members and guests of the association.

COMING MEETINGS

June S-S — National Association of
Purchasing Agents, annual conven-
tion, Hotel Statler, Buffalo, N. Y.

June 5-7 — Canadian Electric Hail-
way Association, annual convention,
Montreal, Quebec.

June 1%-ti — Midwest Electric Rail-
way Association, Hotel Chase, St.
Louis, Mo.

June 21-22 — New York Electric Rail-
way Association, Bluff Point, N. Y.

June 27-28 — Central Electric Rail-
way Association, Michigan City, Ind.

July 1-2 — National Motor Bus Divi-
sion, American Automobile Associa-
tion, annual meeting, Hotel Lafay-
ette, Buffalo, N. Y.

July 2i-26 — Electric Railway Asso-
ciation of Equipment Men, Southern
Properties, Lafayette Hotel, Lexing-
ton, Ky.

July 86-27 — Central Electric Rail-
way Accountants' Association, An-
gola, Ind.

Aug. 15-16 — Wisconsin Utilities
Association, Transportation Section,
Hotel Northland, Green Bay, Wis.

Aug. 21 — National Association of
Railroad and Utilities Commission-
ers, Glacier National Park, Mont.

Sept. 28 -Oct. 4 — American
Electric Railway Association,
48th annual convention and ex-
hibit, Atlantic City Auditorium.

Terminal Opening at Cleveland
May Be Delayed

The opening of the Cleveland Union
Terminal, scheduled for Jan. 1, 1930, prob-
ably will be delayed several months as a
result of an injunction issued in Cleveland
by Federal Judge Paul Jones restraining
the Cleveland Union Terminals Company
from entering upon the property of the
Wheeling & Lake Erie unless or until the
Interstate Commerce Commission author-
izes the Wheeling to enter the terminal.

The injunction grew out of a fight be-
tween the Taplin interests of Cleveland and
the Van Sweringens for control of the
Wheeling. The Wheeling directors have
voted to accept a contract offered by the
Van Sweringen interests to enter the ter-
minal for a rental of $20,000 annually and
to sell the Wheeling propery, claimed to be
worth $6,000,000 for $1,600,000.

Since the Wheeling property lies at a
strategic point at the east approach to the
terminal, the entrance to the terminal will
be blocked unless the Van Sweringen in-
terests can acquire it. As a consequence
of the injunction a considerable part of the
work on the terminal development is at a
standstill, and the date for completion of
rapid transit lines, effecting the future of
the Cleveland Railway, is uncertain.

City Manager Hopkins of Cleveland ap-
peared as a volunteer witness before the
commission to urge that the Van Swerin-
gen projects be completed as soon as pos-
sible to prevent injury to business.
♦

New Magazine for Stark Electric

"King Accident," an article showing how
safety pays employees of the Stark Electric
Railroad, Alliance, Ohio, appears in the
first issue of "Trip Topics," a magazine,
published by the Suburban Light & Power
Company covering its various utilities. The
author is O. K. Ayers, vice-president of the
Stark Electric. "Trip Topics," the name of
the new magazine, is an anagram derived
from the first letter of each class of utility
owned by the Suburban — telephone, rail-
road, ice and power.

Electric Railway Journal — Vol.73, No.15
680

Commission Measure Fails
in Texas

In the final vote of the Senate Commit-
tee on State Affairs a bill creating a public
utilities commission for the State of Texas
was reported adversely by a majority of
the committee. The House also has acted
unfavorably on the bill. Governor Moody
submitted the subject at the recent regular
session and at the present special session.
Another special session will be called in
June, primarily to pass appropriation bills
and it is reported that Governor Moody
will again urge the public utility measure.

Special Service for Women
Workers on Night Shift

The Community Traction Company.
Toledo, Ohio, has come to the aid of some
of the important manufacturing concerns
by furnishing them special service. Re-
cently an arrangement was made with the
Electric Auto-Lite Company to take women
workers going off duty at 3 a.m. to their
homes by special coach service. This was
the only method by which the plant could
secure sufficient help for that shift. Special
school lines, some serving railroad yards
in outlying districts, and owl service are
now being provided by motor coach.

Founding of Gary System

Celebrated

The twenty-first anniversary of the birth-
day of the Gary Railway, Gary, Ind., was
celebrated recently with a gala "Parade of
Progress" and by a banquet of "old time"
trainmen and officials. A street car parade
of seven cars, represented the various
stages of the company's development, was
headed by the city's first electric car, old
"101." At that time there were only about
3 miles of track, whereas today the com-
pany operates more than 76 miles of track.
The novel procession traveled over the en-
tire city system, making two round trips
each day. An "Old Timers " banquet was
held on May 20, at the Hotel Gary, many
veterans of the system telling of experi-
ences in the early days. Gary has a popu-
lation of 115,000 today. The city was two
years old when railway service was started.

"Ad" Copy Contest Won by
Jacksonville Company

First award in an advertising contest
during 1928 among Stone & Webster,
Inc., railways and bus companies has
been made to the Jacksonville Traction
Company. The award was made on a
point basis, compiled from monthly re-
ports by the competing companies. At
the end of the year, which closed March
31, totals showed that the Jacksonville
Company had 970 points, a three-point
margin ahead of the Northern Texas
Traction Company at Fort Worth, Tex.
Thirteen other companies competed.

Each month's report was graded on
a basis of a possible 100 points. Of
these 45 were for excellence of copy;
40 for layout and art work, and 15 for
typography. During the entire twelve
months the Jacksonville Company
figured among the first three companies
each month.

With 970 points out of a possible of
1,200 for the year, the work of Herbert
Bayer, advertising manager of the Jack-
sonville Traction Company, was far
ahead of all other competitors with the

exception of the Northern Texas Trac-
tion Company. The Savannah Electric
& Power Company was third with 783
points.

A distinctive feature of Mr. Bayer's
work was the tie-up with stores and
theatres, by which reciprocal store and rail-
way advertising stunts were executed.

Historic Virginia on the Screen

Scheduled for production on the screen
June 1, the Virginia Electric & Power
Company is now producing a commer-
cial and historical film, "For the Old
Dominion," to be shown in every mov-
ing picture theatre in the territory served
by the company.

The "shots" are being made by the
Visugraphic Pictures, Inc. They will
include the thriving seaport city of Nor-
folk, with its atmosphere of charm and
modernism; Richmond, with its Capitol
Square, the Washington Monument and
classic building associated with the birth
of the American nation and the Civil
War period; Jamestown, where the first

Ready to shoot "For the Old Dominion"

permanent English colony in America
was founded; the territory in which the
romantic story of Pocahontas and John
Smith was enacted; Yorktown at which
the closing scene of the Revolutionary
War was staged; Williamsburg, the
first capital of Virginia and seat of the
second oldest college in the country and
where today John D. Rockefeller, Jr.,
is expending millions to recreate the
historic buildings of that quaint colonial
city. In addition, many other historic
points will be woven into the story of
the awakening of Virginia.

The industrial aspects of the film will
include scenes in tobacco factories of
Richmond; its ice, paper and baking
industries, and the rayon plant now in
operation in the territory adjacent to the
Richmond territory. Similar industries
in Norfolk, Portsmouth, Suffolk and
Petersburg will be filmed.

Film studies also will be made of the
sources of great electrical energy owned
by the company in Norfolk, Frederick-
burg, Richmond and Roanoke Rapids.

Officials of the power company say
the film is produced for no other purpose
than to show the "come-back" staged in
Virginia within the past few years. The
historical scenes are expected to add
greatly to the message of the picture.

The picture is being filmed under the
direction of A. H. Herrmann, director
of publicity for the company.

Electric Railway Journal — June, 1929
681

Fare Request in Louisville
Rejected

The lower board of the General Council
of Louisville, Ky., at a regular meeting
on May 21 rejected a proposed bill intro-
duced last February, and calling for a 10-
cent cash fare by the Louisville Railway
with the privilege of issuing tickets at a
reduced rate.

After this bill had been killed the Council
passed a substitute bill drawn by Mayor
William B. Harrison which would continue
the present 7-cent fare and value company
property at $18,000,000, on which a rate of
return of 6 per cent would be allowed.
There was no opposition vote on either
measure.

The Council also authorized the city to
employ William Marshall Bullitt, promi-
nent local attorney, to represent the city in
handling any railway litigation, apparently
deemed inevitable under the circumstances.
No opposition was raised to this Jatter ac-
tion, although it was reported that the
Taxpayers League, had instructed one of
its delegates to the meeting to protest
against Mr. Bullitt's retention.

June 30 Filing Date for

Coffin Briefs

June 30, not July 15, is the final date for
the filing of briefs by entrants from the
electric railway field in the Coffin Founda-
tion prize award contest. The incorrect
date was inadvertently given in the item
in the Journal for May 11 in which the
announcement was made that Canadian
companies were free to compete for the
award.

Wage Negotiations at Providence —

Members of the union at Providence,
R. I., after hearing the terms of the
contract submitted by Alonzo R. Wil-
liams, general manager of the United
Electric Railways, as a substitute for the
agreement under which the union men
are now working, voted unanimously to
reject the company proposals. They also
instructed the union officers to open
negotiations with the company for a
continuation of the present contract with
certain wage rate increases and other
specified changes. The agreement ex-
pires on May 31.

Special Service for St. Louis — A
morning and evening express rail-
way service between Kirkwood, Mo.,
and downtown St. Louis, reducing the
running time twelve minutes has been
installed by the St. Louis Public Service
Company. The run from Kirkwood to
Fourth and Market Streets, St. Louis,
is made in 63 minutes. Regular rates are
charged, the entire trip requiring two
fares or 16 cents. Both fares are col-
lected as the passenger enters the car.
Arriving at St. Louis, passengers are
discharged at any city stop, while out-
bound passengers for Webster Groves or
Kirkwood are picked up at any city stop.

School Fare to Continue Throughout
Vacation Period — All school children
under sixteen years of age will be able
to go on using school tokens on the
cars and buses of the Seattle Municipal
Railway, Seattle, Wash., after school
is out for the summer, paying their way
to parks, playgrounds and bathing
beaches with them, under an ordinance
approved by Mayor Edwards. The
ordinance was backed by George B.
Avery, superintendent of utilities. It
passed the Council without opposition.

Right-of-Way Bought— The Oregon
Electric Railway has purchased prop-
erty near Lebanon, Ore., adjoining the
Southern Pacific tracks which is to be
followed by further purchases along
the line of survey recently made for
an electric logging road from Lebanon
to Foster.

Labor Favors Fare Advance — Central
Labor Council at Portland, Ore., has
unanimously indorsed the petition of the
Portland Electric Power Company now
pending before the Public Service Com-
mission for an increase from an 8 to a
10-cent fare.

Reading Awards First of Electrifica-
tion Contracts — The first tangible
step in the Reading Railroad's $20,000,-
000 electrification program at Philadel-
phia has been taken by the awarding of
a contract for 4,000 tons of steel for
catenary supporting structures and sig-
nal bridges to the Bethlehem Steel
Company.

Terminable Permit Bill Passed —

The Missouri Senate on May 15 passed
the bill authorizing St. Louis to grant
terminable permits to public utilities.

Electrification Predicted — The even-
tual electrification of the Oregon-Wash-
ington Railway & Navigation lines is
predicted in a newspaper report from
Lewiston, Idaho.

Wage Agreement in Davenport Re-
newed — The Tri-City Railway, Daven-
port, Iowa, has executed contracts with
its trainmen, bus operators and shop
employees for the year beginning May
31, 1929, continuing the present wage
scales.

Louisville Railway Broadcasting —
The Louisville Railway, Louisville, Ky.,
has gone on the air over WHAS, the
station of the Louisville Courier Journal
and Louisville Times. It is planned to
' have programs each Thursday, starting
at 8:30 in the evening, Central Standard
Time.

Lake Burien Plea Renewed — The city
of Seattle, Wash., has asked the De-
partment of Public Works to refuse to
grant the application of the Suburban
Transportation Company for an ex-
tension of its route to compete with
the Lake Burien railway, now a part of
the Seattle municipal system, or author-
ize the city to abandon this branch.
On April 10 the department refused to
grant a similar request to discontinue
the Lake Burien line.

A City Planning Move — The City
Planning Commission of Portland, Ore..
has suggested that the Southern Pacific
Railway vacate Fourth Street, along
which its Red Electric trains now oper-
ate, and that they arrange to use the
tracks of the Oregon Electric Railway.
This is to clear Fourth Street for use
as a main traffic thoroughfare even be-
fore action can be taken on the muni-
cipal belt line terminal under which all
trains, both electric and steam, will be
removed to the water front district.

Facilities Expanded — Rates Reduced —

Noon express freight and a reduction
of almost 10 per cent in livestock rates
have been announced by the Indianapo-
lis & Southeastern Railroad as a result
of increased business between Indian-
apolis and Connersville and Greensburg.
The railroad has been authorized by the

Public Service Commission to give
motor freight transportation service be-
tween Greensburg and Batesville, Ind.,
serving Napoleon, Osgood, Versailles
and New Point.

Membership Drive Makes Record —

Chicago Elevated Post No. 184, recent
winner of the American Legion Certi-
ficate of Meritorious Service, continues
to set a fast pace in the 1929 membership
drive. The latest report shows that 693
veterans have been enrolled in "L" Post
this year. This is almost a 300 per cent

increase over the total number of vet-
erans enrolled in 1928. This remarkable
record was celebrated on the evening of
May 7 with an "Open House Night."

Franchise Vote on June 18. — June 18
has been fixed as the day on which the
proposed 30-year franchise for the
Jacksonville Traction Company will go
before the electors. The proposed new
operating grant has been passed by the
City Council and approved by the com-
pany. Substitution of buses for street
car service on certain lines is proposed.

Bus Anniversary Celebration
in London

For the first time in history, July 4 is
to be celebrated in London. England, this
year. That date will mark the hundreth
anniversary of the London bus. George
Shillibeer, a coach-builder and ex-midship-
man of the Royal Navy, started the system
with two horse buses which he operated
between Paddington and the Bank of Eng-
land. Because they reminded the public of
hearses, these buses were shunned for some
time. Finally Shillibeer employed as con-
ductors two sons of British Naval officers,
who had had bus experience in France,
With the spread of this news, poke-bon-
netted young ladies demurely decided to im-
prove their French and proceeded to take
regular bus rides for educational purposes,
with perhaps a discreet flirtation on the
side. Free newspapers and magazines were
distributed to the riders, and the buses be-
came so popular Shillibeer decided to ex-
tend the service. This necessitated the em-
ployment of paid conductors, but since no
method was then known for checking up
the number of passengers, Shillibeer finally
retired bankrupt. Later he became an
undertaker.

In the meantime two other rival buses
were in operation, and in 1855, the Com-
pagnie Generale des Omnibus de Londres,
a French company, began operation with
27 buses. Again Londoners refused to ride
the buses and protested the "foreign in-
novation" so strenuously that the police
were forced to intervene. When the com-
pany agreed to buy all the old bus routes
and employ the same English drivers and
conductors the opposition ceased.

The present London omnibus system ac-
commodates more than 6,000,000 passengers
daily.

Subway Building Hurried
in Buenos Aires

With 40,000 new people in 1928 added
to its more than 2,000,000 population,
Buenos Aires, Argentina, finds it necessary
to hurry the extension of its underground
transit facilities.

To that end, construction is now in full
swing in excavating and building the east
and west subway line, while contracts on
north and south side line extensions have
been awarded to one of the city's well-
known corporations.

Present activity is centered on the sec-
tion of work comprised between Federico
Lacroze Station and Callao Street. As
the excavation from this street is to a

point near the river front or port section
of Buenos Aires, the authorities are taking
three months' time for consideration of the
plans, which are expected to be approved
within a few weeks.

The company holding the concession for
the link from Retiro Station to Plaza Con-
stitucion, which will cross the city in a
north and south direction, has completed
its drawings, which are in the hands of
municipal authorities for approval.

The original unit of the underground
transit system in Buenos Aires was con-
structed by the same corporation that holds
the franchise for operating the electric sur-
face cars.

The original line is that now in operation
between Plaza de Mayo and Plaza Once de
Septiembre. This route passes largely
under the great business thoroughfare, Calle
Mayo, whose overflowing streets are to
some extent relieved as thousands descend
to the subway.

Conspicuous sights that catch the strang-
er's eye in Buenos Aires subways are the
color schemes adopted for stations ; one of
these may be yellow, another green, another
blue, etc. Such colors, together with strik-
ing signs, greatly aid the stranger's trip.

Air Transport Powers Granted
British Railways

Powers to add air transport to their
existing facilities were granted the Britisli
main line railway companies in bills re-
cently sanctioned by a joint committee of
both Houses of Parliament. In every case
where a railway applies for a license to
establish an airdrome, the Air Council, a
government department, must hold a local
inquiry. Services to and from Ireland,
the Hebrides, the Isle of Man, and the
Channel Islands are contemplated, as well
as services to and from the Continent of
Europe.

Subway to Be Built in Osaka — Plans
are under way to begin subway construc-
tion in Osaka, Japan, probably within the
next few weeks. The first section of
the subway will connect Mina-kata-
machi and Abiko, but the construction
work will be started in four sections
simultaneously, the most important be-
ing the work at the Osaka station of the
Government Railway. The boring at
this point will be to a depth of 55 ft.
The tube will run underneath the
Dojima-gawa, Oye-bashi and Yodoya-
bashi Rivers at a depth of about 25 ft.
below the river-beds.

Electric Railway Journal — Vol.73, No.15
682

Recent Bus Developments

Long-Distance Lines Merge

Bus lines operating in all sections of the
United States are to be included in a pro-
posed consolidation intended to unify long
distance motor transportaton operation so
that a dependable service may be main-
tained in the nation-wide system of bus
travel which has recently been developed.
The three principal companies involved are
the Greyhound Lines, the Yelloway Sys-
tem, and the Pickwick Stages. Merging
with these companies are the bus lines
of the Southern Pacific Motor Trans-
port Company, owned by the Southern
Pacific Railway. These systems stretch
from the Atlantic to the Pacific Coast.
They constitute the only system of passen-
ger transportation of the kind which ex-
tends entirely across the United States.

Operations on the Pacific Coast will be
under Pacific Transportation Securities,
Inc., and cover Oregon and California,
routes of the Yelloway, Pickwick Stages,
Southern Pacific Motor Transport Com-
pany. Oregon Stages, and Pacific Stages.
In addition there are the lines run by the
Pickwick Stages from Los Angeles
through Arizona and New Mexico to El
Paso, and the line from San Francisco to
Salt Lake City by way of Reno. Owner-
ship will be vested equally among the
Motor Transit Corporation, the Pickwick
Corporation and the Southern Pacific
Company.

Pickwick and Yelloway operation be-
tween Los Angeles and Chicago, Kansas
City, Omaha, and St. Louis will be under
the Pickwick-Greyhound Corporation with
ownership divided between the Pickwick
Corporation and the Motor Transit
Corporation.

Greyhound Lines east of the Mississippi
River will remain undisturbed by the
merger; they are owned entirely by the
Motor Transit Corporation.

The merged operations represent a capi-
tal investment of about $30,000,000. More
than 1,000 buses will be operated 200,000
miles a day over 25,000 miles of routes.
The number of passengers carried annually
will exceed 10,000,000.

The chairman of the board of the Pacific
Coast Corporation will be C. E. Wickman
of Minneapolis. The president will be T.
B. Wilson, formerly head of the Southern
Pacific Motor Transport operations and the
chairman of the executive committee will
be C. F. Wren, president of the Pickwick
Corporation.

No change is being made in the person-
nel of the Motor Transit Corporation ex-
cept that W. E. Travis has been made
chairman of the board. He has been presi-
dent and manager of the Yelloway systems.

All of the companies concerned have
played an important part in long distance
bus transportation, and represent the chief
elements of this form of passenger service.

People's Necessity Outweighs

Traction Loss in Ohio

The Scioto Valley Railway & Power
Company has lost its long-time fight to
prevent the Cannonball Transportation
Company from extending its bus line from
Chillicothe, Ohio, to Columbus. By way
of Portsmouth the bus company operates

a line from Ironton to Chillicothe. In a
majority opinion, the State Public Utili-
ties Commission held that the necessity of
the people of southern Ohio to have a di-
rect method of transportation into Colum-
bus outweighed the fact that the electric
railway company would lose money if the
Cannonball's request were granted.

The opinion restricts the Cannonball
to service over state route 104 from Chilli-
cothe to Columbus, and Cannonball buses
must not carry Chillicothe and Circleville
passengers, but only through-passengers
both ways out of Columbus. The opinion
left open the way for the railway, which
sought to operate supplemental bus service
itself, to amend its own application and
protest so that it may be able to operate
buses over state route 23 from Chillicothe
to Columbus.

Judge William Klinger, Lima, dissented
from the majority opinion, holding that the
Supreme Court had said the commission
could not give a certificate to another
utility when the utility at present oper-
ating in that territory was willing to give
extra service if needed.

Substitution in Savannah — Authority
has been granted the Savannah Electric
& Power Company, Savannah, Ga., by
the Council to substitute bus service for
the present railway service on the Daffin
Park line.

Over the Berkshire Trail — The North-
ampton Street Railway plans to project
a bus service from Northampton to
Pittsfield, Mass., over the Berkshire
Trail. Permits have been obtained from
Northampton, Williamsburg, Goshen
and Cumniington, Gut action is still
pending in Dalton and Pittsfield.

Would Stop Buses in Santa Ana —
The Pacific Electric Railway has asked
the Railroad Commission for permission
to discontinue its bus lines in Santa
Ana.

Substitution in Davenport — Tracks of
the Gaines Street or Mercy hospital line
will be abandoned and buses installed
to give the same service over the route,
if present plans of the Tri-City Rail-
way, Davenport, la., meet the approval
of the City Council. General Manager
R. J. Smith of the company says that
lack of sufficient income from the
Gaines Street line prompted the com-
pany to adopt the pian to replace street
cars with buses.

Substitution in Fitchburg Opposed —
Opposition developed to the proposal of
the Fitchburg & Leominster Street Rail-
way to substitute bus service for trol-
leys over the Merriam Avenue route be-
tween Fitchburg and Leominster, Mass.,
when the hearing was held before the
license board of the latter city. The
Lovell Bus Lines, Inc., which operates
in Leominster, including the West Street
line, which runs parallel with Merriam
Avenue, asked to be protected from the
competition it said would result if the
railway received the permission it
sought. E. W. Baker, president of the
railway, explained that the outlay to im-
prove the roadway would not be justi-
fied by the revenue.

Electric Railway Journal — June, 1929
683

Pacific Electric Adds to Bus Service —

A certificate of public convenience and
necessity has been granted by the Cali-
fornia Railroad Commission to the
Pacific Electric Railway, Los Angeles,
to operate an auto stage service between
Hollywood and Girard, Cal.

Petition for Indiana Curtailment — The
Chicago, South Bend & Northern In-
diana Railway has asked authority to
discontinue all local bus service on the
south side of the city of Elkhart, Ind.
The company also wants to be permitted
to discontinue service on lines operating
to the north section of the city after
9 p.m. and to eliminate all bus service in
the city on Sundays and holidays. Ex-
penses of bus operation in Elkhart ex-
ceeded revenue by more than $6,264 in
1928. The principal business district and
residential sections of the city are served
by the company

Mayors Favor Chehalis - Centralia
Change — After a hearing in Chehalis,
Wash., on May 13, of an application of
W. E. Brown, to establish inter-city bus
service between Chehalis and Centralia
to replace the interurban service of the
Puget Sound Power & Light Company,
the Mayors of both cities favored the
change and, with others, urged that the
franchise be granted.

Buses Unprofitable — The Illinois
Power & Light Corporation has applied
to the Illinois Commerce Commission
for permission to discontinue bus service
in Hillsboro, Schram City and Taylor
Springs on the grounds that the route
is unprofitable. The buses were sub-
stituted for street cars several years
ago. City officials have been advised
of the plans for the abandonment of
bus service.

Buses for Ashmont Under Special
Bill — Governor Allen of Massachusetts
has signed the bill to settle the dispute
over a proposed bus line in the Ashmont
section of Greater Boston. The Boston
City Council has refused to grant the
necessary permit for construction of part
of this line. The bill signed by the
Governor authorizes the Department of
Public Works to issue the license not-
withstanding the disapproval of the City
Council. The route to be followed is
from the corner of Hilltop Street and
Granite Avenue to the Ashmont station
of the Elevated and thence into Milton.
The bill provides further that after a
public hearing the Utilities Department
will grant the certificate of public con-
venience and necessity.

Another Bus Substitution at Framing-
ham — The Middlesex & Boston Street
Railway is planning the early substitu-
tion of bus service on its line between
Framingham, Mass., and the Newton,
Mass., boundary. The substitution of
bus service leaves only one electric rail-
way operating out of Framingham,
Mass., the Boston, Worcester & New
York Street Railway.

Patrons Expect Something for Noth-
ing — Suspension of the Arlington, Bel-
mont & Watertown bus line by the
Boston Elevated Railway, Boston, Mass.,
has been followed by a statement by the
company that the discontinuance was
necessary because it was clearly apparent
there was an insufficient demand for the
service. The trustees give the cost per
revenue-mile as 32 cents against receipts
of 12 cents. Those who oppose the
suspension contend it is immaterial
whether the line is profitable since it is
a feeder for other lines.

Financial and Corporate

Des Moines Sale June 22

Property of the Des Moines City Rail-
way, Des Moines, la., operated under a
receivership since Nov. 11, 1927, will be
sold at public auction on June 22. The
receivership was instituted when the Harris
Trust & Saving Bank, Chicago, brought
action in the federal court after the rail-
way had defaulted in payment of $700,000
of bonds for which the bank acted as
trustee. Under the decree the sale is sub-
ject to a first mortgage of $5,762,000.

The decree of sale authorizes the master,
if dissatisfied with bids, to set a new date
upon his own authority and to postpone the
actual sale "from time to time." He is
empowered to convey the property to the
highest bidder, subject to approval of the
court.

Local interest centered upon the inclu-
sion in the decree of an order authorizing
the master to sell the system either with or
without the two-man car operation agree-
ment entered into in 1915 between the com-
pany and the union — a contract which
runs until 1940. A Polk County District
Court held that the contract is binding.
Officials of the company say they could
save $200,000 annually by the operation of
one-man cars.

Michigan Interurban Curtails

Service

J. F. Collins, vice-president and gen-
eral manager of the Michigan Electric
Railway, announced that all electric in-
terurban passenger service on the Jack-
son and Lansing division of the com-
pany would cease after midnight May 18
and that electric passenger service be-
tween Lansing and St. Johns and inter-
mediate points would be discontinued on
and after midnight May 16. This move
leaves the northern division entirely op-
erated by motor vehicles — electric serv-
ice on that division having been termi-
nated some time ago. Disposition of the
right-of-way will be determined later.
Interurban freight service on lines con-
necting Jackson, Kalamazoo and Grand
Rapids will be continued. Interurban
passenger traffic on this branch was
discontinued some months ago.

$734,242 Premium on
New York Stock

The city of New York obtained a pre-
mium of $734,242 on the sale of $52,000,000
four-year, rapid transit 5i per cent corpo-
rate stock to Kuhn, Loeb & Company and
to Henry G. Schneider, an individual bid-
der. The effect of the premium above the
face value of the bonds is to reduce the
net interest cost of the financing to the
city from 5.25 per cent to approximately
4.81 per cent.

The first issue of $52,000,000 corporate
stock for rapid transit construction was
sold in February, 1928, to the National City
Company syndicate at a premium of $254,-
784 on 4 per cent coupon basis, or a 3.86
per cent net cost basis. The offering made
on May 7 was scheduled originally for last
November, when $55,000,000 in bonds was
sold, but because of the unfavorable condi-

tion of the municipal market the sale of the
stock was postponed. The stock sale last
year was made during the most favorable
period of the municipal bond market.

Offer Made for Muskegon

Railway

Negotiations have been started for the
purchase of the railway lines of the Muske-
gon Traction & Lighting Company, Muske-

gon, Mich., by the officials of the Peoples
Transport Company, which plans to oper-
ate the street car lines in conjunction with
its bus lines. If all goes well with these
plans the city will retain transportation
facilities that were to have been abandoned
early in the fall.

With negotiations started for the pur-
chase of the lines, the Muskegon Parent-
Teachers' Association announces it will
withdraw the petition just filed asking for
a vote on the question of municipal owner-
ship.

The Peoples Transport Company wants
to issue $500,000 of capital stock divided
into 50,000 shares with a par value of $10.
The president is E. J. Bouwsma; vice-
president and treasurer, M. J. Britzen ;
secretary. Willard G. Turner, Jr.

Supreme Court Decides O'Fallon Case

Holds that Congress has directed that values shall be

fixed upon a consideration of present costs —

that element one of many factors

THE long awaited decision in the
action of the St. Louis & O'Fallon
Railway and the Manufacturers' Rail-
way against the Interstate Commerce
Commission was handed down by the
Supreme Court on May 20. The ma-
jority held that in this instance the
commission had not given due con-
sideration, as required by law, to the
principle of reproduction cost new in
fixing the valuation of the carriers for
rate-making and recapture purposes
under the provisions of the transporta-
tion act of 1920.

The majority opinion said:

"We hold, that the basis on all calcu-
lations as to the reasonableness of rates
to be charged must be the fair value of
the property being used by it for the
convenience of the public.

"In order to ascertain that value, the
original cost of construction, the amount
expended in permanent improvements,
the amount and market value of the
bonds and stock, the present as com-
pared with the original cost of construc-
tion, the probable earning capacity of
the property under particular rates
prescribed by statute, and the sum re-
quired to meet operating expenses, are
all matters for consideration, and are
to be given such weight as may be just
and right in each case.

"We do not say that there may not
be other matters to be regarded in
estimating the value of the property.
What the company is entitled to ask is
a fair return upon the value of that
which it employs for the public con-
venience. On the other hand, what the
public is entitled to demand is that no
more be exacted from it for the use of
a public highway than the services
rendered by it are reasonably worth."

Basis of "Intelligent Forecast"

"In Southwestern Bell Telephone vs.
Public Service Commission (287) we
said:

" 'It is impossible to ascertain what
will amount to a fair return upon prop-
erties devoted to public service without
giving consideration to the cost of labor,
supplies, etc., at the time the investiga-
tion is made. An honest and intelligent
forecast of probable future values, made
upon a view of all the relevant circum-
stances, is essential. If the highly im-

portant element of present costs is
wholly disregarded such forecast be-
comes impossible. Estimates for to-
morrow cannot ignore prices today.'

"The doctrine above stated has been
consistently adhered to by this court.
The report of the commission is long
and argumentative. Much of it is de-
voted to general observations relative to
the method and purpose of making:
valuations; many objections are urged
to the doctrine approved by us; and the
superiority of another view is stoutly-
asserted.

"It carefully refrains from stating that
any consideration whatever was given
to present or reproduction costs in esti-
mating the value of the carrier's prop-
erty. Four dissenting commissioners
declare that reproduction costs were not
considered; and the report itself con-
firms their view. Two of the majority
avow a like understanding of the course
pursued."

Quotes Commissioner Hall

"The following from the dissenting
opinion of Commissioner Hall, con-
curred in by three others, accurately
describes the action of the commission:

"In order to determine the value of
the O'Fallon property devoted to car-
rier service during the recapture periods,
ten months in the year 1920 and the
years 1921, 1922 and 1923, we start with
a valuation or inventory date of June 30.
1919. The units in existence on that
date are known. Original cost of the
entire property' cannot be ascertained.

" 'As to the man-made units we esti-
mate the cost of reproducing them in
their condition on that date. In so doing
we apply to the units installed prior to
June 30, 1914, the unit prices of 1914,
the unit prices of 1914, representing a
fairly consistent price level for the
preceding five or ten years. To like
units, installed after June 30, 1924, and
prior to June 30, 1919, we apply the
same prices, but add a sum representing
price increases on those units during
that period. For the third period, from
June 30, 1919, down to each recapture
date, we abandon estimate and turn to
recorded net cost of additions less
retirements.

" 'On this composite, made up of esti-
mated value for two periods and ascer-

Electric Railway Journal — Vol.73, No.15
684

tained net cost for the third period, the
majority base a conclusion as to value
at recapture date of the man-made items.
Land goes in at its current value as
measured by that of neighboring lands.

" 'Without summarizing the other
processes, all clearly stated in the ma-
jority report, it will be observed that the
rate-making value arrived at for the
successive recapture periods, as for
example the year 1923, rests upon 1923
market value of lands; costs of other
property installed since June 30, 1919;
unit prices of 1914, enhanced by allow-
ance for increased cost of units installed
during June 30, 1914-1919; and for the
units installed prior to June 30, 1914,
constituting by far the major part of the
property; unit prices of 1914 without any
enhancement whatever.

" 'As to this major part of the carrier's
property devoted to carrier purposes in
1923. no consideration is given to costs
and prices then obtaining or to increase
therein since 1914.'

"The question on which the commis-
sion divided is this:

"When seeking to ascertain the value
of railroad property for recapture pur-
poses musl it give consideration to cur-
rent, or reproduction, costs? The weight
to be accorded thereto is not the matter
before us. No doubt there are some,
perhaps many, railroads the ultimate
value of which should be placed far
below the sum necessary for reproduc-
tion. But Congress has directed that
values shall be fixed upon a considera-
tion of present costs, along with all
other pertinent facts; and this mandate
must be obeyed."

In his dissent Associate Justice Stone
began by stating that he desired to add
a word by way of emphasis of those
aspects of the case "which appeared to
me sufficient, apart from all considera-

tions, to sustain the rinding of the
commission." He added:

"This court has said that present re-
production costs must be considered in
ascertaining value for rate-making pur-
poses. But it has not said that such
evidence, when fairly considered, may
not be outweighed by other considera-
tions affecting value, or that any evi-
dence of present reproduction costs,
when compared with all the other
factors affecting value, must be given a
weight to which it is not entitled in the
judgment of the tribunal 'informed by
experience' and 'appointed by law' to
deal with the problem now presented.

"But if 'weight in the legal sense'
must be given to evidence of present
construction costs by the judgment now
given, we do not lay down any legal
rule which will inform the commission
how much weight, short of its full effect,
to the exclusion of all other considera-
tions, is to be given to the evidence of
synthetic costs of construction in valuing
a railroad property.

Sees an "Economic Paradox"

"If full effect were to be given to it
in all cases, then, as the commission
points out in its report, the railroads
of the country having in 1919 a repro-
duction cost of value of $19,000,000,000
would now have a value of $40,000,000,-
000, and we would arrive at the eco-
nomic paradox that the present value of
railroads is far in excess of any amount
on which they could earn a return.

"If less than full effect may be given,
it is difficult for me to see how, without
departure from established principles,
the commission could be asked to do
more than it has already done — to weigh
the evidence guided by all the proper
considerations — or how, if there is evi-
dence upon which its findings may rest,

Conspectus of Indexes for May, 1929

Compiled for Publication in. Electric Railway Journal by

ALBERT S. KH'IIDV
Electric Railway Engineer, Worcester, Mass.

Latest

Month

Aco

Year

Ago

Last 5 Years

High

Low

Jan.
1924
t.tl

Street Railway

Fare**

1913- 4.84

May
1929
7.7*

April
1929
7.71

M»v

May
1929
7.7(

♦The three index numbers
marked with an asterisk are

Electric Railway

Material**
1913 - 100

May
1929
141. 1

May
1929
23.1

April
1929
145 •

May
1928
14*. 4

March
1924
MS*

April
1929
23*. 1

Feb.
1928
1S». I

computed by Mr. Richey, as
follows : Fares index is aver-

Electric Railway

Wages*
1913- 100

April
1929
23*. 1

May
1928
22*. 2

Jan.
1924
217.4

Sept.
1927
Ml. 4

Nov.
1927
212. •

age street railway fare in all
United States cities with a

Am. Elec. Ry. Assn.

Construction Cost
(Elec. Ry.) 1913 - 100

Mav
1929
1)11

May
1929
2*1.2

April
1929

_2*» »_

April
1929

MS. 4

March

1929

»7.I

May
1928
2111

March
1924

2M.8

Maroh
1924

224.7

population of 50,000 or over
except New York City, and
weighted according to popula-
tion. 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 motormen,
conductors and operators on
136 of the largest street and
interurban railways operated
in the United States, weighted
according to the number of
such men employed on these
roads.

Enjr. News-Record

Construction Coet
(General) 1913 - 100

May
1928
2*7.0

U.S. Bur. Lab. Stat.

Wholesale Commod-
ities 1926 - 100

April
1929
II s

April
1928
•7.4

Nov.
1925
1*4.1

April
1927
111

Bradstreet

Wholesale Commod-
ities 1913 - 9.21

May
1929
12.(8

April
1929

in*

April
1929
MIS

April

1929
13.87

May
1928
M.44

April
1928

IV! 1

Dec.
1925
14 41

July
1924
12. 28

May
1924
141*

U.S. Bur. Lab. Stat.

Retail Food
1913 - 100

March
1929
MS*

Nov.
1925
M7.1

Cost of Living

Nat. Ind. Conf. Bd
1914 - 100

March

1929

151.8

March

1929

Mi. 7

March

1929

MS.»

March

1929

1703

35.44

April

1928

JM.8

April
1928
IMS

Nov.

1925
171.8
Feb.

1929
141.4

March

1929

III. 8

Industrial Activity
Elec.World— Kw.-hr
used 1923-25 - 100

April

1929

JIM. 4

April
1929

1M.8

April
1929
1738

32 5*

July

1924
78.4

Bank Clearing*
Outside N. Y. City
1926 - 100

April
1928
MI. t

Feb.
1929
1M.1

May
1924
84.4

Sept.
1928
1348

23 13

Business Failures

Number

Liabilities (Millions)

April
1928
1672

41. M

Jan.

1924

2231

122.15

we can substitute our judgment for that
of the commission.

"Such, I believe, is the 'due considera-
tion' which the statute requires of 'all
the elements of value recognized by the
law for rate-making purposes.' "

Justice Brandeis' Opinion

In the dissenting opinion prepared by
Associate Justice Brandeis, the minority
takes issue with the majority decision
that in valuing railroad property in the
O'Fallon case the Interstate Commerce
Commission failed to give weight to the
cost of " 'reproduction new.' "

The Justice contended that, while cur-
rent reproduction cost may be said to
be an element in the present value of
property, it was clear "that current cost
of reproduction higher than the original
cost does not necessarily tend to prove
a present higher value."

In this connection he added:

"Often the fact of higher reconstruc-
tion cost is without any influence on
present values. It is common know-
ledge that the current market value of
many office buildings and residences
constructed prior to the World War
have failed to reflect the greatly in-
creased building costs of recent years,
although the need of new buildings of
like character was being demonstrated
by the large volume of construction at
the higher price level.

"Many railroads built before the
World War have never been worth as
much as their original cost, because
high construction cost, combined with
adverse operating conditions and limited
traffic, have at all times prevented their
earning, despite reasonable rates, a fair
return on the original cost.

"* * * If it had been the intention of
Congress to compel the commission to
increase values for rate making purposes
because the price level had risen, it
would naturally have incorporated such a
direction in the paragraph.

"It is inconceivable that Congress,
after rejecting property investment ac-
count as excessive, intended by Section
15 A to make mandatory on the commis-
sion the consideration of elements which
would give a valuation double that which
had been rejected."

«■

Changes in United Traction Directors

— Arthur R. Kleeman, Edward J. Crum-
mey, and Bruce Gamley, directors of the
United Traction Company, Albany,
N. Y., placed on the board by the Ellis I.
Phillips' interests, have been displaced by
representatives of the Associated Gas &
Electric Company interests, including
John Mange, president of Associated.
James Hamilton, Ernest Murphy, Gen-
eral manager of United Traction, and
Harry B. Weatherwax, vice-president,
continue as directors.

Virginia Road Sold — Purchase of the
Petersburg, Hopewell & City Point
Electric Railway, Petersburg, Va., has
been made by Roy H. Morris and asso-
ciates of Chicago, at a reported cost of
$330,000, the transfer to be made by
June 15, the date of the expiration of an
option held by the Chicago interests.

Receivership Ended — The Receiver-
ship of Manhattan & Queens Traction
Corporation, New York, has been ter-
minated, according to B. Waller Duncan,
manager for the receivers, by order of
the federal court. The company operates
between Manhattan and Jamaica via the
Queensborough Bridge and Queens
Boulevard.

Electric Railway Journal — June, 1929
685

Men of the Industry

Frank R. Phillips, Philadelphia
Company Executive

Becomes chief executive officer of organi-
zation controlling the Pittsburgh Rail-
ways and other utilities in Pittsburgh

STOCKHOLDERS of the Philadelphia
Company, Pittsburgh, Pa., at a meet-
ing on May 14, elected John J. O'Brien
president of the company and Frank R.
Phillips, a director. It was announced that
at the next meeting of the directors Mr.
Phillips would be elected vice-president and
general manager. Since the resignation of
A. W. Robertson, formerly president of
the Philadelphia Company, to become chair-
man of the board of the Westinghouse
Electric & Manufacturing Company some
months ago, the presidency of the Phila-
delphia Company has been vacant. Mr.
Phillips, who has been vice-president and
general manager of the Duquesne Light
Company and vice-president of the Equit-
able Gas Company, in his new position be-
comes chief executive officer of the Phila-
delphia Company and subsidiaries. In this
capacity it is understood that he will exer-
cise all of the operating duties heretofore
devolving upon the president. The principal
subsidiaries of the Philadelphia Company
are the Duquesne Light Company, Pitts-
burgh Railways, Equitable Gas Company,
Pittsburgh Motor Coach Company and
Allegheny Steam Heating Company.

John J. O'Brien, the new president of
the Philadelphia Company resides in Chi-
cago and is president of the Standard Gas
& Electric Company, the utility system of
which the Pittsburgh companies are a part.

Mr. Phillips is a nationally known figure
in the public utility field. He has been
connected with the utilities in Pittsburgh
for the past nineteen years. After com-
pleting his education in Cleveland in 1894,
Mr. Phillips became master mechanic of
the Cleveland Railway. Following this he
served as mechanical and electrical engineer
for the Union Light, Heat & Power Com-
pany of Covington, Ky., the Bellevue
Water Company of Bellevue, Ky., and the
South Covington & Cincinnati Street
Railway also of Covington, Ky. He
-went to Pittsburgh in the fall of 1909 to
assist in the development of the railways
in that city. His first achievement was the
low-floor, steel car operated with pony
trucks and so-called baby motors which
went into service in 1910, but was followed
a year later by a low-floor steel trolley car,
both of which proved less costly in con-
struction and more economical in operation
than the types which had preceded them.

In 1910 he was made superintendent of
equipment of the Pittsburgh Railways, a
position he filled until July, 1923, when he
was made acting general manager for the
receivers following the death of the late
P. M. Jones. Upon the lifting of the re-
ceivership on February 1, 1924, Mr. Phillips
was made mechanical and electrical en-
gineer and was also appointed the repre-
sentative of the company to the Traction
Conference Board.

Mr. Phillips was active in designing the
double-deck motor car placed in service in
Pittsburgh in 1917. About the same time
he designed a low-floor, high-speed, all steel
interurban car of a type which has since
been made standard on the Pittsburgh Rail-
ways lines. Mr. Phillips was also active in

the construction of the new cars which
have recently been placed in service on the
Pittsburgh Railways lines, including the
one-man cars and those used in multiple-
unit operation.

He has become nationally known through
his activities in behalf of the American
Electric Railway Association, in which he
has served on many important committees.
He is a past-president of the Pennsylvania
Street Railway Association, and is now
president of the Pennsylvania Electric
Association.

Frank R. Phillips

On Sept. 1, 1926, Mr. Phillips was elected
vice-president and general manager of the
Duquesne Light Company and subsidiaries,
and in April, 1928, was elected vice-presi-
dent of the Equitable Gas Company and
its subsidiaries.

G. J. Marott Heads New

Indianapolis District

George J. Marott, Indianapolis, has just
been named by Mayor Slack of that city
as a member of the board of trustees of
the city's new utility district. His term
of office is for three years. For many years
Mr. Marott was president of the former
Indiana Railways & Light Company. A
public utilities district was created for
Indianapolis by the last Legislature. Under
the law, the utilities district will have con-
trol of all city-owned utilities, none of which
are so owned at present. The idea back of
the formation was the acquirement of the
local gas company. In the future, if it is
deemed necessary to create or acquire any-
further utilities, the district under the law
will have charge.

Major T. J. Strickler, president of the
Kansas City Gas Company, Kansas City,
Mo., on May 18 was elected president
of the Missouri Association of Public
Utilites at the closing session of the
three-day meeting of that body at
Sedalia, Mo. Mayor Strickler succeeds
A. E. Reynolds, Springfield.

L. S. Storrs Honored

His Work Is Lauded and Resolutions

Passed Formally Acknowledging

His Signal Service

1UCIUS S. STORRS, who resigned on
./April 1 as managing director of the
American Electric Railway Association to
accept the post as executive chairman of
the board of the United Railways & Elec-
tric Company of Baltimore, was tendered a
dinner at the Mayflower Hotel, Washing-
ton, on the evening of May 1 during the
meeting of the United States Chamber of
Commerce. Members of the Advisory
Council, the American Electric Railway-
Association executive committee, and many
other prominent executives of the industry
joined in this tribute to the service which
Mr. Storrs has rendered the industry dur-
ing his four years as managing director.

J. N. Shannahan, chairman of the Ad-
visory Council, was toastmaster. The
speakers included B. C. Cobb, J. P. Barnes,
Thomas N. McCarter, James H. McGraw,
Paul Shoup, A. W. Robertson, Homer Fer-
guson, W. H. Sawyer, R. P. Stevens and
Mr. Storrs.

Mr. McCarter commented on the period
of readjustment for the industry during
which Mr. Storrs helped to bring about
more collective thinking and a broadened
perspective in the industry. He expressed
the conviction that an industry which ren-
ders a service so vital to modern com-
munities can be put upon a sound finan-
cial basis and declared emphatically that
the problems of the local transportation
industry must be solved in the interest of
those who have invested in them in good
faith and of the country itself.

President Barnes extolled the guest for
his persistent confidence in the industry,
and lauded the qualities of patience and
tact through which Mr. Storrs had brought
about closer co-operation among properties
in working for the solution of collective
problems.

Mr. McGraw attributed the present dif-
ficulties of the industry to its failure to
anticipate the condition which all but over-
whelmed it. "The time has come," declared
Mr. McGraw, "to look forward, not back-
ward. During the last four years Mr.
Storrs as managing director has helped
us to understand the factors which caused
our difficulty and has aided us in looking
toward the future instead of the past."

Mr. Storrs Deeply Moved

Mr. Storrs protested his total inability
to express adequately his feelings of grati-
fication. He declared, however, that one
of life's principal accomplishments is the
accumulation of warm friends, and that
this testimonial from those with whom he
had worked so closely during his service
as managing director would constitute a
cherished memory during the remainder of
his days.

The executive committee of the associa-
tion tendered Mr. Storrs a unanimous vote
of appreciation for the outstanding service
which he has rendered during an exceed-
ingly difficult period of readjustment. The
resolution to this effect said in part :

"His confidence in the basic soundness of
the business of local transportation has
never wavered. He has aided in bringing
about a better public understanding of the
problems of the industry and of the essen-
tial and indispensable part which public
transportation plays in the life of the
modern community.

"He has been both a counsellor and
friend to the executives of the entire in-
dustry. Through his genial personality and
unusual qualities of tact and judgment, he

Electric Railway Journal — Vol.73, No.15

68f,

has brought about increased co-operation
between operating companies and now
leaves the American Electric Railway As-
sociation better organized and functioning
at the highest state of efficiency and effec-
tiveness in its history. Due to his en-
thusiasm, keen interest and wide grasp of
local transportation fundamentals, he has
stimulated the work of committees of both
the American Association and its several
affiliated organizations. Through his con-
tact with other industries and associations,
and with the several agencies of govern-
ment, he has brought about a better public
understanding of the problems of local
transportation, accompanied by increased
good will.

"Mr. Storrs leaves the position of man-
aging director to assume again the direc-
tion of the destinies of an individual operat-
ing property, for which position of re-
sponsibility he is pre-eminently qualified.
The executive committee of the American
Electric Railway Association accepts his
resignation with deep regret. It extends to
him the good wishes of the entire industry
for his continued success in his new posi-
tion and congratulates the directors of the
United Railways & Electric Company and
the public of Baltimore upon having en-
listed the services of so eminent and well
qualified a local transportation executive
and so delightful and genial a citizen and

gentleman."

George Stokes in Charge of

Equipment on Instill Line

George Stokes has been appointed gen-
eral inspector of cars and equipment of
the Chicago, South Shore & South Bend
Railway, the Chicago, North Shore & Mil-
waukee Railroad, the Chicago, Aurora &
Elgin Railroad and the Chicago Rapid
Transit Company. Mr. Stokes has been
with the North Shore Line for the past
seven years. Starting with the trans-
portation department in May, 1922, as
collector, he was made conductor the fol-
lowing year, in the Chicago-Millwaukee
service. Before joining the North Shore
Line, Mr. Stokes was connected with the
Pullman Company.

D. L. Turner Resigns

Consulting engineer to New York Commis-
sion will go into private practice Sept. 1
after thirty years of city service

DANIEL L. TURNER, consulting en-
gineer to the New York Transit Com-
mission and the Board of Transportation,
and for nearly thirty years intimately asso-
ciated with the planning and developing of
the city's rapid transit lines, will retire
from public service on Sept. 1. Mr. Turner
will make a trip around the world and will
then resume private engineering practice.

It has truthfully been said that in his
entire career Mr. Turner's first allegiance
has been to the city of New York. Not
content with merely performing his duties
as an engineer, Mr. Turner enlarged the
fields of his work by studying the trends
of traffic and investigating the results of

since 1927 has headed the Suburban Tran-
sit Engineering Board, acting under the
direction of the Port of New York
Authority.

He was born Oct. 25, 1869, in Ports-
mouth, Va., and his retirement will come
a few weeks before his sixtieth birthday.
He received his engineering training at the
Rensselaer Polytechnic Institute. While an
instructor at Harvard, he drew plans for
improving and draining Soldiers Field, the
university athletic ground.

Mr. Turner is a member of many en-
gineering societies and organizations con-
cerned with city planning and civic welfare.

Former Senator Heads
Commission's Legal Staff

William Cabell Bruce, former United
States Senator from Maryland, has been
appointed general counsel to the Maryland
Public Service Commission by Gov. Albert
C. Ritchie, who at the same time announced
that John H. Lewin, a prominent Baltimore
lawyer, would become people's counsel to
the commission.

Mr. Bruce was general counsel to the
commission from the time the commission
was organized in 1910 until 1922, when he
resigned to become a candidate for the
United States Senate. Later the post of
general counsel was abolished, but it was
revived in 1927 by an act of the General
Assembly. No appointment was made,
however; Raymond S. Williams, a Balti-
more lawyer, serving as special counsel in
some cases. It has been announced that
Mr. Williams will continue to serve in the
cases in which he has been interested and
which are still pending. The most impor-
tant of these is the car fare case of the
United Railways & Electric Company,
which is to be argued before the United
States Supreme Court in the fall.

Mr. Lewin, who formerly was assistant
city solicitor of Baltimore, will succeed
Thomas J. Tingley, resigned.

Changes in District Commission

It is expected that the Senate soon
will confirm President Hoover's nomina-
tion of Maj. Gen. Mason M. Patrick and
Harleigh H. Hartman to be members of
the Public Service Commission of the
District of Columbia, but the reorgani-
zation of the commission cannot be
completed before June 1, as the resigna-
tion of John W. Childress, the present
chairman, does not become effective
until May 31. General Patrick, suc-
cessor to Mr. Childress, therefore, can-
not take office before that date. Mr.
Hartman, who was appointed to suc-
ceed Col. Harrison Brand, Jr., however,
is expected to be inducted into office
soon after Senate confirmation.

D. L. Turner

local transportation extensions upon the
outlying districts of the city and upon the
community as a whole. By this work he
made himself an expert on urban transit
and acquired a reputation which attracted
the attention of the nation.

The extent to which this is true is in-
stanced by his work on the joint vehicular
and rapid transit highway in Detroit, his
service as consulting engineer on rapid
transit in that city, his work since 1924
as consulting engineer for the Pittsburgh
Transit Commission and for the North
Jersey Commission, and his retention as
consultant in other similar projects.

Mr. Turner served in New York with
the Rapid Transit Board, the Public Serv-
ice Commission, the Rapid Transit Con-
struction Commission, the Rapid Transit
Commission and the Board of Transporta-
tion. His first post was that of assistant
to William Barclay Parsons, chief engineer
in charge of construction of the first sub-
way. In 1918 he became chief engineer of
the Public Service Commission, and in 1921
was named consulting engineer to the Tran-
sit Commission. When the Board of Trans-
portation was organized in 1924 he was des-
ignated as its engineering consultant.

As a matter of fact his first connection
with rapid transit in this city was in Dec-
ember, 1900, when subways were unknown.
He left the Lawrence Scientific School at
Harvard University, where he was an in-
structor in surveying and hydraulics, to
become an aide of the Board of Rapid
Transit Railroad Commissioners. He drew
the plans for draining the new subway lines
here and later conducted surveys for
Brooklyn extensions.

He served for many years on the New
York State Commission of Fine Arts, and

Electric Railway Journal — June, 1929
687

Messrs. Parry and Thomas in
New Salt Lake Posts

P. M. Parry, since 1920 commercial
manager for the Utah Power & Light
Company, Salt Lake City, has been elected
vice-president and commercial manager of
that company, and George B. Thomas,
formerly secretary and treasurer, has been
elected vice-president and secretary.

Both of these men have had long ex-
perience in the public utility field. Mr.
Parry was connected with the Utah Power
& Light Company's predecessor in Ogden
for many years. He was made manager
of its Ogden division in 1912, at the time
of the consolidation of several companies
into the present organization, and held
that position until he was made commercial
■manager of the company in 1920.

Mr. Thomas was auditor of the Tellu-
ride Power Company prior to the organ-
ization of the Utah Power & Light Com-
pany, and was named auditor and assistant
treasurer of the latter company in 1912,
later becoming secretary and treasurer. He
is also secretary and treasurer of the Utah
Light & Traction Company and holds simi-
lar offices with the Western Colorado
Power Company, Durango.

O. C. Gettinger Promoted
by Elgin Road

O. C. Gettinger, trainmaster for the
Chicago, Aurora & Elgin Railroad for the
past nine years, has just been appointed
superintendent of transportation in direct
charge of all train movements of the rail-
road, both passenger and freight.

In October, 1908, he entered railroad ser-
vice as a conductor on the Aurora City
lines. By the end of the following year
he qualified as a motorman and shortly
thereafter began working for the Chicago,
Aurora & Elgin Railroad. In 1912 he was
made train dispatcher at Wheaton, from
which post he was promoted to train
master in 1920.

W. J. McCarter and P. W. Ogden

in New Cleveland Posts

Walter J. McCarter has been appointed
superintendent of training of the Cleveland
Railway, Cleveland, Ohio, reporting to
Clinton D. Smith, superintendent of the
department of personnel.

Mr. McCarter is a graduate of the Class
of 1921, Purdue University, where he was
awarded the degree of bachelor of science
in electrical engineering and was elected
to several honorary fraternities. He joined
the Milwaukee Electric Railway & Light
Company in the fall of 1921, and as a
student engineer and during the course of
his practical training, he served as motor-
man, conductor, lineman, shop man, tester
and substation operator, supplementing his
special training with the study of indus-
trial relations.

In 1922 and 1923 he served as instructor
of engineering subjects in the industrial
relation or industrial department, and in
the fall of 1923 was made principal assist-
ant to Dr. A. J. Rowland, educational
director.

In January, 1926, Mr. McCarter was
appointed supervisor of training in the
transportation department of the Milwau-
kee Company, and as such supervised the
training of all new employees, and the
follow-up training of the employees after
their permanent assignment. His success
in this work culminated in his appointment
as assistant educational director on Jan. 1,
1929. In this latter capacity he has served
all departments of the company.

Mr. McCarter knows the efficiency of the
motorman selection tests used in recent
years at Milwaukee as an effective means
for selecting suitable employees for the
transportation service. He has also been
instrumental in the development of one of
the most complete employee training pro-
grams that may be found among public
utility companies.

As superintendent of training of the
Cleveland Railway Mr. McCarter will head
a new division which will include the em-
ployment or selection of employees, the
training and educational program for new
and older employees, and accident preven-
tion activities, all according to the general
program of the personnel department as
outlined in the Electric Railway Journal
for July 2, 1927, at the time of the an-
nouncement of the appointment of Clinton
D. Smith as superintendent of personnel.

The new division of training has been
formed in conformity to the convictions of
President J. H. Alexander that transporta-
tion can be merchandised, and that in-
creased sales will be obtained from specific
instruction or training of the employees. The
program of the division includes the me-
chanical or psychological test for new em-
ployees, and the correlation of such tests
with individual studies of accident-prone
men. This specialization of training con-
centrates on the individual development
and accepts general education as supple-
mental to the major task. It will be ap-
plicable to all transportation service em-
ployees.

Effective also as of May 1 Mr. Philip
W. Ogden was appointed supervisor of
employment, reporting to Mr. McCarter.

Mr. Ogden matriculated at East High
School, Rochester, N. Y., in 1911. and then
attended Mechanics Institute, Rochester,
where he pursued the co-operative engi-
neering course. In 1916 he was graduated
from Cornell University. Prior to the
World War, in which he served as Second
Lieutenant in the Quartermaster's Corps,
Mr. Ogden was associated with T. H.
Symington Company, Rochester, N. Y.,

and after the Armistice was connected with
the Eastman Kodak Company, Rochester.
He joined the Cleveland Railway in 1922,
and for a period of three years carried on
research activities under the direction of
Mr. Alexander, then vice-president of the
company. Since 1925, and until his ap-
pointment, Mr. Ogden has been associated
with M. W. Rew, superintendent of the
motor coach department, in which post he
was responsible for personnel activities, in-
cluding employment.

Marshall S. Morgan resigned from the
board. This left two vacancies which
were filled by the election of D. E. Wat-
son and J. P. Frenzel, Jr.

W. J. Stanton Heads Metro-
politan Section A.E.R.A.

To fill the unexpired term of A. LeRoy
Hodges, recently resigned, W. J. Stanton
was recently chosen president of the Metro-
politan Section, A.E.R.A. Mr. Stanton
has taken an active interest in the affairs

W. J. Stanton

of the section ever since its organization,
and has figured prominently in the activi-
ties of the supply men's group in New
York City for many years.

"Jerry," as he is known to his host of
friends, was born in Schenectady, March
7, 1884. He secured his early education
in that city and upon completing high
school work joined the General Electric
Company. After a few years in the testing
department, he entered the railway engi-
neering department and in 1910 was trans-
ferred to the railway sales department
under J. G. Barry with headquarters in
New York City. This work took him to all
parts of the United States.

He resigned from the General Electric
Company in 1918 to accept a position as
sales manager for the Railway Improve-
ment Company in New York City. The
following year found him associated as
sales manager with the National Railway
Appliance Company, and shortly afterward
he went with the Ohio Brass Company,
with which he remained for eight years,
working out of the New York office. On
June 1, 1928, he resigned to accept a posi-
tion as vice-president and treasurer of the
Cuban-American Manganese Corporation,
which position he holds at the present time.

D. E. Watson Acting Vice-
President in Indianapolis

At a meeting of the directors of the
Indianapolis Street Railway, Indianapolis,
Ind., on May 16, 1929, the following
officers were elected : D. E. Watson, active
vice-president, L. T. Hixson, secretary and
treasurer, J. P. Tretton, general manager,
T. L. Fox, second assistant secretary and
treasurer.

E. L. Bodge at Ottawa

E. L. Bodge, formerly assistant freight
traffic manager of the Illinois Terminal
Railroad, has been appointed traffic man-
ager of the Chicago & Illinois Valley Rail-
road, at Ottawa, 111., succeeding R. G.
Near, resigned.

Mr. Bodge was traffic manager of the
St. Louis, Troy & Eastern Railroad at
St. Louis, Mo., for several years, and after
this line was consolidated with the Illinois
Traction System was made coal traffic
manager of the latter road. Upon the
merging of the Illinois Traction System
with the Illinois Terminal Railroad, he was
appointed assistant freight traffic manager,
in which capacity he served until he was
made traffic manager last month of the
Chicago & Illinois Valley, a subsidiary.

G. A. Burnham Heads American
Brown Boveri

George A. Burnham, president of Condit
Electrical Manufacturing Corporation, has
accepted the presidency of American Brown
Boveri Company, Inc., of Camden, N. J.,
a newly formed subsidiary of the American
Brown Boveri Electric Corporation, created
for the purpose of placing all electrical and
mechanical operations, exclusive of ship
building, under one management.

Mr. Burnham has been granted patents
on many inventions pertaining to the con-
trol and protection of electric circuits. He
is actively interested in the American In-
stitute of Electrical Engineers and the
National Electrical Manufacturers' Asso-
ciation. During the last nine months, in
addition to his duties as president of Condit
Electrical Manufacturing Corporation, he
has been assistant to the president of
American Brown Boveri Electric Corpora-
tion, and general manager of the electrical-
mechanical division, activities now included
in American Brown Boveri Company, Inc.

He was born in Essex, Mass., 1882, and
was graduated from Tufts College, B.S. in
Engineering 1908, M.S. 1910. Prior to
attending college he was engaged in the
construction and operation of power plants.
Soon after graduation he was employed by
the Condit Electrical Manufacturing Com-
pany finally being elected president
of the Condit Electrical Manufacturing
Corporation, successor to the Condit Elec-
trical Manufacturing Company, in 1926.

Traffic Officials of Indiana
Service Promoted

The transportation department of the
Indiana Service Corporation, Ft. Wayne,
Ind., has announced the promotion of the
following employees :

Newton Archer promoted to accounting
department from passenger and freight
agent, Lafayette, Indiana.

George Garvin promoted to agent at
Lafayette from assistant agent at Wabash.

Clyde Root transferred from agent at
Peru passenger station to passenger and
freight agent at Marion.

Merle McKee promoted from assistant
agent at Peru passenger station to agent.

Paul Wire promoted from clerk at
Huntington to assistant agent at Peru
passenger station.

Electric Railway Journal — Vol.73, No.15
688

Henry W. Blake

Veteran editor of Electric Railway Journal dies. Had served

industry thirty-eight years. Author and authority

on American and foreign practice

HENRY W. BLAKE, senior editor of
the Electric Railway Journal, died
at his home in Englewood, N. J., on May
20. Until a few months ago, Mr. Blake
had been in his accustomed good health,
but at that time, at the suggestion of his
physician, he postponed a contemplated
trip to Europe, during which he had ex-
pected to gather additional material for
the notable series of articles on European
electric railway and bus practice which
have been appearing since a similar trip
made by him about two years ago. De-
spite this decision to forego the trip to
Europe, the condition of his health did not
appear to warrant special concern on the
part of his physician, family or associates.
Late last week, however, he suffered a
severe attack of nervous exhaustion which
did not respond to the treatments usually
efficacious in offsetting attacks of this kind.

An Unusual Cultural Background

Henry W. Blake was in many respects
a great technical editor. He brought to
his task as a young man an unusual equip-
ment. He was learned not only in engi-
neering, which he had studied at Yale Uni-
versity and the Massachusetts Institute of
Technology, but in the liberal arts and in
the humanities. Added to this background
was the cultural influence of a period spent
in Europe at the conclusion of his aca-
demic studies. If destiny did not decree
that he be an editor, certainly there have
been few men in the history of technical
journalism better fitted than was he for
the work to which he was to dedicate his
life. Aside from his cultural and technical
attainments he brought to his career as an
editor a carefully poised judicial mind.
wholehearted devotion to his task and a
sense of the verities that seemed at times
almost uncanny.

During the thirty-eight years Mr. Blake
served the Electric Railway Journal
and its predecessors many revolutionary
changes were effected in the methods of mass
transportation. In 1891 when he came to
the Journal, the argument between cable
and electric advocates was at its height.
In addition there loomed as possibilities
the compressed air car, the storage battery
car, and other forms of motive power. He
served actively as editor during the period
of the rapid expansion of the electric rail-
way in city, suburban and interurban serv-
ice and finally during the period in which
the bus appeared — first, as a competitor
and. then, as an adjunct to the already es-
tablished transportation agencies. In the
interval between these major movements
came the development of electricity for use
in heavy traction with its so-called battle of
the systems, during which Mr. Blake kept
his readers apprised of the progress being
made, while at jthe same time he main-
tained the editorial balance without which
no paper truly serves its readers. Not
content with that, and while still carrying
full editorial responsibility, he prepared
for publication in book form, in collabora-
tion with Walter Jackson, "Electric Rail-
way Transportation."

As was indicated at the time he was
honored by his associates on the occasion
of the completion by him in 1921 of thirty
years of service as editor, Mr. Blake made
and held hundreds of friends in the indus-
try, partly through the charm of his per-

sonality and partly through his willingness
always to share his amazing knowledge of
mass transportation methods and practices
which embraced the entire period from the
horse-bus and horse-car to their modern
automotive and electric successors. Cer-
tainly, as one of his associates once said
of him he "wrote his very life into the
columns of the Electric Railway Jour-
nal." In so doing he wielded an influence
that cannot possibly be measured, but has

Henry W. Blake

been felt and is today reflected on almost
every electric railway in the country.

So far as the chronological history of
Mr. Blake's connection with the paper
goes, it dates from his appointment to the
staff in 1891 and covers the subsequent
periods of his selection as editor in 1894,
his sharing of the editorial responsibilities
with Edward E. Higgins for several years
before the turn of the century and his
carrying the full editorial responsibility
from 1899 to 1922, when he again shared
the editorial responsibilities with another —
Harold V. Bozell. He was appointed sen-
ior editor in 1925 in which post, after
many years, he was relieved of direct re-
sponsibility for the paper and at that time
relinquished active administration of edi-
torial work in accordance with his own plan
of devoting more and more time to his
personal activities and of engaging in only
such editorial duties as best fitted into his
plan of allowing himself more leisure.

Had Keen Sense of Obligation

Mr. Blake was graduated from Yale
in the civil engineering course in 1886
and then took the course in electrical
engineering at the Massachusetts Institute
of Technology, after which he became con-
nected with the Sprague Electric Railway
& Motor Company, at that time engaged
in the construction of electric railways in
various cities in the United States. Like
his father before him and like the New
Englander that he was, Mr. Blake had a
keen sense of his obligations, including his
obligation to his alma mater. That he was

Electric Railway Journal — June, 1929
689

held in high esteem by his fellow class-
mates is attested to by the fact that for
many years he had been Alumni Fund
Agent for his class, an office of special
honor and distinction.

Mr. Blake was born in New Haven on
Dec. 7, 1865. He is survived by his wife,
one daughter and one son.

He was a member of the American In-
stitute of Electrical Engineers, a member
of the International Railway & Tramway
Association, and during the formative years
of the American Electric Railway Associa-
tion he contributed abundantly of his time
and influence to the work of the associa-
tion, particularly that of the affiliated bodies,
participating in the development of the
standard classification of accounts.

Appreciation by James H. McGraw

James H. McGraw, publisher of the
Electric Railway Journal, with whom
Mr. Blake had been continuously asso-
ciated during his thirty-eight years of serv-
ice with the paper, said of him : '

"Henry W. Blake was a great editor.
His name will go down in the history of
industrial journalism with the names of
those other great editors of the past:
Col. Henry G. Prout of Railway Gazette,
W. D. Weaver of Electrical World, Ar-
thur M. Wellington of Engineering News,
Charles Kirchhoff of Iron Age, John M.
Goodell of Engineering Record and Frank
Wight of Engineering News-Record. For
thirty-eight years he was intimately asso-
ciated with the upbuilding of the Electric
Railway Journal and of the McGraw-
Hill Publishing Company. Very early in
his career he grasped the ideal of editorial
service and leadership upon which this in-
stitution was founded.

"In the early days Street Railway Jour-
nal was devoted to the interests of the
horse, its care and its car. But electric
propulsion was being promoted by men
who saw the limitations of the horse and
cable, and the possibilities of electricity.
Convinced with me of the fundamental
principle of technical and business jour-
nalism, that industry is always ready for
real leadership, Henry Blake took hold of
the helm of his paper firmly. In recogniz-
ing that the editor's responsibility is not
merely to present current news and opin-
ion, but to provide a vehicle for advancing
thought, he stamped the imprint of his
mind and personality indelibly upon the
paper and the industry to which his life
was devoted."

Joseph A. McGowan

Joseph A. McGowan, 69 years old, vet-
eran railway executive of Indianapolis, died
on May 13. He had been acting president of
the Indianapolis Street Railway and the
Terre Haute, Indianapolis & Eastern Trac-
tion Company since the death of Robert I.
Todd last July. Mr. McGowan had been
ill for several days prior to his death.
Strain due to increase in work upon assum-
ing the presidency of both companies is
believed to have aggravated the heart con-
dition from which he suffered and which
really caused his death.

Mr. McGowan went to Indianapolis in
1903 at the instance of his cousin, the late
Hugh J. McGowan, who was then develop-
ing the Indianapolis Street Railway and
the old Indianapolis Traction & Terminal
Company, of which he was president.

Joseph A. McGowan became auditor and
later secretary and treasurer, serving in
the latter position until his death, in addi-
tion to his duties as acting president of
both companies.

Mr. McGowan was born in Ireland.

Industry Market and Trade News

1 69 Exhibitors Take 96, 1 96 Sq. Ft. of Space

Assignments made for Atlantic City convention, Sept. 28 to Oct. 4,

as result of two days of deliberation by committee.

Another impressive display assured

When the convention opened last year
there had actually been sold 109,420 sq.ft.
to 251 exhibitors. Of this 109.420 sq.ft.
38,212 sq.ft., or approximately 29 per cent,
was occupied by buses, trucks and body
manufacturers, this space having been as-
signed to 23 companies.

This year so far sixteen bus, truck and
body manufacturers have applied to the
electric railway association for 32,734 sq.ft.,
or 32 per cent, of the total space available,
which amounts to 102,498 sq.ft.

As a result of two days of deliberation
on the part of the committee these assign-
ments were made :

Exhibitors at the 48th Annual A.E.R.A. Convention, Together With
Spaces to Be Occupied by Each Company

FREDERICK C. J. DELL, director of
exhibits of the American Electric Rail-
way Association, reported at the second
meeting of the exhibit committee held at
Atlantic City, N, J., on May 16 the fol-
lowing comparative results of space appli-
cations for the meeting Sept. 28 to Oct. 4 :
Number of Approximate

Year
1923
1924
1925
1926
1927
1928
1929

Space

Number of

equests

Square Feet

43,594

141

60,865

172

98,293

183

95,001

216

104,143

177

98,840

169

96,196

Company

Adams & Westlake Co

Ahlberg Bearing Co

Aluminum Co. of America

American Brake Materials Corp

American Brake Shoe & Foundry Co .

American Brass Co

American Car & Foundry Motors Co.,

American Fork & Hoe Co

American Steel & Wire Co

Anaconda Wire & Cable Co

Anderson Body Co

Anderson Brake Adjuster Co. .

Aqua Oil Service, Inc

Arco Co

Baldwin Locomotive Works.

Bender Body Co. .
Bendix Brake Co..

Bethlehem Steel Co. .

Bosch Magneto Co., Robert.
Bragg-Kliesrath Corp

Bridgeport Brass Co

Brill Co., J. G

Buda Co

Budd Wheel Co

Bus Transportation

Philip Carey Co

Carnegie Steel Co

Chase & Co., L. C

Cheatham Electric Switching Device.

Chillingworth Mfg. Co

Chilton Class Journal Co

Christenson Air Brake Co

Clark Equipment Co

Cleveland Pneumatic Tool Co

Cleveland Tanning Co

Collier, Inc., Barron G

Continental Motors Corp

Consolidated Car Heating Co

Crew Levick Co .'

Cummings Car & Coach Co

Curtain Howe Corp.

Dayton Mechanical Tie Co

Dayton Steel Foundry Co

DeLuxe Products Corp

DeVilbiss Co

DeWalt Products Corp

Differential Steel Car Co

Dodge Brothers Corp

Duff-Norton Mfg. Co

Earll. C. I

Eberhard Mfg. Co

Economy Electric Devices Co

Edwards Company, Inc., M

Electric Railway Improvement Co.
Electric Railway Journal

Electric Service Supplies Co.
Ellcon Co

Erie Malleable Iron Co

Ferodo and Asbestos, Inc

Frazer Electric Transmission Co..
Fremont Metal Body Co

Space Number

E-619

C-341-342

E-628

E-602-603

E-562-563

E-600-60 1

C-308

D-402

D-428-430

E-599

Portion of

C-302
E-546
E-523

C-334-335-336
Portion of

E-617
C-306
Portion of

C-303
E-6I0-6II-6I2-

613-614-615-

616
E-532
Portion of

C-305
E-579
E-513
E-618
C-324
Portion of

E-575
D-4I3-4I5
D-429-431
E-606
D-422
E-581
E-589
C-333
C-332
C-301

C-352-353-354
E-530-531
C-351
E-512
E-533
E-525
E-555
D-412-414
E-521
E-519
E-561A
A- 1 00
Portion of

E-550
C-3I5-3I6
D-406
E-583
E-517
C-3I9B
E-524
E-551-553
Portion of

E-575
E-576-577-578
E-526 and Por-
tion of E-528
C-329
C-337-338
C-320B
C-349-350

Company
Fruehauf Trailer Co. . . .

Fuller & Sons Mfg. Co

General Electric Co

General Motors Truck Co

Globe Ticket Co

W. S. Godwin Co., Inc

Gold Car Heating & Lighting Co,.
Goroco Mechanical Spreader Co.. .

Griffin Wheel Co

Hale & Kilburn

Hannum Manufacturing Co

Haakelite Manufacturing Co

Hercules Motors Corp

Heywood Wakefield Co

Hilliard Corp

Hunt-Spiller Manufacturing Corp.

Hyatt Roller Bearing Co

Illinois Motive Equipment Co. . . .

Ingersoll-Rand Co

International Motor Co.

International Register Co.
Internation Steel Tie Co. .

Irving Iron Works Co. .
Johns-Manville Corp..
Johnson Fare Box Co. .

Johnston Paint Co., R. F
Kelton-Aurand Mfg. Co. . .
Kenfield Davis Pub. Co. . .
Lang Body Co

Leece-Neville Co.
Lorain Steel Co. .

Macdonald Mfg. Co

Mack-International Motor Truck.

Mack-Motor Truck Co

Mack Trucks, Inc

Manganese Steel Forge Co

Metal & Thermit Corp

Moisselle W lded Rail Joint Co.

Money-Meters, Inc

Morton Mfg. Co

Motor Wheel Corp

Nachod & U. S. Signal Co

National Bearing Metals Corp. .
National Brake Co

National Carbon Co

National Cash Register Co

National Malleable & Steel Castings.
National Pneumatic Co

National Railway Appliance Co. . . .

New Departure Manufacturing Co.

Nichols-Lintern Co

Norma-Hoffmann Bearings Corp.. .

North East Electric Co

Oakite Products, Inc

Ohio Brass Co

Ohmer Fare Register Co.

Space Number
C-355 and
E-608-609
C-300
E-568
C-309
E-549
D-404
E-548
E-520

E-564-565-566
E-500-501
E-516
E-514
C-304
E-506-507
E-623
C-348
E-522
Portion of

E-587
A-I05-I07-I09
Portion of

C-307
E-595
D-40 1-403- 405-

407-409-411
E-537-539
C-322-323
Portion of

E-587
E-621
C-345
E-588
Portion of

C-302
C-327
D-432-433-434-

435
E-622
Portion of

C-307
Portion of

C-307
E-604

D-418-419-420
D-410
E-607

E-527 and Por-
tion of E-529
C-346
D-424
E-591
. Portion of
E-528-529
E-536-538
C-330-331
E-540

E-508-509-510-
511
. Portion of
C-319
C-343
C-328
. E-592
. C-326
. E-552-554
E-502-503-504-

505
E-567

Okonite Co E-596

OkoniteCallender Cable Co E-597

Oxalite Corp D-408

Pantasote Co., Inc E-5 1 5

Perey Mfg. Co E-620

Public Service Coordinated Transport E-594

Pyrene Mfg. Co E-561B

Radel Leather Mfg. Co C-347

Rail Joint Co D-400

Railwaa Age E-590

Railway Materials Corp E-545

Railway Trackwork Co D-42 1-423-425

Railway Utility Co E-550B

H. H. Robertson Co E-542

Rochester Printing Co E-584

Ross Gear & Tool Co C-325

Safety Car Devices Co Portion of 570

St. Louis Car Co E-627

Sattley Co E-586

Saums Co., Geo E-585

S K F Industries, Inc E-598

Skinner Automotive Device Co C-344

Spicer Mfg. Corp C-303 A

Standard Johnson Co C-320A

Standard Steel Works Co Portion of

E-6 I 7

Stearns-Stafford Roller Bearing E-558

Studebaker Corp. of America. C-3I2-3I3-3I 4

Templeton Kenly & Co., Ltd D-426

Texas Co E-625-626

Timken-Detroit Axle Co C-317

Timken Roller Bearing Co E-605

Tool Steel Gear & Pinion Co C-3I9C

Transit Equipment Co E-560

Tuco Products Corp E-541-543

Twin Coach Corp C-3 1

Vim Welding & Bonding Co D-427 & B-205

Union Metal & Mfg. Co E-624

Universal Lubricating Co E-544

Van Dorn Coupler Co E-557

Wadell Engineering Co E-5 18

Walter Motor Truck Co C-321

Waukesha Motor Co C-318

Westinghouse Co E-569

Westinghouse Elec. 4 Mfg. Co E-57 1-572-573-

574
Westinghouse Traction Brake Co. . . . Portion of

E-570

Wm. Wharton, Jr., A Co D-416-417

Wheel Truing Brake Shoe Co E-547

White Co C-3II

Wbite Mfg. Co E-556

Wilson Imperial Co E-559

Winchester Repeating Arms Co C-339-340

Wood Steel Co., Alan E-534-535

Wood Conversion Co E-593

Zenith Detroit Corp C-305B

Track space on Convention Hall Plaza,
immediately in front of the Atlantic City
Auditorium, has been assigned to the fol-
lowing companies for the display of street
cars : The J. G. Brill Co., Cincinnati Car
Co., Consolidated Car Heating Co., Osgood
Bradley Car Co.. Safety Car Heating Co.,
St. Louis Car Co., Twin Coach Co.

Third Avenue Railway May Use

Trackless Trolleys

Following an investigation of the opera-
tion of trackless trolleys in Salt Lake
City, as well as experiments made locally,
officials of the Third Avenue Railway Sys-
tem, operating in New York City and
Westchester County, are understood to
favor their adoption for service between
White Plains and Tarrytown as soon as
the necessary permission can be obtained
from the local authorities. An application
to operate the new vehicles has been filed
with the City Council of White Plains as
well as with the authorities in Tarrytown.
Greenburgh and Elmsford, where local
officials have tentatively given their con-
sent. Official approval is expected within
thirty days. If the trackless trolleys are
adopted a new carhouse for service and
storage will have to be erected in White
Plains, as the old carhouse was abandoned
when trolley service was suspended several
years ago. The present garage is of in-
sufficient size to accommodate any consid-
erable number of new conveyances.

Electric Railway Journal-
690

-Vol.73, A'o.15

Specifications of Recent Car Orders

Details regarding a number of recent Journal bearings Plain-Brill

. . , ... .• T r~ r> -., r~ Journal boxes Brut M.C.B.

car orders placed with the J. G. Brill Com- Lamp fijture8 Ivanhoe dome lights

pan}-, as previously told in this paper, are Motors Five cars G. E.-265;

now available. The ten one-man cars „ . ,. Five cars Westinghouse 510, inside hung

, , -. , .. X-. . Painting scheme Orange, cream and red

ordered for city service by the Delaware Roof mat erial Haskelite

Electric Power Company, of Wilmington, Sash fixtures Curtain Supply Company

Del., are to seat 44 passengers and will weigh f eats - • ■■; Brin reversible 201-D type

complete with equipment, 35,740 lb. They t&g?^:;;:::::;:;:;;::::::;:;;;^

are of the low platform stepless type in Slack adjusters Brill mechanical

general use on that property and embody in Step treads Kass

Elevation and floor plan of Wilmington cars

Trolley catchers Earll

Trolley base Ohio Brass Company

Trolley wheels Feist, Ohio Brass Company

Trucks Brill I77-E- -

their equipment and fixtures an extensive
use of aluminum. Five of the cars will
be provided with General Electric No. 265
motors, inside hung, four to the car, and
five will have Westinghouse No. 510 mo-
tors. Air brake equipment is also to be
divided between Westinghouse and the
General Electric Company. The accom-
panying plans and specifications show fur-
ther details regarding the new cars. De-
livery is expected to be made during the
early part of July.

SPECIFICATIONS FOR DELAWARR
ELECTRIC POWER COMPANY CARS

Name of railway . . Delaware Electric Power Company

City and state Wilmington, Del.

Number of units 10

Type of unit. One-man, motor, passenger, city,
double-end, double-truck

Number of seats 44

Builder of car body J. G. Brill Company

City and state Philadelphia, Pa.

Date of order April 1 5, 1 929

Date of delivery July I, 1929

Weights:

Car body 16,600 lb.

Trucks 10,000 lb.

Equipment 9, 140 lb.

Total. 35,740 lb.

Bolster centers 18 ft. 10 in.

Length over all 42 ft. I \ in.

length over body posts 29 ft. lj in.

Truck wheelbase 5 ft. 4 in.

Width over all 8 ft. 4 in.

Height, rail to trolley biso 10 ft. 2(1 in.

Window post spacing 41 in.

Body \ Semi-steel

Roof Arch

Doors End

Air brakes Five cars General Electric;

Five cars Westinghouse

Armature bearings Plain

Axles Brill A.S.T.M. spec., A-20-21

Car signal system Faraday high voltage

Compressors Five cars-G. E. Co-27;

Five cars Westinghouse DH-27

Conduit Flexible Duratube

Control K-35

Door mechanism National Pneumatic

Doors Folding

Fare boxes Cleveland

Finish Enamel

Floor covering Flexolith

Glass Non-shatterable

Hand brakes Peacock staffless

Hand straps White, porcelain enamel

Heaters Consolidated Car Heating Co.

Headlights. . . .Electric Service Supply Co., Keystone

Headlining Agasote

Interior trim Mahogany Han i brak m . " Peacock staffless

Ventilators Brill exhaust type

Wheels, type Rolled steel 26 in. diameter

Wheelguards or fenders Parmenter

The five double-truck cars for interurban
service on the lines of the Philadelphia &
Western Railway will have a seating ca-
pacity of 51 passengers and will weigh
complete, about 63,000 lb. They will be
equipped for two-man operation, and will
have both center and end doors. Addi-
tional data are supplied in the accompany-
ing table.

SPECIFICATIONS FOR PHILADELPHIA
& WESTERN RAILWAY CARS

Name of railway .... Philadelphia & Western Railway

City and state Norristown, Pa.

Number of units 5

Type of unit Two-man, motor, passenger,

interurban, double-end, double-truck

Number of seats 51

Builder of car body The J. G. Brill Co.

City and state Philadelphia, Pa.

Date of order March 25, 1929

Weights:

Car body 26,070 lb.

Trucks 19,030 lb.

Equipment 17,985 lb.

Total. 63,085 lb.

Bolster centers 31 ft. 4 in.

Length over all 50 ft. 6 in.

Length over body posts 40 ft. 8 in.

Truck wheelbase 6 ft. 4 in.

Width over all 9 ft. 7 in.

Height, rail to trolley base 13 ft. 0} in.

Window post spacing 32 in.

Body All steel

Roof Arch

Doors Center and end

Air brakes Westinghouse — AMM

Armature bearings Plain

Axles Brill, heat treated

Car signal system Faraday buzzer

Compressors Westinghouse DH 25

Conduit Metal

Control Westinghouse ALMPC

Couplers Tomlmson Form 1 6

Curtain fixtures Curtain Supply Company

Curtain material Pantasote

Door mechanism National Pneumatic

Doors Sliding

Energy saving device Economy meter

Finish Lacquer

Floor covering Flexolith

Gears and pinions Nuttatl, forged steel

Heaters Railway Utility Company

Headlights Golden Glow

Headlining Agasote

Interior trim Mahogany

Journal bearings Plain

Journal boxes Brill M.C.B.

Lamp fixtures E. S. S. Co's Ivanhoe domes

Motors Westinghouse 535-B-l inside hung

Painting scheme Moss green

Registers Ohmer

Roof type Arch

Roof material Poplar, canvas covered

Seats Brill reversible 202-B type

Seat spacing 32 in.

Seating material Genuine leather

ai„„u „,):.. * / Truck — Brill mechanical

Slack adjusters ( Car-American Brake Co's

Steps Folding and stationary

Step treads Irving

Trolley base U.S.— 20

Trolley wheels Westinghouse 60-B

Trucks Brill M.C.B.-2X

Ventilators Railway Utility Company

Wheels Standard Steel Works, 30 in. diameter

The two cars recently ordered by the
Newell Bridge & Railway Company of
Newell, W. Va., are being built by the
Kuhlman Car Company, Cleveland, Ohio.
They are intended for city use, and will
seat 42 passengers each. The accompany-
ing table contains additional information as
to dimensions and equipment.

SPECIFICATIONS FOR NEWELL BRIDGE
& RAILWAY COMPANY CARS

Name of railway . Newell Bridge & Railway Company

City and state Newell, W. Va.

Number of units 2

Type of unit. .. .Two-man, motor, passenger, city,
double-end, double-truck

Number of seats 46

Builder of car body Kuhlman Car Company

City and state Cleveland, Ohio

Date of order April 1 1, 1929

Weights:

Car body 16,760 lb.

Trucks 8,600 lb.

Equipment 6,640 lb.

Total 32,000 1b.

Bolster centers 23 ft. 4 in.

Length over all 45 ft. 3 in.

Length over body posts 33 ft. 3 in.

Truck wheelbase 4 ft. 1 in.

Width over all 8 ft. 6 in.

Height, rail to trolley base 10 ft. 5 in.

Window post spacing 42 in.

Body Semi-steel

Roof Arch

Doors End

Air brakes Westinghouse straight air

Armature bearings Plain

Axles Brill standard

Car signal system Consolidated

Compressors D.H. 1 6

Conduit Flexible

Control K 35 KK

Door mechanism .... National Pneumatic Company

Doors Folding

Fare boxes Cleveland

Finish Enamel

Floor covering Wood mat. strips

Gears and pinions. .Western Elec. & Mfg. Company

Glass D. S. A. selected

Hand brakes Peacock staffless

Hand straps Electric Service Supply Company

sanitary grip

Heat insulating material Celotex

Heaters Consolidated Car Heating Company

Headlights Crouse-Hinds portable

Headlining Agosote

Interior trim Mahogany

Journal bearings Plain

Journal boxes Brill 3Jx6 in.

Lamp fixtures Westinghouse

Motors Westinghouse 508-A, inside hung

Roof material Wood and canvas

Sash fixtures Adams & Westlake

Seats Brill

Seat spacing Longitudinal

Seating material Rattan

Steps One folding; one stationary

Step treads Kass

Trolley catchers Knutson

Trolley base Westinghouse

Trolley wheels Westinghouse

Trucks Brill I77-E-I-X

Ventilators Brill

Wheels, type Rolled steel, 26 in. diameter

J. G. Brill Company, Philadelphia,
Pa., has brought out an attractive cata-
log on Brill master unit cars. Features
maintained for the cars are light
weight, quick acceleration, riding com-
fort, low-level platforms and floors,
passenger appeal, maximum safety and
circulating passenger load. These unit
cars will be either single end or double
end, double truck or single truck.

Electric Railway Journal-
691

-June, 1929

Electric Terminal Development
Gets Underway in St. Louis

Preliminary work of clearing away build-
dings on the site of the proposed electric
passenger and freight terminal in the down-
town section of St. Louis, Mo., which is
proceeding under the direction of engi-
neers of the St. Louis Electric Terminal
Railway, sets in motion a development that
will ultimately involve the investment of
millions of dollars in that vicinity in
warehousing, shipping and transportation
facilities.

The elevated and subway tracks included
in this improvement, together with the
terminal warehouse which is to be con-
structed on High Street north of Lucas
Avenue, will, it is estimated, cost approx-
imately $5,000,000. Other commercial de-
velopments and improvements sponsored by
private interests are expected to call for
the expenditure of an equal amount, and
a considerable section of St. Louis, which
has made little progress in recent years,
will undergo extensive development.

Plans call for the establishment of a
subway area under and east of High Street
and between Washington and O'Fallon
Streets in which will be located a terminal
yard. The proposed passenger station will
be built at the Washington Street end of
this area, and from this point through
trains will be operated over the lines of
the Illinois Traction System to Venice,
Granite City and other points in central
Illinois. North of the passenger station
development and over the subway area it
is proposed to erect a terminal warehouse
approximately twelve stories in height in
which industries and wholesale organiza-
tions will be housed, thus affording direct
freight trackage facilities over the Illinois
Traction System and its steam railroad
connections. The subway will also permit
of a similar service to other warehouses
and buildings which can be constructed
over the air rights thus created.

The entire plan owes its conception to
the necessity, long recognized, of providing
additional freight facilities for the several
carriers operated by the Illinois Terminal
Railroad System.

Brown Boveri Organizes
New Subsidiary

For the purpose of placing all electrical
and mechanical operations exclusive of
shipbuilding under one management the
American Brown Boveri Electric Corpora-
tion has organized a subsidiary corpora-
tion to be known as American Brown Bo-
veri. Company, Inc. At the company's plant
at Camden, N. J., are produced steam tur-
bines, blowers, compressors, transformers,
mercury arc rectifiers, electric locomotives
and railway equipment, under designs, proc-
esses and patents of Brown Boveri &
Company, Ltd., of Switzerland.

American Brown Boveri Company, Inc.,
owns the entire capital stock of the Condit
Electrical Manufacturing Corporation,
which company will continue the manu-
facture and sale of its electrical control
and protective equipment, through its own
Organization. Officers of the company are
George A. Burnham, president; Maurice
L. Sindeband, vice-president; Joseph T.
Graham, secretary and treasurer, and Will-
iam S. Edsall, general sales manager.
Directors, in addition to Messrs. Burnham
and Sindeband, are William M. Flook,
Allen Curtis, Edward N. Goodwin, William
F. Ingold and Theodore G. Smith.

In addition to his duties as president of

Condit Electrical Manufacturing Corpora-
tion, Mr. Burnham has, during the last nine
months, been assistant to the president of
the American Brown Boveri Electric Cor-
poration.

•-

Toronto Contemplates Purchase
of 110 Cars

Specifications have been prepared and
bids will be asked on 110 new cars for city
service in Toronto, according to Commis-
sioner E. J. Lennox of the Toronto Trans-
portation Commission. Recommendations
will be laid before the Board of Control as
soon as the necessary data as to prices,
time of delivery, etc., have been assembled
and considered. The new cars are expected
to cost more than $1,600,000, and payment
will be made from the rehabilitation fund
which has been accumulated for this pur-
pose.

Operating revenue has shown a con-
sistent increase in the Canadian city over
a period of years, and the new equipment
will be provided to meet growing require-
ments and to provide necessary replace-
ments. Practically all of the 950 cars
owned by the Toronto Transportation Com-
mission are in service during the morning
and evening rush hours. While no details
regarding the design of the proposed cars
have been made available, it is understood
that a number of them will be motor trail
cars.

New Trail Cars for Service
Between Baltimore and Annapolis

Plans involving the expenditure of over
$250,000 to improve its passenger service on
its North and South Shore divisions have
been announced by Herbert A. Wagner,
president, the Washington, Baltimore &
Annapolis Electric Railroad, Baltimore,
Md. Contracts have been placed with the
J. G. Brill Company to build nine new
trail cars which will embody many novel
features making for passenger comfort and
luxury. The new trailers will be con-
structed of steel and mounted on Brill 27
M.C.B. trailer trucks. The cars will be
58 ft. 1 in. long and will weigh about
60,000 lb. Windows will be of plate glass
encased in metal sash. Seats will be pro-
vided for 38 passengers in the main com-
partment and 20 in the smoker. The seats
will have double spring cushions, upholstered
in brown Spanish leather. Cars will be
electrically heated, with thermostatic con-
trol, and will be provided with a lavatory.
Floor covering will be interlocking rubber
tile of buff and green. Exterior finish will
be the W.B.&A. standard green with
gold lettering; interior trim will be in
mahogany finish with ivory ceilings. De-
livery is scheduled for July.

Plans also call for the complete renova-
tion of seventeen of the present motor cars
so that they will conform in general design
with the new trailers.

Seattle Plans Work on Elevated

Street Railway Trestle

With the ordinance passed and signed by
the Mayor of Seattle providing for the
removal of a large portion of the Whatcom
Avenue elevated street railway trestle, the
reconstruction of the existing section along
West Spokane Street and rebuilding of a
new section from East Marginal Way to
First Avenue South, will proceed within
the next few weeks. The trestle in its
present state is considered unsafe, and ap-

proximately $100,000 would have to be ex-
pended in repairs if its use is to be con-
tinued, street railway officials have advised.
A. E. Pierce, chief engineer of the Mu-
nicipal Railway estimates that the cost for
reconstructing the existing section along
West Spokane Street and the rebuilding of
a new section from East Marginal Way
to First Avenue South will be approxi-
mately $100,000. The work will require
about 215 tons of rail and 660,000 bd.ft. of
lumber. The paving of First Avenue
South, which will require 182 tons of rail,
will cost approximately $80,000.

New Shops for Cleveland
Union Terminal

In anticipation of the opening of the
Van Sweringens' new Union Terminal,
which is scheduled for January, 1930, bids
are being received by the Cleveland Union
Terminals Company for the construction of
an electric locomotive repair shop and two
inspection sheds for electric locomotives.
The repair shop and one inspection shed
will be located in the Collinwood yards of
the New York Central Railroad, where
electric operation of the lines running into
the terminal will begin. The other inspec-
tion shed will be located in the Linndale
yards of the Big Four, where electrification
is to end.

The repair shop building is to be of
concrete, brick and steel construction, with
oil proof wood floor and will be 223 ft. long
and 171 ft. wide. It will contain one large
room, with a balcony running around all
four sides. Five tracks will run the entire
length of the building; three of these will
be repair tracks, with pits beneath, one
will be an oil wiping track, and the other
a storage track for wheels and trucks. The
shop will be equipped to handle work on
ten locomotives. The balcony will contain
rooms for a blacksmith shop, air compressor
room, electric repair shop, offices, battery
room, tool room, air brake room, motor
generator and storage and locker rooms.

Each inspection shed will be steel and
concrete, 198 ft. long and 39 ft. wide, with
single tracks running through each side.
The pits will be equipped with heating coils
to thaw out locomotives during the winter.

Studebaker Makes Commercial
Car Appointments

Appointment of three division commer-
cial car representatives has just been an-
nounced by C. H. Wondries, manager of
the Studebaker commercial car division.
Each man has been assigned a specific ter-
ritory and will work with the branch or-
ganizations in their respective territories in
promoting commercial car business.

J. L. Engels, formerly sales promotion
manager for the commercial car division,
has been appointed the Western division
commercial car representative. His head-
quarters will be at San Francisco and his
territory that under the jurisdiction of the
Portland, San Francisco and Los Angeles
branches.

C. H. Miller has the Eastern territory
with headquarters . at Philadelphia. His
territory includes the Boston, New York,
Buffalo, Philadelphia, Washington, Pitts-
burgh and Cleveland branches. He was
formerly the commercial car representative
for the Philadelphia branch.

T. E. Connor, formerly commercial car
representative for the St. Louis branch,
has the Middle Western division. His ter-
ritory includes the Detroit, South Bend,
Cincinnati, Kansas City. St. Louis, Omaha,
Chicago and St. Paul branches.

Electric Railway Journal — Vol.73, No. 15
692

June, 1929

ELECTRIC RAILWAY JOURNAL

Get the breaks

WITH

INFALLIBLE

BRAKES

"PEACOCK"

REG. U. S. PAT. OFF.

STAFFLESS
BRAKES

National Brake Company, Inc.

890 Ellicott Square, Buffalo, N. Y.
General Sales Office: 50 Church St., New York

Canadian Representative:
Lyman Tube 8C Supply Co., Ltd., Montreal. Can.

ELECTRIC RAILWAY JOURNAL

June, 1929

BALAIMC

American

June, 1929

ELECTRIC RAILWAY JOURNAL

AKINC

Increased" revenue on the investment in new cars depends to a great
extent on higher schedule speeds, which in turn requires quick decelera-
tion. Braking is of the utmost importance for safety of operation.

Simplex Multiple Unit Brakes, with two brake shoes per wheel instead
of one. offers the maximum retarding effect with the minimum of wear
and tear on truck equipment. Clasp Brakes afford smoother braking
with minimum heating of brake shoes, and less journal, journal box, and
pedestal wear. Reduces brake and truck maintenance costs, another
definite return in your investment in Modern Cars.

Specify Simplex Multiple Unit Clasp Brakes.

American Steel Foundries

NEW YORK

CHICAGO

ST. LOUIS

teel Foundries

ELECTRIC RAILWAY JOURNAL

June, 1929

And now—
a "Canned"
Sub-Station

Ready for Use

CONTENTS:, One power trans-
former, switching facilities, over-
load and short-circuit protection,
and means of metering.

DIRECTIONS FOR USE : Unload at
point of intended installation and

connect to transmission lines.

That's all !

The new

AMERICAN BROWN BOVERI

Unit Sub -Station

AMERICAN BROWN BOVERI CO., INC.

Graybar Building, New York

Camden, New Jersey

International Recommends

TAR

Principle

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PERFECT CONTACT— P:

Wherever Steel Touches Concrete

^i,,... ii„. „,.„.\

STEP-BY-STEP

STANDARD TWIN T i

A HEAVY DUTY TRACK DESIGN

STMtpAOp S'Ttev-TwinTtes

Minimum specifications for concrete for
tion should be 3000 lbs. per sq. in. Th
national methods of compression tamping
"mortar-flow" permit the use of stiffer
based on correct water-cement ratio wi
lent results.

STEEL TWIN

he Base of Modernization

METHODS to

nirorm
Track

CONCRETE IS COMPRESSED
WITH TAMPING MACHINE

THE "MORTAR-FLOW

PULSATOR UNIFIES AND

SEALS THE WHOLE

TRACK STRUCTURE

The final step with the International method
is the "MORTAR-FLOW" operation using
the "MORTAR-FLOW" pulsator described
below. (Protecting guards have been
removed for the photograph.)

THE "MORTAR-FLO W" PRINCIPLE

and
THE "MORTAR-FLO W" PULSATOR

""HE "MORTAR-FLOW" Pulsator is furnished attached to the compression tamping
-L. machine and is operated by the same man who does the tamping.

It is motor driven from the overhead with a 2 H.P. motor and rests directly on the rail,
giving the track structure, mechanically, 48 00 impulses a minute, causing a mortar flow
which unites the steel of the rail and ties — and the concrete, in a perfect bond. While
the pulsator is working air bubbles can be seen rising from the top along the sides of the
rail. Test samples taken after concrete has set shows absolute bond between rail, tie and
surrounding concrete, and absence of even minute air bubbles.

If you have a mile or more of paved track to build, we will welcome the opportunity to build
at our expense, in your yard, a demonstration section for your inspection and analysis. We
engage ourselves to let these methods and results speak for themselves, when you have
arranged this demonstration.

TIE TRACK

Modernize the Track and the Methods

IV,

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fUkMJ^M^i^. ^S_

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NIELSEN

has made a complete survey of the
60.42 miles of Steel Twin Tie
Track in Kansas City. The first
Steel Twin Tie installation was
made in 1921. Facts contained
in this survey are founded on an
unbiased attempt to answer all
questions about Steel Twin Tie
Track construction and its per-
formance under heavy duty traffic
through the years. Copies of this
survey are now ready for mailing.
Please mail the coupon today.

IJh

DETAILED COMPARATIVE
COSTS

DESIGN AND CONSTRUCTIO
METHODS

TYPE OF PAVEMENT

COMPLETE CONSTRUCTION
DETAILS

HE INTERNATIONAL STEEL TIE CO.
LEVELAND, OHIO

Send us the survey made by the Nielsen Company,
f track construction methods in Kansas City.

AME

ITLE

OMPANY

flTY AND STATR

RIDING QUALITIES
NOISE OF OPERATION

SERVICE

The International Steel Tie (

Cleveland, Ohio

June, 1929

ELECTRIC RAILWAY JOURNAL

The new buzzer gives a loud, clear cut
signal which commands attention. The
sound is transmitted to the molded base
which acts as a sound box, thus permit-
ing the use of a totally enclosed molded
cover protecting the mechanism from
dust and moisture.

As the exterior parts are made of molded
material'the buzzer is pleasing in appear-
ance, and small in size. It is unusually
rugged and simple in construction. The
armature and contact strip are made of
Swedish blued spring steel, and tungsten
contacts are provided with a self-locking
adjustment. Cover screws, terminals
and adjusting screws are all accessible
from in front.

One or two buzzers are used in series
with standard fuse and resistance box
for trolley voltage, or adapted for direct
use on any battery voltage.

CONSOLIDATED CAR-HEATING COMPANY, INC.

NEW YORK

ALBANY

CHICAGO

ELECTRIC RAILWAY JOURNAL

June, 1929

The Repeat Key

is one reason why you can load
passengers faster with a
National Fare Register

By making it possible to
register repeat fares by
pressing just one key, the
repeat key on a National
Fare Register does much
to speed up service.

OPEED of operation is an outstand-
^ ing advantage of the National
Fare Register. With that speed
comes faster loading of passengers.

Three features of the register — fast
flexible keyboard, electric operation
and repeat key — contribute to its
speed.

The repeat key is used when two or
more passengers board the car at
the same point going to the same
destination and paying the same fare.

After the first fare has been re-
corded it is only necessary to press
one key, the Repeat Key, in order to
register as many fares as desired.

Interurban operators have found

this key a distinct advantage and
consider it one of the important
features of the machine.

However, speed is not the only
reason for the constantly increasing
use of this register by interurban
operators. Ten distinctive features
make it the most advanced machine
in the fare collection field.

Among these features are the large
ticket printed and issued by the
register, the printed trip sheet, the
public indication, the fast keyboard
and the small size of the register.

Each of these features contributes
definitely to the successful operation
of an interurban line.

THE NATIONAL FARE REGISTER

Product of The National Cash Register Company

Dayton, Ohio

June, 1929

ELECTRIC RAILWAY JOURNAL

Advertisers nowadays do
not hesitate to employ the
best available artistic talent.
Excellent examples of the
work of leading contem-
porary artists are found
in all advertising media.
Aside from the undoubted
economic service that ad-
vertising performs, it en-
hances the appearance and
increases the interest of any
medium in which it is found

Barron G* Collier

INCORPORATED

NEW YORK CITY

Car Card Advertising Almost Everywhere

ELECTRIC RAILWAY JOURNAL

June, 1929

0.08

Average Tota I Revenue = 28.91* Per B.M.

*■ •"■'g£- : ->--

jf 1 w

**> P; Ji>:^^L05?hro^ *"

Main operating accounts of 21 city

companies with a total revenue of

$23,474,000

Mile

and REDUCED

EXAMINE the chart at the left. It
shows that more than one-third of
your company's dollars are spent for
maintenance. Cut the maintenance cost
and profits increase.

Most of the items under maintenance
are for replacement parts. Many of
these parts are worn out prematurely
because of incorrect lubrication.

Cities Service lubrication engineers are
experts in correct lubrication. For
many years they have been helping some
of the largest bus operators in the coun-
try to show greater profits. In many
instances operating costs have been cut
drastically through the use of Kool-
motor Bus Oils.

Here are some of the things that Cities
Service lubrication can do for you.

for replace-

2.
3.

Reduce expenditures

ment parts.

Reduce labor maintenance cost.

Reduce the frequency of repair

periods.

4. Decrease road calls and delays.

5. Increase efficiency of vehicle opera-
tion.

6. Increase vehicle mileage life.

7. Increase net operating profits.

OIL DIVISION

CITIES SERVICE COMPANY

60 WALL STREET, NEW YORK, N. Y.

June, 1929

ELECTRIC RAILWAY JOURNAL

MAINTENANCE COSTS

Koolmotor Bus Oils are refined from 100% Pennsylvania
crude oil under special formulas to meet all the require-
ments of heavy duty, high speed motor bus lubrication.
The scientific method used in refining accounts for their
exclusive use by many of the largest motor bus properties

ELECTRIC RAILWAY JOURNAL

June, 1929

Jjou cai^af ford
to save' money here

Buying lubricants on a quan-
tity-price basis is like saving a
dollar and losing a hundred.
The cost of lubrication for the
average electric railway sys-
tem is only about a tenth of
one per cent of the total oper-
ating cost. You can't save very
much in any event — and the
cost of poor lubrication is tre-
mendous.

For every purpose, there is
one most effective lubricant —
and whether its price be lower
or higher than another, that
lubricant is the only one
which can possibly give you
the results you want. The
right lubricants and their
proper application save many
a dollar.

These are specialized en-
gineering questions — and
Texaco provides the engineer-
ing skill, experience and line of
products to meet them.

Texaco Car Oils, Texaco
Crater Compound and other
Texaco Lubricants are used
on a large number of the elec-
tric railroads today. Many of
the electric railways of the
country are one hundred per
cent Texaco lubricated.

Experience has provided the
value of the kind of lubrica-
tion service and the kind of
lubricant Texaco offers. Let
us show you what Texaco
lubrication is doing in the elec-
tric railway field. There is a
Texaco representative nearby.

TEXACO LUBRICANTS

THE TEXAS
COMPANY

17 BATTERY PLACE
NEW YORK CITY

THERE IS A TEXACO LUBRICANT FOR EVERY PURPOSE

June, 1929

ELECTRIC RAILWAY JOURNAL

WELL-LIGHTED, well-filled coaches. Well-pleased fares who enjoy
reading comfort that makes the ride seem shorter . . . the service more friendly. Powerful
headlights . . . searching the road ahead . . . revealing curve and danger spot . . . speeding
the schedule. For this important lighting, an adequate power plant is vital ... a capable
generator, backed by a reliable storage battery. And hundreds of successful operators
have standardized on Exide Motor Coach Batteries. These rugged
batteries are expressly designed for gruelling motor-coach service
by engineers backed by forty-one years' experience of building
batteries for every purpose. The Electric Storage Battery Com-
pany, Philadelphia. Exide Batteries of Canada, Limited, Toronto.

Exf6e

MOTOR CDACH
BATTERY

ELECTRIC RAILWAY JOURNAL

June, 1929

10,000,000 Goodyear Miles In

, YELLOWSTONE

The toads of Yellowstone National Park
are bordered with Nature's magic. They
open June 20th for another season of that
wonderment which, once known, can
never be forgotten.

Over their scenic reaches, as they climb
and twist and dip, course the big sight-
seeing buses of the Yellowstone Park
Transportation Company, 269 eleven-pas-
senger buses and 28 seven-passenger cars
— all on Goodyear Tires.

Easy-riding, on easy-running, elastic, cush-

GOOD

ioning Goodyear Tires. Sure-footed, on the
gripping, tractive, Goodyear AU-Wearher
Tread. Safe, over the mountain highways
of dirt and gravel and sharp volcanic glass,
on strong, reliable Goodyear Tires.

For more than 10,000,000 miles,

Goodyear Tires have delivered this
faithful service through eleven seasons
of the Yellowstone fleet's operation.
For the last eight years, Goodyears have
been the only tires chosen for this most
particular duty.

June, 1929

ELECTRIC RAILWAY JOURNAL

Seat That Will Stand Abuse.'

Here is an ideal seat for your bus equipment.
It is a High back, all leather chair, with a
selected hardwood frame accurately joined
and reinforced at all vital points by malleable
iron braces. The 55 P Special will stand the
hard usage which every bus chair is bound
to receive, yet it is extraordinarily comfort-
able. It has spring-filled cushions over our
deep, built-up spring construction and in-
dividual, spring-filled backs. The 55 P Special
is mounted on double-clawed, malleable iron
legs equipped with heavy rubber shock absorb-
ers. Ask the nearest H-W sales office about
this and many more of our modern, practical
bus and railway seats.

HEYWOOD - WAKEFIELD
COMPANY

If you have not
received a copy of
our new Bus Seat
Catalogue, write
for it.

BOSTON, MASSACHUSETTS
▼ *

516 West 34th St., New York Citu 439 Railway Exchange Bldg., Chicago, 111.

J. R. Hayward, Liberty Trust Bldg., Roanoke, Va. A. W. Arlin, Delta Bldg., Los Angeles, Calif.

H. G. Cook, Hobart Bldg., San Francisco, Calif. The G. F. Cotter Supply Co., Houston, Texas

The Railway and Power Engineering Corporation
133 Eastern Ave., Toronto; Montreal; Winnipeg, Canada

ELECTRIC RAILWAY JOURNAL

June, 1929

Less

noise

please!

You don't question for a minute that qui-
eter electric cars are more comfortable to
ride in; and will induce more people to ride.

The vital contribution of Timken Worm
Drive to electric railway performance and
profits is Reduction of Noise.

The "plus" value is much lower weight,
reduced operating cost, prolonged life of
equipment, smoother starting and stopping.

The Timken-Detroit Axle Company, Detroit, Mich.

ti jikk* woic.M iucivi: nti< ks

rOlt EL.ECTRIC ICAILWAVC Alt*

June, 1929

ELECTRIC RAILWAY JOURNAL

Stranded in a Omall town ...
He kept both "Engagements by Telephone

A plant superintendent of a large tire company
was on a business trip in Canada. He missed his
connection and was stranded in a town with one
train a day. Two important engagements loomed
ahead — one in Toronto, the other in New York.
He thought of the telephone. He called the two
cities. He completed his business so satisfactorily
in both places that neither of the trips was
necessary.

The telephone is always ready to put im-
portant things through. A man in St. Louis was
too busy to go to Memphis and back. He made
the round trip by telephone. It resulted in $1400
worth of business.

A Seattle lumber company received a
carload order on condition that it could be /&.
shipped in five days. Special items had to

be cut. A telephone call to Portland, costing
$1.15, found a mill that could do the work. The
car was shipped in time.

A Minnesota commission house invested $43 .60
in nine Long Distance calls to five cities and sold
60 carloads — $14,840 worth — of potatoes.

What delay, worry or expense could you save
today? Is there a misunderstanding to be ad-
justed, an important sale or purchase hanging
fire? Calls are cheap.

Typical station to station day rates : Chicago
to South Bend, 60c. Peoria to St. Louis, 90c.
Cleveland to Philadelphia, $1.60. Pittsburgh to
St. Louis, $1.35. Boston to Chicago, $3.15.

Out of town calling is quick and calling
by number takes even less time. Bell Tele-
phone Service. Quick. Inexpensive. Universal.

KLECTRIC RAILWAY JOURNAL

June, 1929

It raised their

-and it lowered

their maintenance cost

Carey Elastite System of Track Insulation is a preformed

asphaltic compound, reenforced with asphalt-saturated

fibres. Made to fit any rail section; easily

installed, in any weather.

TO give Richmond's
car-riding thou-
sands the utmost in
comfort and service, The
Virginia Electric 8b
Power Company has
made many radical de-
partures from old meth-
ods of track construction.

And one of their most
progressive steps — an
improvement instru-
mental in bringing to
Richmond the Coffin
Award for electric trac-
tion progress — was the
installation of a lastingly
resilient cushion between
the rails and the paving.
Thousands of lineal feet

June, 1929

ELECTRIC RAILWAY JOURNAL

standards of service

of rail filler — Carey Elas-
tite System of Track In-
sulation.

Carey Elastite System
of Track Insulation! De-
fense against pumping
at junctions and joints;
noise reduction; easy rid-

ing, smooth operation,
lowered maintenance
cost. If you are planning
any track construction
work, certainly you will
want the facts on this
advanced traction de-
velopment. Write.

Showing the installation of
Carey Elastite System of Track
Insulation on The Virginia Elec-
tric 8> Power Company's track-
age, at Richmond, Va. The
pavement is asphalt-grouted
brick, on a concrete base.

The Philip Carey Company, Lockland, Cincinnati, Ohio

SYSTEM OF

TRACK INSULATION

ELECTRIC RAILWAY JOURNAL

June, 1929

over

$ 1,000,000 ™

worth of

"TOOL STEEL" Gears and Pinions

were specified and bought for

New Equipment

in the last eight years

in North and South America —
England, Holland, Italy, Spain
and Australia.

TOOL STEEL" Gears have
proved vastly superior in quality
in test after test, and railway lines
now realize it pays to buy the best
on their new equipment. You
would not think of buying a motor
to last only a few years — why get a
short life gear?

It pays to specify "Tool Steel" Gears.

THE TOOL STEEL GEAR & PINION CO.

Cincinnati, Ohio

ool-Steel

JtilStenfadfOmlily GEARS AND PINlON/"

June, 1929

ELECTRIC RAILWAY JOURNAL

Maintenance. Jthe Profit
Eating Glutton

THE R.C.MAHON COJMVANY^^^Z

DETHOIT, IVHCHIGATV

Manufacturers of Spray Booths and Exhaust Stacks, Industrial
Drvinjj Owns and Blow Pipe Systems

MAHON

SPRAY BOOTHS £ EXHAUST STACKS

• DESIGNED FOR FIRE SAFETY *

ELECTRIC RAILWAY JOURNAL

June, 1929

PROVED BY

Performance

IN every section of the country there are
properties with Hyatt Roller Bearing
equipped cars in operation, and service rec-
ords prove the bearings are giving a splendid
account of themselves. A sectional view of
the Hyatt Roller Bearing Journal Box now
available for standard A. E. R. A. pedestals is
shown below.

Note the spring seat rocker, which lends
flexibility to the mounting and compensates
for spring irregularities. This rocker con-
struction may be altered to suit varying
truck design.

Details on box sizes and

capacities may be had by

writing the nearest Hyatt

office

The bearings and raceways employed in-
crease bearing capacity. Every detail of the
box design is engineered to give longer life
and the carefree service you expect of anti-
friction bearing applications.

Electric railway companies desiring to save
power, reduce maintenance, and increase
comfort of passengers are modernizing with
Hyatt Roller Bearing Journal Boxes. The
Hyattway is the Saving Way.

HYATT ROLLER BEARING COMPANY

Newark Detroit Chicago Pittsburgh Oakland

ifAff

RO LLER BEARIJ STOS

PRODUCT OF GENERAL MOTORS

Motor coach operators know this: Every
motor coach will have its turn in the shop.
Sooner or later, repairs and adjustments
are inevitable. J Dodge Brothers Motor
Coaches are not exceptions. But so well
have they been designed and built to
weather the strains and stresses of even
the most arduous service that their turn
in the shop is postponed until long beyond
the normally expected date. JfThey are
built to serve dependably, to win patrons
by their comfort, their safety and their
good appearance and to please operators
by their ability to work at uniformly low
cost — mile after mile, year after year.

These Features Mean

HEAVy FELT PADDING
WATER-PROOF PAINTED DUCK COVERING ■

HASKELITE ROOF

INSULATED BODY WIRING CARRIED
IN CHANNEL IN DOME LIGHT RAIL

LAMINATCD ROOF RIB

L| Y^~ DRIP MOULDING

- CADMIUM PLATED SCREWS
USED THROUGHOUT

. ALL WOOO PARTS THOROUGHLY
LEAD PRIMED

EACH METAL PANEL OVERLAPS
THE ONE IMMEDIATELY BELOW IT
JOINTS ARE COHERED WITH
HALF OVAL ALUMINUM MOULDING

SKID RAIL PROTECTED BY HLAVY
HALF OVAL STEEL STRIP

I'HARDWOOO FLOORIKG

SKIRT RAIL IS
WELL BRA CEO

CHASSIS FRAME SIDE RAIL

SKIRT RAIL PROTECTED
BV lj"x2" ANGLE IRON

Chrysler motors Product

ROOF, of Haskelite, supported by laminated
ribs is strong and weave-proof. It is covered
with waterproof painted duck. Heavy felt
padding between top covering and wood
effectively protects the covering.

INSULATED BODY WIRING is carried in
channel in dome-light rail. Greater protection
and ease of access result.

DRIP MOULDING is amply deep and of
heavy construction. It provides the needed
protection to insure efficient drainage in all
weather.

CADMIUM PLATED SCREWS, exclusive-
ly, are used in construction of body. These rust-
resisting screws prevent premature destruction
of the wood at points used.

ALL WOOD PARTS are of oak and are
thoroughly lead primed. As a result of this
treatment, body will endure for a far longer
period.

EACH OUTSIDE METAL PANEL over-
laps the one immediately below it. All joints
are covered with half-oval aluminum moulding.
Such care in design and construction insures
more effective weatherproofing, a more fin-
ished appearance and longer, care -free life.

SKID RAILS, on sides and rear of coach,
are a unique feature. These sturdy guard rails
provide added safety for passengers and ma-
terial protection to body through elimination
of costly repairs resulting from minor accidents.

SKIRT RAIL is securely braced and ade-
quately protected by sturdy angle irons. Long
body-life and protection in even unusually
severe coach service, are assured.

WINDOWS are of brass sash with pinch
locks operating on brass slides and free
from rattle.

Add to this list of advantages such motor coach
essentials as metal nonskid entrance step, removable
safety mat in aisle and genuine leather seats of sturdy,
enduring construction. Body maintenance costs are
sure to be low.

DODEE
M OTOR

SOLD BY DODGE BROTHER*

Low Maintenance Cost

CHASSIS is clean, sturdy and simple in
design — easily accessible for adjustments or
repairs. Note the absence of complicated
brake linkages, rods and cables.

RADIATOR is of the honeycomb type, with
shutter controlled from driver's seat. Water-
temperature indicator on instrument board
and thermostat in engine provide additional
temperature control for economical operation.

TRANSMISSION is of the heavy-duty type
with four speeds forward. It provides that irre-
sistible pull of the low low for hole or hill and
speed where conditions permit. It is built to
withstand the constant, gruelling service de-
manded by bus operators today.

STEERING, easy, quick and certain, is in-
sured by the sturdy nut and lever steering gear.
Simplicity and rugged design make mainte-
nance negligible.

REAR SPRINGS of the 3-stage, progressive
type, provide surpassing riding comfort for
passengers — whether load is light or heavy.
Flexibility, without sacrifice of strength, is
assured with varying loads by the progressive
action of each of the three spring sections.

BRAKES, safe, 4-wheel hydraulic with
American Brakeblok linings, are large, certain-
in-action, long- wearing and require but the
minimum of periodic attention.

ENGINE, Dodge Brothers 6-cylinder, fur-
nishes a smooth flow of power for the most
exacting demands of coach service. It is
designed and built with special thought to the
needs of those users who seek simplicity,
economy and long life.

CRANKSHAFT in the Dodge Brothers en-
gine is of the 7-bearing type weighing 69
pounds and with a total projected bearing
area of 28.36 square inches.

Weigh well the importance of these and numerous
other chassis refinements such as oil filter, air cleaner,
gas filter and crankcase ventilator. They help
materially to lower maintenance costs.

BROTH ER5
COACH E-5

tEALERS EVERYWHERE

ervice

Wherever and Whenever Needed

When Dodge equipment does require
adjustments or repairs, a Dodge Brothers
Dealer is close at hand. Service — prompt
and expert— is always available. Or if the
operator maintains his own service
facilities, parts — reasonably priced — are
obtainable without delay.

To operators of Dodge Brothers Motor
Coaches upkeep is not a bugaboo. Main-
tenance they recognize as eventually
necessary. Maintenance, low in cost, they
are sure to get when it is finally needed.

DDDBE- BROTHERS
MOTOR COACH & S

SOLD BY DODGE BROTHERS DEALERS EVERYWHERE

B-1213 Printed in U.S.A.

June, 1929

ELECTRIC RAILWAY JOURNAL

GOOD APPEARANCE

of Both Single

and Dual Wheels

on Trucks and Buses

GOODYEAR

TYPE "K" RIMS

Besides strength, ease of operation and proved merit

mechanically, Type "K" Rim Equipment

excels in appearance

WHEN you look over a finished truck
or bus, your attention is powerfully
drawn toward the wheels. Type "K" Rim
equipment plainly indicates both strength
and smartness — a touch which is not lost
upon fleet owners who want the very best.
This is one of the reasons why manufactur-
ers of trucks and buses in increasing numbers
are specifying Goodyear Type "K" Rims.

Goodyear Type "K" Rims are quickly and
easily demountable and remountable, both
because of their mechanical features and
their light weight. They slip off and on
with ease despite rust, dirt, ice, etc.
They are interchangeable. They have strength
with their light weight. They are cool-
running. And they are the only single bevel
rim on the market today with an 18° bevel.

Write today to Goodyear, Akron, Ohio, or Los An-
geles, California, for detailed information. If you
are a truck, bus or trailer manufacturer, Goodyear
offers you every co-operation of its engineering staff

'The man who changes the tires likes Goodyear Type 'K' Rims"

msm

Type "K" Truck & Bus Rim Equipment

ELECTRIC RAILWAY JOURNAL

LORAIN

June, 1929

Expansion Joint

Pittsburgh Railways Company's Standard

THIS type of joint is extensively used, particularly on bridges, and
consists of an outside or head bar, which is made of manganese or
other alloy steel, a tram side bar, which is cast steel, four steel flange
blocks, two rails and necessary bolts.

This illustration shows short pieces of rail, but these rails are fur-
nished in lengths as desired, usually 8 feet each. The extreme ends of
the rails are drilled for standard joints and the expansion ends are
specially machined, to accommodate the expansion bars and provided
with round holes for the through bolts.

The four flange blocks are bolted permanently to the rail ends, and
the head and tram bars are provided with slotted holes to take care
of the expansion.

The upper illustration shows the joint practically closed while the
lower shows it partly open. This joint takes care of expansion up
to 3y 2 inches.

Girder Rails

♦

Girder Guard Rails

Plain Girder Rails

Rail Joints and
Track Accessories

Expansion Joints
for Electrically
Welded Track

Special Trackwork

Switches, Frogs and Crossings

Solid Manganese Steel,

Manganese Insert Construction,

Chrome Nickel Steel Insert

Construction and Built-up

Construction of all
heights and weights of rail

The Lorain Steel Company

General Offices: 545 Central Avenue, Johnstown, Pa.

SUBSIDIARY OF

UNITED STATES STEEL CORPORATION

Dependabie Service

American Bridge Company Carnegie Steel Company Illinois Steel Company The lorain Steel Company

American Sheet and Tin Plate Company Cyclone Fence Company Minnesota Steel Company Tennessee Coal, Iron A R. R. Company

American Steel and Wire Company Federal Shipbuilding and Dry Dock Company National Tube Company Universal Portland Cement Company

* Pacific Coast Distributors— United States Steel Products Company, San Francisco, Los Angeles, Portland, Seattle, Honolulu. Export Distributors— United States Steelr Products Company. New York C*r

Sales Offices:
ATLANTA CHICAGO CLEVELAND DALLAS NEW YORK PHILADELPHIA PITTSBURGH

June, 1929

ELECTRIC RAILWAY JOURNAL

White 18 to 21 Passenger Six-Cylinder Bus, Model 65

A Powerful New White 6 Cylinder
18-21 Passenger Bus

BUILT to satisfy completely the requirements of the bus operator for a quality bus seat-
ing from 18 to 21 passengers, the new White six-cylinder, Model 65, will deliver max-
imum performance under all operating conditions. It combines beauty of line with the
practical advantages of economy of operation and convenience in maintenance and inspection.
All parts are unusually accessible.

Because of its extreme flexibility, Model 65 with
21 -passenger pay -enter body is especially adapted
for use where traffic conditions are severe and with
body seating from 18 to 21, for use in inter-city
service where exceptional performance is desired.
By the addition of four aisle seats capacity may
be increased to 25.

The new White Six Bus is White built through-
out. In design it is balanced and soundly engi-
neered, possessing many advanced mechanical
features including a rugged six-cylinder over-
head valve, seven bearing crankshaft engine,

double ignition system and 4-wheel Lockheed
hydraulic type brakes with a Westinghouse vac-
uum operated Servo built integral with the
hydraulic Master cylinder. The combination
assures equalized, powerful and smooth braking.

Performance and profit have built up the solid
prestige back of White Bus leadership. This
latest addition to the White Bus line, Model 65,
also assures the maximum of comfort and safety
to the riding public and the maximum of profit
to the operator.

THE WHITE COMPANY, Cleveland

WHITE BUSSES

FOURS AND SIXES

ELECTRIC RAILWAY JOURNAL

June, 1929

uminum

UUlUUi

'CVU

CliV£ UOW01 COAJA

THE lower first cost of Aluminum Busbars is a
matter that may well receive the consideration
of designing engineers.

For the handling of power at a large station the
adoption of Aluminum Busbars develops an initial
saving that appreciably affects the relation of
operating profit to equipment investment.

To this important economic factor may be
added lighter weight, with structural economy and
complete dependability.

A booklet setting forth Carrying Capacities,
Joints, Deflections and Stresses, Specifications and
Tables will be forwarded upon request.

ALUMINUM COMPANY OF AMERICA
2463 Oliver Bldg., Pittsburgh, Pa.
Offices in 19 Principal American Cities

ALUMINUM

June, 1929

ELECTRIC RAILWAY JOURNAL
♦ ♦ BEHIND ▲THE PYRAMIDS— 6 ♦♦

CARBON is just a start

Section of milling and mixing department

YOU might suppose that after we had secured our
carbon in a form such as graphite or lampblack
there would be nothing else to do but mould it into
brushes in a single pressing operation, and attach
shunts, if required, in another.

But brush manufacture is not so simple as all
that, or you could make your own brushes. Brush
making is a highly specialized, technical task, re-
quiring long experience, great skill, and the expendi-
ture of large sums for research, scientific apparatus
and factory machinery. Of these, experience and
skill are the hardest to obtain. Our 52 years in the
manufacture of carbon products has given us this
experience and skill.

No, carbon flour is just a start. The next manu-
facturing step is mixing. The identities of the
various grades are established at this time. The
lampblack or other form of carbon flour is mixed
with tar or pitch in special mixing machines that

handle carefully measured amounts of these materials
according to the grades required and produce a
mixture whose characteristics are held within close
limits by the laboratory.

The mixing process is one of the most important
steps in brush manufacture. There are many points
in this operation where scientific control is exer-
cised to assure the desired characteristics in the
finished brushes.

At the completion of this process 39 days have
passed and there are still many operations through
which this material must pass before it can reach
you as a finished brush.

But National Pyramid Brushes finished exactly to
your specifications can be shipped you promptly on
order. They are sawed and ground from blocks that
already have gone through our long, intricate manu-
facturing processes. This gives you a perfect carbon
brush, made to exact size, quickly.

An interesting moving picture film illustrating in detail the processes used in the manufacture
of carbon brushes will gladly be shown on request to any organization of engineers or students.

NATIONAL CARBON COMPANY, Inc

Unit of Union Carbide f a and Carbon Corporation

Carbon Sales
Division

SILVER STRAND

CABLE

T*«0( MAftH

Cleveland, Ohio

Branch Offices and Factories
New York Pittsburgh Chicago Birmingham San Francisco

ELECTRIC RAILWAY JOURNAL

June, 1929

miliar
wmmmmm.

■ : ~;.' :: .

Ill

K'V'

'. " ,

METAL 4, THERMIT

1?J) BRPADWAY

PITTSBURGH

CHICAGO

BOSTON

June, 1929

ELECTRIC RAILWAY JOURNAL

;jf§

■is:;*.

the pastl

Gone are the rail joints of pre-Thermit days. Gone
also are the men and machines that dug the pavement
up and patched those joints.

Now traffic on the crowded city streets flows evenly
along and cars speed smoothly over jointless track.

Those men, — those joints, — those holes — are but
phantoms of the past.

What this all means to transportation companies is
hardly worth repeating here. That Thermit welding
has brought this about is known by every operating
man.

And yet it costs surprisingly little to Thermit-weld all
joints out of existence, far less in fact than to patch
them and to keep them patched.

// track and rolling stock repairs are gnawing at your
profits, think well before you patch, and Thermit-weld
instead.

P~^

COTLP ORATI Ob/?

NEW YORK. N.Y.

SOUTH SAN FRANCISCO

TORONTO

ELECTRIC RAILWAY JOURNAL

June, 1929

Jrom this standpoint

GENERAL dependability, the necessary factor demanded today in line poles, is rep-
resented in a high degree in "NATIONAL" Tubular Steel Poles — the principal reason
for their preference by leading traction companies throughout the country.
Made by the largest manufacturer of tubular products in the world, by skilled workmen
under expert supervision ; put through severe tests which represent the hardest kind of service
conditions — "NATIONAL" Poles include the desired advantages of durability — strength —
low upkeep — and attractiveness — which make up general dependability in service.
For additional protection against atmospheric corrosion use "NATIONAL" Copper-Steel
Line Poles. Steel containing a small percentage of copper makes it especially resistant to
this type of corrosion.

Note in the illustration below the clean-cut, neat appearance which "NATIONAL" Poles
give to this electric line. Our engineers will be glad to cooperate with you and offer sug-
gestions concerning installation of these poles. Bulletin No. 14 — "NATIONAL" Tubular
Steel Poles — and Bulletin No. 11 — Copper-Bearing Steel Pipe — will be sent upon request.

NATIONAL TUBE COMPANY * Pittsburgh, Pa.

Subsidiary of United States Steel Corporation

THE
DAYTON
INTEGRAL
SYSTEM

OF TRACK

ANPP AMNG

STRTJCTTJKE

DaytonTrack

Economical

Anywhcte
You'd Use
Wood Ties

The Dayton Integral System of Track
and Paving Structure may be economi'
cally installed in any track where you
can use wood ties, including installations
under traffic.

The cost per track foot will not be
more, and, according to engineers who
have used it, will often be less.

And you can spread your appropria'
tion farther. Dayton Integral Track, as

THE MtfTON INTEGRAL SYSTEM 01

THE Il£XTON XBCH&NICA

has been demonstrated again and again,
will last far longer than wood tie track.

Moreover, Dayton Integral Track
requires no major maintenance at all,
while maintenance on many other forms
of track will exceed the first cost in a
few years.

Whether you install Dayton Integral
Track under traffic, or under normal
conditions, the cost per track foot will
be low.

Exceptionally
LowCbstPef
Track Foot

lliACK AND PAWNG STRUCTURE

CO., - DAVTOKT, OHIO

17 Years

and

Going Strong

The life of track built by the Dayton Integral System
of Track and Paving Structure is so long that our 17
years in business has not established its limit.

But even better, it requires no major maintenance at
all. It gives you good track that stays good with little
or no expense.

Sometimes the life of inferior track may be prolonged,
but only at a maintenance cost which in a relatively
short time amounts to more than the original track cost.
In such case it is more economical to lay new track —
Dayton Integral Track.

Dayton Integral Track unifies track and paving foun'
dation into a single, sturdy structure, provided with a
vibration absorbing element which protects the concrete
against destruction. The Dayton Tie also provides
re'enforcing for the concrete which greatly augments
strength.

THE DAYTON
MECHANICAL TIE CO.

DAYTON, OHIO

Mine, 1929

ELECTRIC RAILWAY JOURNAL

t>l

New Design Terminal Provides
Easy Welding Angle

— Contacts with Ration Thin
line — placing Bond low
on Rail head.

EXPERIENCE

anc^
Quality
Produce Outstanding
Performance

*Ctl

<fc

^C..^/o/°^

**<6

AMERICAN STEEL & WIRE COMPANY

Subsidiary of United States Steel Corporation

208 S. La Salle Street, Chicago 30 Church Street, New York

Other Sales Offices Boston Cleveland Worcester Philadelphia Pittsburgh Buffalo Detroit Cincinnati Baltimore

Wilkes-Barre St. Louis Kansas City Minneapolis-St. Paul Oklahoma City Birmingham Atlanta Memphis Dallas Denver Salt Lake City

U. S. Steel Products Company: San Francisco, Los Angeles, Portland, Seattle Export Distributors: United .States Steel Products Co., 30 Church St, New York

ELECTRIC RAILWAY JOURNAL

June, 1929

i*he Radiance
tf duality

1878

>lOW/^

FOR over fifty years The Okonite Company has persisted
in an unvarying policy of maintaining the highest
Quality in all of its products.

This quality has been outstanding, and known the world
over for its consistency and the reliability of performance
imparted by it to everything bearing the Brand of Okonite.

To a quality, always unequivocally guaranteed, has been
added an intelligent, attentive Service functioning far beyond
the plane of merely selling factory output.

As a result, Okonite users have enjoyed the comfortable and
profitable experience of freedom from disastrous and costly
plant failures, receiving thereby a proper return on their wise
investment in Quality.

The good name of The Okonite Company has been estab-
lished by an adamantine resistance to every pressure for
lower standards ; by constantly keeping faith with all custo-
mers ; and by the broad desire to do its full part in the suc-
cessful building up of the electrical industry.

This Radiance of Quality lights the way for future work,
remindfully emphasizing that the performance of electrical
equipment is assured by its quality.

1929

>kON//

THE OKONITE COMPANY

THE OKONITE-CALLENDER CABLE COMPANY, INC.
FACTORIES: PASSAIC, N. J. PATERSON, N. J.

SALES OFFICES: NEW YORK CHICAGO PITTSBURGH ST. LOUIS BOSTON

ATLANTA BIRMINGHAM SAN FRANCISCO LOS ANGELES DALLAS SEATTLE

Novelty Electric Co., Philadelphia. Pa. F. D. Lawrence Electric Co.. Cincinnati. O.

Canadian Representatives: Engineering Materials. Limited, Montreal

Cuban Representatives: Victor G. Mendoza Co.. Havana

Okonite Quality Standards ~~ Unchanged for Haifa Century

June, 1929

ELECTRIC RAILWAY JOURNAL

— £ £ oca +r

\ .. * E «>» _ * S = Jiis»

Omdudor
can .

new Globe

Transfe r enforces
correct use /

Operators using this "Tear-Off" transfer re-
port that the abuse of privileges is practically
negligible. This type of transfer is particu-
larly adapted to one-man cars.
The conductor issuing the transfer tears it
off at a figure which indicates the correct
time privileges. For
each hour, the trans-

FACTORIES

PHILADELPHIA

NEW YORK

BOSTON

LOS ANGELES

JACKSONVILLE, FLA.

TICKET COMPANY

mNorthTwelfth Street
PHILADELPHIA

fer length increases, so that any attempt to
pass with an earlier transfer is instantly no-
ticeable, even in rush hours. The older
method of punching was less accurate, took
more time, and encouraged fraud.
Call any Globe Office for particulars

on any paper fare col-
lecting system.

SALES OFFICES

BALTIMORE
CINCINNATI
CLEVELAND
PITTSBURGH
SYRACUSE, N. Y.

ELECTRIC RAILWAY JOURNAL

June. 1929

June, 1929

ELECTRIC RAILWAY JOURNAL

. ... Cat Con«°^ M kes

Cat Con« oV bta kes,

s ai et V nA an • ■ ' merries,

erated °Y <"* * uac tio« pt°? et

vet saUv ^ d W , is equ^ ot

, rtiW.ay «*» ** o4 interest-
T ° S " e at V« not devoid M rf

lt S " Wvon to «■«• «P ten .

^exten-av h- •

year * u »

,8il0&$&

ELECTRIC RAILWAY JOURNAL

June, 1929

Canned Experience "<

Make use of the other mans experience

, e*v v=° Vl <n a-) „ e "

,!»** <^ -,O e , *' e*" «»^

-»\» vs. ,^ c „f*

\°*.<e* V\o» %

*»<

»#

Richey —

Electric Railway Handbook

Second Edition, 798 pages, flexible, pocket size,

598 illustrations, $4.00
A thoroughly revised reference book of practical
data, formulas and tables for the use of operators,
engineers and students. It gives the essential
reference data on all phases of electric railway
construction and operation. It presents: (1) Data
on subjects which come up in everyday electric
railway practice. (2) Material of Bervice to the
non-technical manager or operator. (3) Reference
material on electric railway practice for those who
are specializing in other or allied lines.

Harding —

Electric Railway Engineering

Third Edition, 480 pages, 6x9, 248 Illustrations,
$5.00

A thorough revision of this standard work on the
theory and practice of electric railway engineering.
The book covers the principles of train operation,
power generation and distribution, equipment and
types of systems.

3
Kurtz —

Lineman's Handbook

550 pages, pocket size, flexible, illustrated, $4.00
The first book written expressly for linemen, fore-
men, and other employees of line departments.
The book meets the growing need for a pocket
volume of construction and maintenance data,
procedure, and methods. It presents hundreds of
kinks, shortcuts, expedients and time- and work-
saving methods, as well as scores of useful
diagrams, tables, and formulas for the lineman.

Standard Handbook for

Electrical Engineers

Fifth Edition, a. 100 pages. 4%x7, flexible,
illustrated, $6.00
A widely-known encyclopedia of electrical en-
gineering. The book covers every branch of
modern electrical engineering. It is complete and
reliable, and so carefully and fully indexed that
Its information is readily accessible.

Croft—

American Electricians'
Handbook

H'ili pages, pocket size, 900 illustrations, flexible
$4.00

The book is a reliable, useful hand-
book for wiremen , contractors, line-
men, plant superintendents and con-
struction engineers. It aims to give
the practical man the facts on appa-
ratus, materials and installation which
he needs in his daily work. It is prac-
tical from cover to cover.

Choose the books
yo\i want to see/
* and just mail
the coupon.

Blake and Jackson —

Electric Railway Transportation

Second Edition,

437 pages, 6x9,
95.0O

131 illustrations.

A second edition
of this widely
known book on
the transportation
Bide of the elec-
tric railway busi-
ness — getting
the cars over the
tracks — increas-
ing the traffic - —
collecting the fares
— and selling ser-
vice in the face of
modern conditions.
Particular consid-
eration is given
to the place of
the bus in mod-
ern transporta-
tion.

7
King —

Railway

Signaling

360
340

pages. 6x0,
illustrations,
$1.00

A completely ade-
quate book on all
phases of modern
railway signaling.
The book describes
fully the construc-
tion, installation,
operation and
maintenance o f
signaling equip-
ment, and pre-
sents a thorough
discussion of prin-
ciples.

Nash—

Economics of Public Utilities

413 pages, 6x9, $4.00

This book presents the essential facts and the
most mature views upon the underlying financial
and economic phases of public utility companies
with particular emphasis on electric railways,
electric light and power companies and gas com-
panies.

It discusses every angle of the public utility
as a business and treats thoroughly such subjects
as capitalization, investment features, franchises,
regulation, valuation, depreciation, taxes, rates
service, accounting methods, public relations etc

Mail this coupon
to see these McGraw-Hill books

McGraw-Hill Book Co., Inc., 370 Seventh Avenue,
New York.

Send me the books checked for 10 ("ays' free examination:
.... Ridley's Electric Railway .... Croft's American Electrt-

Handbook. $4.00. clans Handbook. 44.00.

Harding's Electric Railway ? I .* k "«* n .? ,,l:k '? n '' E 1 *-

Engineerlng. S5.0 0. J* f? 1 '*"^ Transporta-

■•■? u I tz '.,¥» nem * n ' Han ...-King'. Railway Signaling,

book, 44.00. {4 qq

.... Standard Handbook for .... Nash's Economics of Pub-

Electrical Engineers, 46.00. He Utilities. 44.00.

I agree to return such books as I do not wish to keep, postpaid,
or to remit for them within 10 days of receipt.

Name

Home Address

City

Position

Name of Company E. 8-41

June, 1929

ELECTRIC RAILWAY JOURNAL

permanent

renewal

with

Carnegie Steel Cross Ties

Track renewal with wood ties is only a temporary improvement. The use
of steel ties however, means a permanent track foundation. Temperature
variations, water and decay do not affect Carnegie Steel Ties. This is proved
by the excellent condition of these ties uncovered for rail renewal after 18 years
in heavy duty service.

The illustration shows an inexpensive renewal job. Wood ties set in concrete
had been formerly used. After eleven years service, steel ties were substituted,
using the old concrete base.

For real economy, renew your old track for the last time with Carnegie Steel
Ties. They guarantee lower costs per mile per year.

Booklet — "Steel Cross Ties" — on Request

Carnegie Steel Company

CARNEGIE BUILDING —PITTSBURGH, PA.

Subsidiary of United States Steel Corporation

1852 A

ELECTRIC RAILWAY JOURNAL

June, 1929

HE TWO RADIATORS

which cool the motors
in the Twin Coach
are products of the

LONG MANUFACTURING CO.
DETROIT MICHIGAN

AUTOMOTIVE
RADIATORS

AUTOMOTIVE
CLUTCHES

KEEPING IN STEP

with the am/am
in motor coach
designs

Forerunner of today's mod-
ern coach was the rebuilt
touring car and modified
truck.

1922

Beginning of modern bus
equipment.

1927

The bus of common usage.

1928-9

This year finds a vehicle
adapted to carry heavy peak
loads.

Presenting the first of a
series of advertisements to
show the progress this
transportation system is
making.

Great progressive steps have
been made in bus develop-
ment during recent years,
and engineers are still striv-
ing for improvements by
which transportation service
may still be bettered.

As better busses are built
they are added to Akron's
system with the object of
providing the best and most
up-to-date equipment.

N.O.R &L.Ca

Reproduced herewith is a series of Akron newspaper advertisements
by Northern Ohio Power and Light Company. This is management

enterprise — unexcelled.

United £lect\ic Railway Bau linei at
PAovidmce JIJ. aAe nowAywiaUng 55,
2l4uwe/been fm/vchaAedikU ytyvang -

Constantly Increasing

our supply of °

New Twin Coaches

This is the second of
a scries of advertisements
to show the progress
being made in your trans-
portation system.

The latest type of bus for city
service is represented here.
Twenty eight of these busses,
seating 40 passengers, are oper-
ating in Akron. Eleven others
are in interurban service. Plans
provide for greatly increasing
this type of equipment during
1929.

There will then be available
for use in Akron city nearly
200 busses.

In no city in the United States
has there been such bus develop
ment and extension in regular
transportation service as in
Akron. Such development is
of value to Akron throughout
the world.

N.0.R &L.Cq

SO iiewvy ycahhuing Twifib abe of mating

acbvid the Ccwi/uti 7/laAtuH> t/ie hut) >*>/ ^Defacil

we\atert i)y Djfrvoit THotoi Bub Co-. taUe\n

WkhiqanmdA

ykeeting the Rush Hour

EMERGENCY

This is the third of a
series of advertise
merits to show the
progress your trans
port at ion system is
making.

T~"\URING normal periods of the
d;iy in Akron from 65 to 75
busses could easily provide ade-
quate service,.

When peak loads come during
the rush hours this number is rn
creased nearly threefold, requir-
ing 160 to 175 busses! These busses
are actually needed less than four
hours a day but the investment
must be made to provide for this
emergency public demand.

An additional number — 10% of
the emergency requirement — must
be owned to provide a repair re
serve, that is the number under
going repairs daily.

The same pro|>ortionate require-
ments are necessary in street car
service investment.

N.O.R&IXo

HORSEPOWER 1

Tivin Coach
Motors

Bxdtvn ££&vatedx6 AiUng. J^wuu stvMveefi

TWIN

COACHES

This is another in
the scries of inform-
ative advertisements
concerning Akron's
transportation devel-
opment

To Better
Your Service

Within a short time these big, roomy
40-passenger busses will be operating
in all parts of Akron.

With delivery of this order 34 will be
in city service.

Your transportation Company readily
goes to the full extent of its ability in
supplying riders with modern equip-
ment.

Public cooperation is aiding materially
in the upbuilding of Akron's transpor-
tation system. Never before has the
pull -together spirit been so dominant
as today. Such spirit means we are
going forward to a bigger and better
city.

The Foundation has been laid — build-
ing may now go ahead with ease by
continuation of this cooperation.

N.O.P.&L.Ca

for Twins on
Parlor Car Route
this Summer

June, 1929

ELECTRIC RAILWAY JOURNAL

Twin Coach knows

Timken Economies

Nothing else meets all traffic conditions so
well as Timken dual load capacity.

Radial, thrust and resultant loads are carried.
Friction is reduced to a negligible quantity.
All the causes of premature wear and journal
failure are removed. Timken tapered construc-
tion, Timken POSITIVELY ALIGNED ROLLS
and Timken electric steel permit the journal
and the motor and the car to operate to full
normal rating.

Notice the number of new types that come
out Timken-equipped. Most makers, like the
builders of Twin Coach, endeavor to help
purchasers flatten power curves, avoid all pos-
sible maintenance and add years of extra life
by equipping with Timken Bearings.

THE TIMKEN ROLLER BEARING COMPANY
CANTON, OHIO

ELECTRIC RAILWAY JOURNAL

June, 1929

^Announcing

AnacondaWre &Came Company

General Offices
25 BROADWAY, NEW YORK

Ana

from min

Chicago Office
111 W. WASHINGTON STREET

■Wire and Cable Mills-

GREAT FALLS, MONT. KENOSHA, WIS.

HASTINGS-ON-HUDSON, N. Y.

HASTINGS WIRE & CABLE CORP.

PAWTUCKET, R. I. MUSKEGON, MICH.

FORMERLY TUBULAR WOVEN FABRIC CO. FORMERLY THE MARING WIRE CO.

ANDERSON, IND. SYCAMORE, ILL.

FORMERLY THE MAKING WIRE CO. FORMERLY THE INLAND WIRE & CABLE CO.

Wire and Cable Products made by the Ansonia, Conn., Waterbury, Conn., and Detroit, Miclu,
mill- of The American Brass Company, an affiliated company, will be sold exclusively by the

Anaconda Wire and Cable Company.

ANACONDA WIRE AND CABLE PRODUCTS

Bare and Tinned Copper

Wire and Cable
Hollow Conductors!
Composite Cables
Hitenso "BB"* Wire & Cable
Signal Bronze Wire
Copper Trolley Wire
Hitenso* Trolley Wire
Seamless Cable Connectorsf

* Trade Mark Reg. U. S. Pal. Off. f Patented

Paper-lead Power Cable
V. C. Lead Sheathed Cable
V. C. Braid Covered Cable
Weatherproof Wire & Cable
Slow-burning Wire & Cable
Office and Annunciator Wire
MagnetWire — Maring Proc-
ess Magnet Wire
Antenna Wire & Cable

Durawire,* Bubber Covered
Wire & Flexible Cords

Duraflex,* Armored Cable &
Flexible Steel Conduit

Duracord, * Heavy Duty Port-
able Cord

Durax, * Non-metallic Sheath-
ed Cable

Duraduct,* Non-metallic
Conduit

ANACONDA from Mine to Consumer ANACONDA

June, 1929

ELECTRIC RAILWAY .JOURNAL

2444 Cars per day

use this silico- manganese

weldable crossing

THE new Silico-Manganese Special
Traekwork recently introduced by Beth-
lehem combines weldability with high
resistance to shock and wear.

This traekwork is being used in many
locations where service is unusually
severe. An example is the installation
of a Bethlehem Silico-Manganese Cross-
ing at 12th and Market Streets, Phila-

delphia. An average of 2444 heavy
double truck cars go over this crossing
every day.

Bethlehem Weldable Special Traekwork
— called design No. 999 — combines
virtually all of the desirable features
of the best previously-used forms with
the great advantage of being easily
repaired by welding. It is recommended
for your 1929 requirements.

Below is the Bethlehem Silico-Manga-
nese Crossing before installation at
12th and Market Streets, Philadelphia.
Note the welded contraction.

BETHLEHEM STEEL COMPANY

General Offices: Bethlehem, Pa.

District Offices: New York. Boston. Philadelphia.
Baltimore, Washington, Atlanta. Pittsburgh, Buffalo.
Cleveland. Detroit. Cincinnati. Chicago. St. Louis.
San Francisco. Los Angeles. Seattle. Portland, and
Honolulu.

Bethlehem Steel Export Corporation. New York City,
Sole Exporter of our Commercial Products

BETHLEHEM

ELECTRIC RAILWAY JOURNAL

June, 1929

The

JVMP which Turns

the Wheels of Industry

MOTORMEN step to their controllers — a city's street car system swings
into movement. A switch is thrown in a nearby dairy — milk is purified.
A baker moves a small lever — great ovens bake our bread. Factory whistles
blow. Hundreds of switches are thrown. Giant looms begin to weave ; a
myriad of machines fashion our automobiles; turn out our shoes; provide
Jumber for our homes and furniture.
That is Electricity at work — the hand which turns the wheels of industry.
The muscles and nerves of that hand are the miles of line equipment erected
to bring electrical service to the consumer. Often these lines pass through
main arteries or thickly populated districts where a pole of artistic design
would be greatly appreciated.
For this purpose, Union Metal developed a heavy-duty Fluted Steel Pole
of such strength that it carries satisfactorily not only distribution lines
but also trolley span wires, traffic signals and ornamental lighting units
where required. The fact that these Fluted Steel Poles have already
been installed and approved in over thirty progressive cities* is an
indication of how well beauty and utility have been combined.

We shall be glad to supply full information on the economies

and artistic effects to be obtained from the use of Union Metal

Fluted Steel Poles to business men, public utility or city officials.

*Complele details of the installations in these cities will be supplied upon request.

The Union Metal Manufacturing Company

General Offices and Factory, Canton, Ohio
Sales Offices — New York, Chicago. Philadelphia, Cleveland. Boston.
Los Angeles, San Francisco, Seattle. Dallas, Atlanta

Distributors:

GENERAL ELECTRIC MERCHANDISE DISTRIBUTORS

GRAYBAR ELECTRIC CO., INC.

Offices in all principal cities

See the Union Metal Exhibit at the N. E. L. A. Conrention.
Booths 178 and 180, Atlantic City, June 5-7

FLUTED STiU PRODUCTS

NION METAL

FLUTED STEEL

DISTRIBUTION AND TRANSMISSION POLES

t the use of new, light-weight
rolling stock reduces expenses"

—from an article by Morris Buck
in May, Electric Railway Journal.

■

Cany Them -YES !
But Cany Them

PROFIT

HE public expects to ride
in comfort and enjoy ex-
traordinary service at pre-war
prices. In £act, the public de-
mands it! But it costs money to
carry people— often, it seems,
more money than they will pay.
What's the answer?

New cars— that's the answer.

Cincinnati Light-Weight Cars.

May we refer you back to the
May issue of Electric Railway
Journal, page 583, "New Car
Survey Shows Increased Net on
Many Properties"? This article
aptly illustrates our contention
that new cars have paid their
way— have created profits
where losses were customary.
It's necessary to spend money to
make money. It's the net profits
you're interested in.

To carry the public at a profit-
new, modern, attractive, light-
weight rolling stock is necessary.
Cincinnati builds just this kind
of equipment.

We Are Building
A Cathedral

THE story is told of a man who
paused to watch three stone
masons at work. Being curious, he
asked them what they were doing.

Said the first, "I am working for
a dollar an hour,"

Said the second, "'I am a stone
cutter."

Said the third, "I, sir, am build-
ing a cathedral!"

Cincinnati, too, is building — Build-
ing for a greater tomorrow, not just
grinding out products for today.

We take pride in building trans-
portation units that make for more
economical, more efficient, more
appealing transportation. Whether
it be street car, trackless trolley or
gas-electric coach, Cincinnati is
building for you— building the right
kinds of units to fit modern trans-
portation needs— building trans-
portation that earns profits.

THE CINCINNATI CAR CORPORATION

Winton Place

Cincinnati, Ohio

June, 1929

ELECTRIC RAILWAY JOURNAL

_ LEADERSHIP

that provides both method and eouipment

THIS organization renders a constant service to all classes applying paints and
finishes, helping the users determine the most economical and efficient ways to
use spray systems. This cooperation is of especial value to electric railway operators
whose finish maintenance problems often demand individual consideration.
DeVilbiss has engineered some of the largest spray systems operating in the world
today. Many, many times DeVilbiss engineers have rendered an installation service
that was far more valuable than the cost of the equipment.

The application of protective and decorative coatings reaches into an almost infinite
number of activities and groups. Changing times and the modern popular preference
for color have brought painting and finishing problems into occupations and indus-
tries that never before have been confronted by such necessities. Intensified compe-
tition has forced many painter contractors and maufacturers to seek quicker and more
economical painting and finishing methods.

Electric railway operators who want to inaugurate this new and better method and equipment for
finishing and refinishing buses and cars are invited to consult members of our organization who
specialize in such finishing operations.

DeVi/b/ss

S/oray-UXZlZl System

THE DEVILBISS COMPANY , 272 PHILLIPS AVENUE t TOLEDO, OHIO

Spray guns of various types
and sizes.

Pressure feed paint tanks
and containers.

Spray booths, exhaust fans,
and approved lighting
fixtures.

Air compressing equipment.

Air transformers and ac-
cessories.

Air and fluid hose and
connections.

Complete outfits from the
smallest hand-operated
units to the largest indus-
trial installations.

NEW YORK

Sales and Service Branches
PHILADELPHIA CLEVELAND DETROIT INDIANAPOLIS

ST. LOUIS SAN FRANCISCO WINDSOR, ONT.

Direct factory representative! in all other territories

CHICAGO

ELECTRIC RAILWAY JOURNAL

June, 1929

Business men, industrialists and engineers — 600,000
of them — regularly read the 26 McGraw-Hill Publi-
cations. More than 3,000,000 use McGraw-Hill
books and magazines in their business.

The Magazine of Business

System

Harvard Business Review

Aviation

Factory and Industrial
Management

Power

Industrial Engineering

American Machinist
Electrical World
Coal Age
Engineering and
Mining Journal
Bus Transportation
Electric Railway Journal
Textile World
Chemical & Metal-
lurgical Engineering
Engineering News-Record
Electrical West
Electrical Merchandising Construction Methods

Radio Retailing Food Industries

Overseas Publications
Electricidad The American Auto-

en America* mobile*

Ingenieria Internacional* El Automovil Americano*
American Machinist
(European Edition}

'Published by an associate company.
Business Publishers International Corporation

McGRAW-HILL

McGRAW-HILL PUBLISHING COMPANY, Inc., New York

Chicago

Philadelphia

June, 1929

ELECTRIC RAILWAY JOURNAL

■

There's ALWAYS

a New Frontier

Daniel Boone blazed the trail. When
Yadkin Valley ceased to be a frontier, he
moved on from the Carolinas ... to Ken-
tucky, to the Kanawha, and finally to the
region that is now Missouri . . . finding
out what was there . . . battling with wil-
derness and Indians . . . conquering new
conditions.

Boone typified the first phase of American
pioneer life. But with its passing our
frontiers did not pass— they only changed
. . . changed from unbroken plains to un-
discovered markets . . . from tangled wil-
derness to unsolved industrial problems.
Today's frontiers still have their new
horizons of expanding opportunities, ad-
vancing standards. But in place of wood-
craft the modern pioneer must have busi-
ness vision . . . and the modern business
paper is blazing his trail.

McGraw-Hill publications are always
pioneering on the frontier of business.

They scout the research laboratories, the
experimental stations, thetestinggrounds,
the furthest outposts and the inmost
councils — wherever tomorrow's changes
are being conceived— for news, experi-
ence and forecast vital to their readers.
McGraw-Hill's staff of editors, field cor-
respondents and marketing counselors
are themselves leaders in pioneer busi-
ness thought.

In all, 26 McGraw-Hill publications serve
American engineering, industry, trade
and business. Each has its field — chemical
engineering, electricity, metallurgy, min-
ing, textiles, construction, transportation,
aviation, radio, machinery, food, power,
plant management, business administra-
tion.

The Magazine of Business serves the policy-
forming leaders of American business.
Each McGraw-Hill publication carries
with it to new frontiers the full resources
of the entire McGraw-Hill group.

PUBLICATIONS

Detroit

St. Louis

Cleveland

San Francisco

Boston

Greenville

London

ELECTRIC RAILWAY JOURNAL

June, 1929

T)o you figure fuel and motor oil
costs separately- or as a unit?

Fuel and motor oil have such a marked
influence upon the performance of each
other that they should not be considered
separate items in determining motor
coach operating costs.

The fluid friction caused by too heavy
a motor oil increases the consumption of
gasoline, sometimes as much as 8%. A
gasoline that does not ignite readily and
burn completely produces excessive mo-
tor oil dilution — often to the point of
decreasing lubricating quality 50%.

Red Crown Gasoline and Polarine
Motor Oil form an ideal combination —
a gasoline that gives power, mileage and

complete combustion — a motor oil that
is not too heavy yet is rich and sturdy,
supplying thorough, efficient lubrication
to the motor. Red Crown and Polarine
have been refined to work in harmony,
to give, separately and together, maxi-
mum service in the internal combustion
engine.

Have our engineers make a test of
Red Crown and Polarine in your motor
coaches. Compare the combined oper-
ating cost of this gasoline and motor oil
with the combined operating cost of any
other fuel and lubricant and let the fig-
ures speak for themselves.

STANDARD OIL COMPANY (Indiana)

General Offices: 910 S. Michigan Ave. CHICAGO, ILLINOIS

ILLINOIS

INDIANA

IOWA

MICHIGAN WISCONSIN

MINNESOTA MISSOURI

Chicago

Evansville

Davenport

Detroit La Crosse

Duluth Kansas City

Decatur

Indianapolis

Des Moines

Grand Rapids Milwaukee

Mankato St. Joseph

Joliet

South Bend

Mason City

Saginaw Green Bay

Minneapolis St. Louis

Peoria

KANSAS

Sioux City

S. DAKOTA

N. DAKOTA

Quincy

Wichita

Huron

Fargo Minot

ees

DSfi-

More miles operated
More passengers carried
More earnings per mile"

— said the operator

Yellow

Coaches

f^Z&KBCEPlMg

saved the day
at Shawnee , Okla.

— when Rubber

substituted Rails

Various Comparisons
Between Coach and Rail Operations

Rail at time of
Coach discontinuance

Rate of Fare 8c. 7c.

Route Miles Operated 17 12

Cars or Coaches Operated 6 5

Routes Operated 4 3

Passengers Carried Annually ... 741,394 541,150

Earnings Per Mile 20.60 (Average) 18.60

Miles Operated Annually 314,212 188,499

feshrffirv^ ^"IS*

r— r

■■a i ;

THE Shawnee-Tecumseh Trac-
tion Company, of Shawnee,
Okla., faced a grave problem
in 1926. For years the business of the
street railway had been falling off.
Revenues had dropped steadily.
Every cent of earnings went toward
keeping the system running — and the
earnings were constantly growing
smaller.

Only by neglecting necessary main-
tenance were the street cars barely
able to earn a gross of 18.60 per mile,
which was quickly swallowed up by
the most necessary out-of-pocket ex-
pense.

Had track, car and other main-
tenance been kept up the operating
expense would have been around 24c.
per car mile — and to have taken care
of deferred maintenance covering all
departments would have required

an expenditure of approximately
#150,000 — an outlay out of the ques-
tion in the face of dwindling revenue.

It was hard sledding to even meet
expenses. Something had to be done.

On Sunday morning, January 9,
1927, six 21-passenger City Service
Yellow Coaches took the place of the
five street cars — a 100 per cent sub-
stitution of rubber for rail.

Immediately the riding public of
Shawnee responded. Earnings per
mile jumped to 20.60 and operating
costs dropped to 17.54, with over
200,000 more riders annually for
Yellow Coaches. In September,
1927, an additional Yellow Coach was
added.

Yellow Coaches had saved the day,
built public goodwill and cooperation,
and changed a losing fight into a prof-
itable operation.

What the Press

Thought
of the Change

"The street cars abdi-
cate. The Coaches reign.
A new transportation sys-
tem comes to replace the
old. Shawnee applauds
the change, as any grow-
ing ambitious city ap-
proves changes that are
tinged with modernity.
Shawnee will boast of its
new transportation sys-
tem, and will point with
pride to the big Yellow
Coaches as evidence of
the City's progress."

* * *

"Big Yellow Coaches
Popular"

"The Yellow Coaches
have been tried and
found not wanting. The
big coaches took up Sun-
day morning where the
street cars left off Satur-
day night . . . The
coaches have made a de-
cided hit with the public.
Superintendent Blackwell
of the Traction Com-
pany, said: 'We believe
the public is going to en-
joy riding in the big
Yellow Coaches'."

* * #•

Thus it was that the
evolution from a street
car system, not earning
its operating expenses,
was eagerly welcomed by
both press and public.

An Increase in Fare + More Miles
Operated + More Passengers
Carried + More Earnings Per
Mile + Lower Operating Cost =

A Satisfactory Net Profit

This Tells the Story

AS A RESULT of the change, the city SHAWNEE-TECUMSEH

li approved an increase in the rate of TRACTION COMPANY

fare from 7 to 8 cents. /^. w .« /^

Operating Costs

Yellow Coaches now operate 3 14,2 12 miles TRANSPORTATION

„ . Drivers 5.00

annually as against 188,499 street car miles Gas and Oil 2.38

Garage Labor and Expense 1.59

and Carry approximately 750,000 annual pas- Superintendence and Miscellaneous 74

sengers as against 550,000. Earnings have TOTAL 9 71

MAINTENANCE

increased, Operating costs have dropped. Maintenance, Buildings and Equip 2.38

T « t lit • Depreciation 2.41

Instead 01 an annual loss, the company is

now making an annual profit. The results GENERAL AND MISCELLANEOUS

achieved by Shawnee can be duplicated wher- ^J^S SL££! *£?.'. . \ M '. ! 1 ! . . . ^

• 1 • II • . Legal and Other Expense 94

ever a similar transportation problem exists. 6 K

The type of service offered by Yellow GRAND TOTAL OTAL ^3.04

Coaches invites patronage and goodwill and NOTE: While the item of Insurance and Damages is here car-

ried at .85 this company has operated more than a million miles

insures profitable operation. c"aL P of i0 any 0f kind yca ™ and have " evcr had a pe "° nal iajury

GENERAL MOTORS TRUCK COMPANY — PONTIAC, MICHIGAN

YELLOW COACHES

June, 1929

ELECTRIC RAILWAY JOURNAL

Half a Million Stops !

These Brake Blocks are Good for a Million More

Their use in the densest traffic conditions
in the world proves the extraordinary
lasting quality of Johns -Manville
Moulded Asbestos Brake Blocks

T TEAVY passenger busses operated through
■* * the most congested traffic districts of a
large eastern city* average forty stops to the
mile. Yet Johns-Manville Special Bus Blocks
of Moulded Asbestos are making astounding
performance records under these severe condi-
tions. Here is a real test of braking material.

Johns-Manville Special Bus Blocks

The photograph above shows J-M Special Bus
Blocks applied to Timken Axle Brake. Twelve
thousand miles of service, approximately half a
million stops, have worn down only l/8" from the
original 3/4" of block. These Blocks are undoubt-
edly good for a million stops more.

J-M Special Bus Blocks are furnished in practically
any thickness from 3/8" up to 1" or more in any
size and curvature. They are moulded to exact size
and shape so that every application is really a "tailor-
made" job. These blocks will stand extremely high
temperatures; will provide a constant and uniform
co-efficient of friction throughout their life, and will
rarely, if ever, score a brake drum of suitable com-
position. We have records of brake blocks that have
given more than 40,000 miles of continuous service
averaging 700 stops per day for 22 5 days.

The claims for Johns-Manville Bus Blocks, as for
all J-M Brake Linings are based on performance.
They are quiet in operation and positive in braking
action. They have longer life than any other friction
material. They keep costs down. We ask only that
you try J-M Brake Blocks as a test. We will abide
by the result.

* Name of ciry and operating company on request

^Johns-Manville

SPECIAL BUS BLOCKS

JOHNS-MANVILLE CORPORATION

New York, Chicago, Cleveland, San Francisco, Toronto

{Branches in all large cities}

Please send us further information about your Special
Bus Blocks.

Name— .
Address-

ELECTRIC RAILWAY JOURNAL

June, 1929

Each drop of lubricant
has a duty to perform;

Some Lubricants —

shirk this responsibility
do not give full value
are wasted by dripping

The Lubricant which lasts
the longest is best

TULC

is made for lubrication of street

railway equipment
will give unexcelled lubricating

results
will aid in reduction of power

consumption
will lengthen the life of bearings

Make a test of TULC

THE UNIVERSAL LUBRICATING COMPANY

CLEVELAND, OHIO

June, 1929

ELECTRIC RAILWAY JOURNAL

The Fraser

Gas'Electric Drive

Joins the Army

The U. S. Army has purchased a
Fraser Unit to be installed in a spe-
cial army truck. In addition to
deriving the benefits of the gas-
electric drive, the Fraser Unit will
act as a generating plant, furnish-
ing current for portable machine
shops, searchlights, radio, tele-
phones, telegraphs, field hospitals,
X-ray and photographic equipment
and to all remote areas.

The most efficient, lightest and dependable Electro-Unit for transportation
needs; whether it be taxicabs, motor coaches, motor trucks, motor boats or
gas-electric locomotives.

In Altoona,
Pennsylvania

The Fraser Gas-
Electric Drive has
been selected to
meet the severest
kind of operating
conditions.

National Railway
Appliance Co*

420 Lexington Ave., New York

ELECTRIC RAILWAY JOURNAL

June, 1929

Helpful Facts about electrical insulation

Empire Oiled Insula-
tions : Super - Micanite,
and Micanite bonded mica
insulation. Mica Insulating
Varnishes, Compounds,
Cements, Friction and Rubber
Tapes are some of the products
of the Mica Insulator Company

40 pages of useful data
for the electrical manu-
facturer and repairman

Tables of physical and electrical
characteristics amplified by sug-
gested applications for the seventy
and more electrical insulations are
contained in this new catalog.

It is a handbook that will prove
extremely useful to the electrical
industry. Copies are now ready
for distribution. Write and tell us
how many copies you can use.

MICA INSULATOR COMPANY

New York : 200 Varick St. Chicago : 542 So. Dearborn St.
Worts: Schenectady, N. Y. London, England

Cleveland Pittsburgh Cincinnati Birmingham Seattle
San Francisco Los Angeles Toronto Montrea 1

f £?3L

7*»

toiiffr Gkctucat empire

I™ INSULATOR 1 k. 3 ». If* I II A **•■*<% h.i %4^ L , A ;Tw A

REG. U.S. PAT. OFF.

1^^ £9 %tJP mmJF'^k I I \mr m^t

REG. U.S.PAT. OFF.

MICA INSULATION

OILED CLOTH INSULATION

Goodrich

~L \

DIXIT

ilvertowns

''"M

k. ' v

Among the large users of
Goodrich Heavy Duty Sil-
vertown Truck Tires are:
Marshall Field & Co.. Chi-
cago, 111.; National Biscuit
Company, New York,
N. Y.j Indian Refining
Company, Lawrenceville,
III.; Illinois Brick Com-
pany, Chicago, 111.; Con-
sumers Rock & Gravel
Company, N. Hollywood,
Calif.; Wm. Wrigley Com-
pany, Chicago, III.; H. J.
Heinz Company, Pitts-
burgh, Pa.

White built Stamina

in these Buses

Goodrich put Mileage

into the Tires

FRANK MARTZ, whose
buses are a familiar scene
on Wilkes-Barre, Pa., streets,
also operates long-distance bus
service to New York City, Phil-
adelphia and Buffalo. His fleet
has grown from one in 1908 to
over one hundred today.

Significant is the fact that
with twenty-one years of suc-
cessful bus operating experi-
ences to draw upon, the Frank
Martz Coach Company has re-
peatedly specified Heavy Duty
Silvertown Tires.

The full measure of comfort
and dependability, with profit
from long mileage added, is

SEVEN SUPERIOR
SPECIFIC A TIONS

BUILT INTO EVERY

GOODRICH SILVERTOWN

BUS BALLOON TIRE

1. Heavily insulated stretch- matched cords.

2. Additional adhesion — from greater insula-
tion between outside plies.

3. Heavy twin beads for better rim seating.

4. Extra gum fillers between plies for longer
tire life.

5. Heat-resisting, interlocking cord breakers.

6. Tread designed correctly for heavy duty
service.

7. The whole tire toughened by the famous
Goodrich "water cure."

Fourteen new finite model 54 Buses
leaving Cleveland, Ohio, on Goodrich
Heavy Duty Silvertown Tires to join
the Frank Martz Coach Company's bus
transportation fleet at Wilkes-
Barre, Pa.

assured when Goodrich Heavy
Duty Silvertowns are used on
your buses. Remember them
for mileage, comfort and de-
pendability . . . Goodrich Sil-
vertowns.

The B. F. Goodrich Rubber
Company, Established 1870,
Akron, Ohio. Pacific Goodrich
Rubber Company, Los Angeles,
Calif. In Canada: Canadian
Goodrich Company, Kitchener,
Ontario.

g^\ 1*1 HEAW DUTY £1 « I

tjoodricn ♦tow Silvertowns

SPECIFY (JOODRICIl ON YOUR NEXT BUS

June, 1929

ELECTRIC RAILWAY JOURNAL

I ^ "J"

Rolled Steel Wheels

Coil and Elliptic Springs

Quenched and
Tempered Carbon

Steel Axles

Armature Shafts

STANDARD STEEL WORKS COMPANY

CHICAGO
NEW YORK
RICHMOND
PITTSBURGH

PHILADELPHIA, PA.

WORKS: BURNHAM, PA.

ST. LOUIS
HOUSTON
PORTLAND
SAN FRANCISCO

ELECTRIC RAILWAY JOURNAL

June, 1929

Nachod Signal on Interurban lines of the
Milwaukee Electric Railway and Light Co.

BROADCAST
A Warning to All

The red flashing lights and the insistent bell
of the Nachod Highway Crossing Signal
broadcast a warning to all.

Accidents not only cost money through dam-
age suits, but they entail an even greater loss
— that of passenger confidence and good will.

Hundreds of railroads have installed Nachod
Crossing Signals. They know that the origi-
nal cost is small when compared with the
huge sums that they save.

Nachod Spells Safety

Note the self-contained iron signal standard
with all wiring protected, gasketed door on
relay box, powerful projectors pointably
mounted; warning yellow lights at base,
which disappear when the projectors flash
for the approaching train.

Nachod and United States Signal Co., Inc.

Louisville, Ky.

We Also Manufacture

Turn-right Signals, Signals for Single and Double

Track, Stub End Signals, Annunciator Signals,

Headway Recorders.

£illilniiiniil ll f , mi l tjintlil i mi 11 in i inn i mi mil l rjin i iij linn 1 1 iimmimmil Minimum jiii.iiiilimillimimm^

Economical Accessories |
for Tubular Iron Poles j

Whether for new construction or for !
salvaging corroded poles, you will find these f
M.I.F. Specialities for tubular iron poles |
most economical, most sturdy and most I
easily installed.
Reinforcing and Extension Clamps

A Type — for reinforcing corroded joint |
between pipes differing in diameter by full i
inch. Or for extending pole with section |
one inch smaller.

B Type — for reinforcing corroded |
swaged joint where pipe diameters differ |
by less than one inch.

C Type — for reinforcing pole corroded at i
ground-line. Or to extend pole with pipe I
of same size, as illustrated.

Ornamental Covers — designed to fit
over similar Clamps, harmonizing with I
design of ornamental pole.

Willia ms Pole Mo u n t s— used to anchor
poles on bridges, rock, or concrete. Or
with pre-cast concrete base to salvage pole corroded at ground-
line. Or for maximum clearance with full length of pole
above ground.

Crossarm Cains — See illustration. Do not require drilling

of pole. For heavier loads bracing accessories are provided.

Cable Insulator Hangers and Span Wire Hangers —

provided in various types for suspending signal wires, etc.,

from messenger or span wires.

Send for literature with prices

Malleable Iron Fittings Company

Pole Hardware Department

Factory and New England Sales Office: Bran ford, Connecticut

New York Sales Office:

Thirty Church Street

General Sales Agents elsewhere

in U. S.:

LINE MATERIAL COMPANY, South Milwaukee, Wis.

i Canadian Distributor: Canadian Line Materials, Limited, Toronto =

^limilinilUIIMiHIIMmiHIIMIIIHIIIIinilMIIIIMItllUIIIIUIIIIUIUIllllllUlltllilllllllllllllllllllllllllllllllllllllllMIIIIIIIIIIIIIIIIHIMirilUIC
^ninilMIIIIHMIIIIIMIiMMIMIHIIfMIMUIHIHIHIIIIlllHIIIMIIIIMIIMIIIMHIIIIItlllllHIMIUIIIIIIIIIIIIIIIUIIMIMtllllliniltlllllllltlltllltlllll

Extension Clamp
and Crossarm
Gain Assembly

What Makes the

Best Brake Shoes?

A steel back increases the strength of
any brake shoe. Chilled ends will in-
crease its wearing qualities. But it re-
quires the "Diamond S" feature in addi-
tion to produce a brake shoe that will
continue to serve after ordinary cast
iron brake shoes have been scrapped.

The American Brake Shoe
and Foundry Company

230 Park Ave., New York
332 So. Mich. Ave., Chicago

nmiitiimmiiiniiiiimimmmmi i iimilllllll luimmmilliillii I urn minium mi ir

June, 1929

ELECTRIC RAILWAY JOURNAL

Hauling excess dead weight is like hauling empty trailers

Expensive!

HASKELITE Roofs

and PLYMETL Side Panels cut operating costs by reducing weight.

ADDED economy results in maintenance through the extraordinary
■ strength of these panels and ability to stand up under the most
severe conditions. HASKELITE is 700% stronger across the grain than
ordinary wood, and the metal-faced PLYMETL adds resistance to
impact to that great strength.

And these structural plywood panels combine utility with exceptional
attractiveness. That's another reason why leading street railway oper-
ators use both. Write for useful data on the use of PLYMETL and
HASKELITE in street car construction.

Haskelite Manufacturing Corporation

120 South LaSalle Street, Chicago, Illinois

Railway Representatives :

Economy Electric Devices Co., 37 W. Van Buren St.. Chicago

Grayson Bros., 600 LaSalle Bldg., St. Louis. Mo.

Railway & Power Engineering Corp., Ltd. Montreal, Toronto, Winnipeg, New Glasgow

HASKELITE

Etv/vMlL

JIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIHIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIlllllllllllllllllll

Prepare

for Winter

NOW

— for passenger comfort
— for increased revenue

Install

Utility Heating

Heat Regulating and

Ventilating

Equipment

Cross Seat

Electric Heater, fitted
with Chromalox Strips. Listed as
Standard by Underwriters' Laboratories. Delivers
100 per cent output for electric energy input.

RAILWAY UTILITY COMPANY

2241 Indiana Ave., Chicago, 111.

JOHNSON

FARE

COLLECTING

SYSTEMS

Johnson Electric Fare Boxes and overhead registers
make possible the Instantaneous registering and
counting of every tare. Revenues are increased
1 % to 6 % and the efficiency of one-man operation
Is materially increased. Quicker boarding of
passengers with resultant reduction in running
time for the buses. Over 6000 already In use.

When more than three coin* are used aa fare, the
Type D Johnson Fare Box is the best manually
operated registration system. Over 50.000 in use.

Johnson Change-Makers are designed to function
with odd fare and metal tickets selling at frac-
tional rates. It is possible to use each barrel
separately or in groups to meet local conditions.
Each barrel can be adjusted to eject from one to
five coins or one to six tokens.

Johnson Fare Box Co.

4619 Ravens-wood Ave., Chicago, III.

ImiiiiiiiiMimiiiiiiiiiiiiiiiiiiiNiiiiiiiiiiiiiHiMiniiuiiiiiii! iiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiii

ELECTRIC RAILWAY JOURNAL

June, 1929

r\LL types of City and
leterarbae cars of latest
design and Modem eon*
strmictioiti are built by —

CUMMINGS CAR AND COACH CO,

Successors to McGuire-Cummings Mfg. Co.

W. Monroe St.
Chicago, 111.

Modern Traffic Protection

means closer headway
with added safety

"Union" Interlockings at terminal Stations
provide for systematic direction of traffic.
Car movements are speeded up at termi-
nals as proceed signal tells the motorman
that moves may be made with safety over
switches properly set.

"Union" Automatic Signals, as in service
on many electric railways, are facilitating
traffic and the resultant safety secured re-
acts favorably on the travelling public.

Our specialists at your service — and with-
out obligation.

Rd Union mmtd) & Signal (Ho. gj

Vfler SWISSVALE. PA. =n=

economy prompts ^^^^ "Rule of Thumb" meth-
he same care in selecting ods have no place in the
>3le types, sizes, spacing, modern successful utility,
i id other line details mm the pag e The design of pole
u is used in design- % a te Zt r u ZZ lines is one of the last
ng any important tZLZZnt strongholds of the
k iectrical equipment, poU Une deaign ' old system.

Why Poles Break

A pole is a cantilever beam. While it
is subject to a variety of stresses fail-
ure is almost invariably caused by
bending moments. A pole breaks,
therefore, when the stress in the outer
fibres resulting from the bending mo-
ments exceeds the natural resisting
strength of the wood.

Where Poles Break

While a mathematical solution
shows the critical section in a pole to
be at the point where the diameter is
one and one-half times the diameter
at the point of load application, for
practical designing purposes this
point coincides witb the ground line.

Calculating Load

The maximum load tending to
break a pole is that produced by a
transverse wind when pole and wires
are covered by sleet. The bending
moment at the ground line is the sum
of two quantities — (1) the moment
calculated as the wind pressure times
the projected area of the pole, times
the distance of the center of gravity of
the exposed section of the pole above
the ground a ml — (2) the wind pressure
times the projected area of the wires
(with sleet, if any) in the adjacent
span times the distance of the wires
above the ground.

The Resistance to
Breaking

The moment of resistance of a pole
opposes the bending moments calcu-
lated as shown above. This moment of

resistance is calculated as the ulti-
mate fibre stress in pounds per square
inch, times the cube of the ground
line diameter in inches divided by 122.
Whether a pole breaks, therefore,
depends on whether the moment of
resistance is greater or less than the
moment of bending.

The bending moment is multiplied
by the factor of safety required on the
line. From the resulting moment of
resistance is computed the ground
line diameter by reversing the proeess
referred to above, using in this calcu-
lation the fibre stress of the species
of wood selected. Ordinarily the strong-
est wood is the most economical.

Ultimate Fibre

Stress Critical

Factor

It is obvious, therefore, that one of
the critical factors in designing an
economical pole line is the selection of
the pole with the highest ultimate
stress. The remainder of the design,
of course, requires good judgment and
careful calculations but it is all sub-
ject to ordinary engineering design
procedure.

How Do We Know

the Ultimate Fibre

Stress?

The ultimate fibre stress of a given
pole can only be determined by
elaborate testing methods far beyond
the possibilities of the ordinary buyer.
Since wood is a product of Nature and
not subject to scientific control, its
physical properties are not absolutely
uniform. The test of a single pole

would not be conclusive, therefore.
The only practicable way to determine
ultimate fibre stress in species of wood
available for poles is to rely on records
of extensive tests undertaken by
government and other disinterested
agencies.

Southern Pine Association tests
show a modulus of rupture of that
wood of 7500 to 8800 lbs. per square
inch green and l:i,900 to 18.300 lbs.
per square inch air dry. The same
wood is shown by Forest Products
Laboratory tests to have a modulus of
rupture 7600 to 8700 lbs. per square
inch green, and 13,000 to 15,500 lbs.
per square inch air dry. These figures
are all based on averages of many
tests. There is no other wood com-
mercially available for pole use with a
strength approaching these figures.
For purposes of comparison, the fact
may be mentioned that the Forest
Products Laboratory figures for west-
ern red cedar are 5200 lbs. per square
inch green, and 8800 lbs. per square
inch air dry.

Conservative designers take these
and similar figures to indicate that if
7200 lbs. per square inch is used for
southern yellow pine, the comparable
figure for cedar should not exceed 5000
lbs. and if 6800 lbs. per square inch is
taken for pine as is frequently done,
the comparable figure for cedar
should not be more than 4300 lbs.

Moment

of Resistance

Tabulated

For convenience in comparing de-
signs, the following tables showing
moment of resistance to bending have
been computed for both pine and
cedar on the basis of the modulus of
rupture indicated above.

WESTERN RKI> CEDAR POLES— CLASS SIZES
IN GENERAL USE

Itased on Modulus of Rupture of 4,300 Pounds
per Square Inch*
Class A Class It ii«« C Class t>

■ a

J5 S.

.10

.14

4.1

I!
ij

.10,56.1

44.491

57,338

72,447

90.001

10.1, 1. '.J

117,526

133,177

159,166

178,247

188,1.14

198,795

209,6.16

2.12.486

256,940

CSQ

28
.11
34
36
.18
40
42
44
46
48
50
52
54
56
58

■J
= 1

24.849

.1.1,72.1

44.491

32,814

62.114

72,447

83.866

96,427

110.183

125.188

141.498

159.166

178,247

198,795

220.864

26
28
30
32
.14
36
.18

19.895
24.849
.10.56.1
37,092
44.491
52.814
62.114

24
26
28
30
32

15.648
19.895
24.849
.10.563
.17,092

CREOSOTED YELLOW PINE POLES— CLASS
SIZES IN GENERAL USE

Using a Modulus of Rupture of 6,800 Pounds
per Square Inch*

I^UKtli

SI/.K CLASHUyiCATIO<N Or SPECIFICATION No.25

of I
(re
16
18

20
22
25
30

40
45
50
55
60
65
70
75
80
85
90

'"I.- < .Id..
el) AAA

* Jass
AA

Class

67.455
76.927
90.88.1
102.391
114,831
128.240
142.654
163.500
180.401
198.428
217.618
2.18.007
259,631
282.328

53.452

67.455

76.927

90.88.1

102.391

114.831

128.240

142,654

163.500

180.401

198.428

217.618

238.007

259.631

.19.387

43,760

48.444

58.79.1

67.455

76.927

90.88.1

102.391

114,831

128.240

142,654

16.1.500

180.401

198.428

217,618

2.18.007

CI,

.1.1.390

35.316

.19.387

48.444

58.793

67.455

76.927

90.883

102.391

I 11.811

128.240

142.654

16.1.500

l lass
C

23.285
26.386
29.750
33.390
39.387
48.444
S8.793
67.455
76.927
90.883
102.391

Class

13.457
17.831
20,*37
23.285
26.386
3.1. 390
39.387
tK.ttl
38.791
67.45S

< Jass

K
I 1 .160
13.30t
15,4*7
17.8.11
20.417
26.386
33. .190
.19.387

•It. -nil. .if some strength lr.li on „ ....il.-n poles. April 6, 1923, Forest Products 1 ;il><>r:il«>r\ .

I'. S. I ►< 'pari in. -nt of Agriculture, Madison, Wisconsin

■ssaBHHHi

For additional copies of this
series of studies of pole line de-
sign or for quotations and in-
formation on AMCRECO Creo-
soted Southern Yellow l*inc
roles, address the nearest sales
office.

AMERICAN GREOSOTING COMPANY

COLOX/AI

CKEOSOTIHO

COMPANY

!AM(RE(b|

GEORGIA

CREOSOTtNG

GOMPAXY

SALES OFFICES

332 S. Michigan Ave.. Chicago
350 Madison Ave, New York City
KM W. Main St., Louisville, Ky.
Urunswick, Ga. Bogalusa, La.

LOUISVILLE -- KENTUCKY

June. 1929

ELECTRIC RAILWAY JOURNAL ,

101

Let us demonstrate a Buster

— on any of
these jobs

Are you familiar with the many ways
of earning money with Busters —
other than removing concrete?

Recently a trench for gas pipe had to
be dug through a factory yard, dressed
down with seven inches of steel filings
and cast iron chips. Hand picks
couldn't make a dent — but Busters
dug the trench, with ease.

Busters excavate hard-pan, shale, and
frozen ground ; and do odd jobs of
shallow rock drilling. Backfill tamp-
ing in trenches is another job you can
do with Busters.

Busters recently knocked out the re-
taining walls and concrete founda-
tions of an old factory, and tore up
3-in. spruce timber flooring.

Sullivan Vibrationless Compressor and Busters in Mobile. Alabama

And channels for plumbing were
made in the foundations of a new-
building.

Sheet pile driving is another favorite
job for Busters. The operator can
stand on anything — and the piling is
not split in driving.

If you have a job you think a Buster can
do— call the nearest Sullivan Distributor.
He will be glad to demonstrate on your job.
Use the coupon for further information. ,

SULLIVAN MACHINERY COMPANY

809 Wrigley Bldg., Chicago

s u L iri VAN

Use this
coupon

..♦• am

..♦ inter-

♦•• ested in

..♦ savin?

,.♦• money with

Busters.
Send me booklet
# »« and name of distributor

-** who will demonstrate

Busters on my job.
Name

Address

TROLLEY WHEELS
HAVE CHARACTER-

WHEN you employ a man you
don't just take the fact that he's
worthy for granted. You find out about
him — about his character.

Trolley wheels have character — good,
bad, and indifferent.

KALAMAZOO

trolley wheels and harps have the kind of character that
recommends them for service wherever quality and effi-
ciency, coupled with long-run economy are sought. In a
basket full of trolley wheels you'd pick out the Kalamazoo,
and after using one we know you'll standardize on
Kalamazoo products.

May we send you complete information today?

The Star Brass Works

KALAMAZOO — MICHIGAN

102

ELECTRIC RAILWAY JOURNAL

June, 1929

i;ilHlitiiiti>iirriiniiMi(iiiiiiiini mir tiu in until i mi ri imiimiiiimiiiuihihihiiiiiiiiiiiii imiiiiimiiiimiiltfr.

Stucki Side Bearings

SPECIAL CARBON STEEL
HEAT TREATED

LARGE WEAR SURFACES

FREE ROLLER

ONLY TWO PARTS

A. STUCKI CO.

OLIVER BLDG., PITTSBURGH, PA.

I I

^llllltlllllllMIIIIIIJlllliniltlllllllllllllllltlllllllllNIMIIIIIIIIIIIIIIIIIIHIIIIIIIIIIIIIIMIIIIIItlllinMIIIIMHIIIIIIIIilllllllMIIIItHIIIIMItllllUI^

JiiiiiiiitiiMimmiHiHimmiiiiiuiiHitiiiiiuiniitiiniiiiiiii tm imtifmiiililimmmmiMiliiiiiiiiHlimmmimmimililli ■■_

R4£OR

AUTOMATIC RETURN
SWITCH STANDS

prevent accidents and wrecks. Effi-
cient springs allow cars to trail
through the switch, but always re-
turn points tightly to original po-
sition. The target, rigidly connected
to the points, always shows their
exact position. Used successfully
with Racor Retarding Dash Pot.

RAMAPO AJAX CORPORATION

Central Offices -ISO PARK WENUE. NEW YORK

ioc * awrrc* oo.

* A»|»l« - J--HU |

Mm Racor Works

SALES OFFICES AT WORKS. AND
MCCORMICK BUILDING. CHICAGO
METROPOLITAN DANK BLDG. WASHINGTON
BUILDERS EXCHANGE BLDG. ST. PAUL

Mlllburn.NtwYork. Nl.g.™ P.II.NY Chic.Ao. IlllnoU. ttit St Louil. Ill
Jup.rlor.wi, ru.bio.Col U). Ano.U. C.l Sltttta.W^. Nl«g*r-« Falls. Om

«ffiERS r

^iiiiiiimiiiiiiiiiiiiiiiiiiiiiimiiiiMiiiniiiiinniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiin initii imiii unit mi in itn n nmnnmmii

Marks has

the data

you want

Marks' —

MECHANICAL ENGINEERS'
HANDBOOK

2,000 pages, flexible, illustrated, £6.00 net, postpaid

Every day you have mechanical engineering problems to
solve — often you may lose much valuable time in search-
ing for the necessary solution — but all of the data are
right there for you — handy — complete — and authoritative
—if you have MARKS.

If you use mechanical engineering data at all, you should
have MARKS.

Marks Brings You

— the information you want — every time.
— the reference services of fifty of the biggest mechanical
engineers in the country.

— complete and authoritative information on every phase
of mechanical engineering.

— In > the space of one convenient, compact handbook
hundreds of treatises — each the work of a specialist,
each covering fundamental theory thoroughly, each
selecting discriminated the essential data.

See it free. Mail the coupon

McGraw = Hill

FREE EXAMINATION COUPON

McGraw-Hill Book Co., Inc., 370 Seventh Ave., New York.

Tou may send me on 10 days' approval the books checked.

Marks* Mechanical Engineers' Handbook. Second Edition.

$6.00 net. postpaid.

Travelers' Edition. 3 volumes. $8.00 net. postpaid.

I agree to pay for the books or return them postpaid within 10
days of receipt.

Signed

Address %

Official Position

Name of Company

(Books sent on approval to retail purchasers in U.
only.)

and Canada

F.-E.R.J.

June, 1929

ELECTRIC RAILWAY JOURNAL

103

WHARTON

Tisco

Special

Trackwork

/ .. ,. 1( A

Whether it is a complicated layout
for Subway or Surface Lines, or only
a single piece, Wharton Tisco Man-
ganese Steel Special Trackwork is
built to withstand the severest service.

By keeping abreast of the constantly
increasing demands of the time,
Wharton Trackwork has successfully
withstood the severest tests of service
for almost 70 years.

We furnish trackwork of Chrome
Nickel Construction, when this type
of work is desired.

Consult us on your trackwork
problems.

WM. WHARTON JR. & CO., INC

EASTON, PA.

■MMHiiniiiiiiii iii.u imiiinm i urn mil n iiiniiimiiiiiiuiiiii "i" i'«'» tmiimtmummttui iiiiiiiiiiiiimiiiiiiiiiii nun mmm i I MMMMM

A fare registration system that
has the confidence of both car

men and
accounting
department

ELECTRIC
or

MANUAL

Double Register

Thirty years of experience in produc-
ing fare registers is back of each Inter-
national Register today. Both single
and double registers may be furnished
for hand, foot or electric operation.

The International Register Co.
15 South Throop St., Chicago

N-L Coach Fans

Maintain passenger comfort through-
out the hot summer months with the
reliable N-L Fans.

Detours, rainstorms, and traffic stops
do not affect your passengers.

N-L Fans are equipjed with ball bear-
ing Motors to insure reliability of
service. Available in serveral finishes.
Write for detailed information.

The Nichols Lintern Co.

7960 Lorain Ave., Cleveland, Ohio

aiiimlim iiiiiiiillillliniiim iiiiiiiiiiiiniiiilliil ii iiiii iiiiiiiiniiiiiililil mi nimiE

104

ELECTRIC RAILWAY JOURNAL

June, 1929

[ ENGINEERS and CONSULTANTS

Ford, Bacon & Davis

Incorporated

Engineers

39 Broadway, New York

PHILADELPHIA CHICAGO

SAN FRANCISCO

NEW ORLEANS

ALBERT S. RICHEY

ELECTRIC RAILWAY ENGINEER
WORCESTER. MASSACHUSETTS

EXAMINATIONS

REPORTS- APPRAISALS- RATES

OPERATION-SERVICE

Stone & Webster

INCORPORATED

Design and Construction

Examinations Reports Appraisals

Industrial and

Public Service Properties

NEW YORK

CHICAGO

SANDERSON & PORTER

ENGINEERS

PUBLIC UTILITIES

AND

INDUSTRIALS

DESIGN AND CONSTRUCTION
EXAMINATIONS REPORTS VALUATIONS

NEW YORK

CHICAGO SAN FRANCISCO

Stevens <Sl
Wood

Incorporated

Engineers and

Constructors

20 Pine Street,

New York

Transportation Examinations

and Reports

C. B. BUCHANAN, President

W. H. PRICE. JR., See'y-Treas.

JOHN F. LAYNG. Vice-President

Buchanan & Layng
Corporation

Engineering and Management,

Construction, Financial Reports,
Traffic Surveys and

Equipment Maintenance

BALTIMORE

1004 First National

Bank lilclc

Phone: Hanover

NEW YORK

49 Wall Street

HEMPHILL & WELLS

CONSULTING ENGINEERS

Gardner F. Wells
Albert W. Hemphill

APPRAISALS

INVESTIGATIONS COVERING

Reorganization

Operation

Management

Construction

50 East 42nd St., New York City

E. H. FAILE & GO.

Designers of

Garages — Service
Buildings — Terminals

441 Lexington Ave.

New York

THE BEELER
ORGANIZATION

Transportation, Traffic,

Operating Surveys,

Better Service

Financial Reports

Appraisals — Management

52 Vanderbilt Ave. New York

J. ROWLAND BIBBINS

CONSULTING ENGINEER
TRANSPORTATION

UTILITIES

Transit-Traffic Development Surveys.
Street Plans, Controls, Speed Signals.
Economic Operation, Schedule Analy-
ses, Bus Co-ordination, Rerouting.
Budgets, Valuation, Rate Cases and
Ordinances.

EXPERIENCE IN 25 CITIES

2301 Connecticut Avenue
Washington, D. C.

Byllesby Engineering

and Management

Corporation

231 S. La Salle Street, Chicago
New York Pittsburgh San Francisco

WALTER JACKSON

Consultant on Fares
and Motor Buses

The Weekly and Sunday Pass
Differential Fares — Ride Selling

Holbrook Hall 5-W-3
472 Gramatan Ave., Mt. Vernon, N. Y.

June, 1929

ELECTRIC RAILWAY JOURNAL

105

The P. Edward
Wish Service

50 Church St., NEW YORK

Street Railway Inspection
DETECTIVES

131 State St., BOSTON

H. U. WALLACE

Bus, Truck and Railway
Transportation, Traffic and
Operating Surveys. Financial
Reports, Appraisals, Reorgan-
izations, Management.

AU Work Under Personal Supervision

6 N. Michigan Ave. 420 Lexington Ave.
Chicago New York City

Phone LEXINGTON 8485

KELKER,

De LEUW &
COMPANY

Consulting Engineers

Transit Development

Operating Problems

Traffic Surveys

Valuations

111 W. WASHINGTON ST.. CHICAGO

GRIFFIN
WHEELS

with

Chilled Rims

and

Chilled Flanges

aimimimmmimiimiiiiiimimmitiiiiimiimimiMiii

[ ENDORSED by
I ELECTRICIANS
I and MANAGERS
I The WORLD OVER

I The wide range of the re-

i volving platform of the

I Trenton Utility Tower per-

i mits continuous t r ol 1 e y

} service while repairs are

| being made. Its height and

| range make it an admirable

| aid in painting poles, and

I in arc lamp trimming and

1 maintenance. Easily oper-

[ ated by one man, with no

| danger of collapse or tip-

i ping. Let us send you our

} illustrated booklet.

J. R. McCardell 8C Co.

I 391-401 SO. WARREN ST
TRENTON, N. J.

II niiiiiimilimimimili I nimimmimimimiimimir.

-.iilimmimiiminjiimmirmiimimmii mm t I minim imimmimmimiilimimmmimiiiimi 17

SERVICE records maintained by one
of the largest street railway com-
panies show 38% lower cost per wheel
mile for. Griffin Chilled Tread Wheel
than any other make or type.

Have you given the new wheel a trial?

GRIFFIN WHEEL COMPANY

410 N. Michigan Ave., Chicago, 111.

minium in iiiii ummiiiniiim mmm miiimmnim imimimimimiiimmmin nnj

A dependability |
that counts |

Wherever
you install
a n Ander-
son Time
Switch you
get that safe
"worryless"
depend-
ability you
have a right
to expect.

Type S. L. Electrically Wound YOU knO W

that the switch will operate as you
want it to — every time. No loss of
revenue, no penalties. A Time
Switch with twenty-five years of
experience behind it.

Send for Bulletin No. 37

Albert 8C J. M. Anderson Mfg. Co.

289-305 A St., Boston, Mass.

NEW YORK CHICAGO PHILADELPHIA LONDON

imimimimimmmimimiumtmimumimimimiimimiimmiimiimimimimii mmimtimmtimimi .mmmiimi*

ANDERSON

106

ELECTRIC RAILWAY JOURNAL

June, 1929

jL/on't envy the other man's W^^
low operating costs;

YOU can keep down your costs, too,
if you will search out the causes of
high maintenance. For instance, small car
parts, subject to excessive wear are an
important cause. They soon wear out and
need replacement, and this wearing causes
rigging and other mechanism to get out
of adjustment.

Why not solve these problems at one
stroke, by using the best small parts that
you can buy. They will pay for them-
selves many times over and save you lots
of grief.

Don't envy the other man, just specify
Boyerized parts and let him envy you.

BOYERIZED
PARTS

Spring Post

Bushings
Brake Bushings

Spring Posts
McArthur
Turnbuckles

Bronze Bearings
Bolster and

Transom

Chafing

Plates

Manganese

Brake Heads
Manganese

Truck

Parts

Brake Pins
Brake Hangers
Brake Levers
Pedestal Gibs
Brake Fulcrums
Center Bearings
Side Bearings

BEMIS CAR TRUCK COMPANY

ELECTRIC RAILWAY SUPPLIES
SPRINGFIELD, MASS.

Representatives :

F. F. Bodler. 903 Monadnock Bldr.. San Francisco. Cal.
W. F. McKenney. 54 First Street. Portland. Ore.
J. H. Denton. 1328 Broadway. New York City. N. Y.
A. W. Arlin. 519 Delta Building. Los Anseles. Cal.

July Issue Closes
JUNE 15th

Early receipt of copy and plates will enable us to serve you best —

to furnish proofs in ample time so changes or corrections may be

made if desired.

ELECTRIC RAILWAY JOURS A L.

How Are Conditions at Your Principal Loading Points?

Situations like that pictured at the left irri-
tate your passengers, and delay your run-
ning schedules. The illustration at the
right shows how the installation of Perey
"Coinpassors" or "Passimeters" does
away with such congestion, and insures full
collection of fares.

Write for our interesting literature.

PEREY TURNSTILES

101 Park Ave., New York. N. Y.

june, 1929

ELECTRIC RAILWAY JOURNAL

107

"WELD PLATES"

For EFFICIENT, ECONOMICAL

JOINTS

Do you believe in statistics? Rely on per-
formance records? If so, the performance
records of the many "Weld Plates" now in
use will convince you that they lead the bar-
weld joints in efficiency and economy.
"Weld Plates" represent the most modern
welding practice. They are the strongest and
most up-to-date plates rolled especially for
electric welded joints. Note the shape — the
grooves for retaining plenty of weld metal
along the upper edges — the wide contact areas
at top and bottom — the suitability for the use
of short bolts.

A trial will convince you of their efficiency
and economy.

THE RAIL JOINT COMPANY

165 Broadway, New York

111 miiMllliiilliimimilllllilimiillimiiii I iiiiiiiiiiiiMliuillllllillimiiiiillilliiiilllliillllliiiuiimuilmnMlE silllimimimiiiiiiiiiiiiiiiiiiiiii I I iiiimi immilllllllllll nun tlllllllltlllllliliniii.

COLUMBIA

Railway and Utility Supplies

Castings — Grey Iron,
Brass and Aluminum

Forgings

Special Machinery

and Patterns

Machine and Sheet
Metal Work

Armature and
Field Coils.

The Columbia Machine Works and M. I. Co.

265 Chestnut St., corner Atlantic Ave.,
Brooklyn, New York

! timtiHiHiiiiiHiiiiiiimiiimiimiiiiimn itiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiifiiiiiiiiiiiiiiiiiiiiiiiiiiiiinit

Drip Points for
Added Efficiency

They prevent creeping- moisture and quickly drain the petti-
coat in wet weather, keeping- the inner area dry.

The Above Insulator — No. 72 — Voltages — Test — Dry 64.000
Wet 31.400. Line 10.000.

Our engineers are always ready to help you on your glass
insulator problem. Write for catalog.

Hemingray Glass Company

Mnncie, Ind.

Est. 1848 Inc. 1870

llllllllllllllllllllllllllllllltlllllllllllltllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllll

108

ELECTRIC RAILWAY JOURNAL

June, 1929

ROLLER-SMITH

INDOOR
OIL SWITCHES

CIRCUIT "BREAKERS

CLASS II

tOO AnPtRf!

400
000
-.aoo VOLTS

CLASS 12

COO

800

l$oe

CLASS 13

4 00 AHP5. 1200
60O ■ MOO

Soo - 2000

I5O0O VClTS tSOOO

FOR ALL TYPES OF MOUNTING

I NON-AUTOMATIC

full AUTOMATIC
TRIP FREE

[INSTANTANEOUS
TRIP

Tint DELAY
TRIP

SERIES

COILS

AHSrOBUfR

coils

IunWr
VOLTASt

ELECTRICAL MECHANICAL

COIL
OtENEHGttEOl

THROW 1 AUXILIARY SWITCHES
]

NON-AUTOMATIC

FULL AUTOMATIC
TRIP FREE

MOTOR STARTING
(REACTORS)

SERIES
COILS

I MOTOR STARTING
(AUTO -TRANSFORMERS) I

I SHUNT
TRIP |

I ov

Oil.

Switches and
Circuit Breakers

RELAY

CONTROL

Write for new Bulletin

No. G-600. Just off

the press.

transformer!

COILS

[

INSTANTANEOUS

UNDER

VOLTAGE

RELAY
TRIP

ROLLER-SMITH COMPANY

Main Office: Works:

2140 Wool worth Bldg., New York Bethlehem, Pa.

Bates-Truss Poles
for Trolley Suspension

MODERN transportation demands
modern methods. The Bates-Truss
Pole is the solution of trolley suspension
problems. The general tendency of elec-
trie railways toward the increased use of
Bates'Truss Poles is significant in these
days of high costs and keen transportation
competition.

Structural simplicity, combined with lasting
strength and fine appearance, makes the
Bates-Truss Pole ideal for all forms of over-
head construction. Let us quote you on
poles, structures or towers.

xpandeajteel truss (p.
EAST CHICAGO, IND.

1881

^ DaDOEzi

□irzjgarf

Y V

GOLD

In Eighteen Eighty -One

Horse cars were
never a luxurious
mode of travel,
particularly in
1881. But the
GOLD heating
system of that
period was ingen-
iously adapted to
the conditions
under which it
operated. Storage
tanks containing
hot water were
placed under the
seats. This dif-
fused the heat
evenly — a revolu-
tionary advance
over the wood
stove method pre-
viously in vogue.

This is true of Gold equipment today. Under
every condition it justifies the reputation established and
maintained over a period of half a century.

The Gold Catalog is a good book to have in your files.

GOLD stands for progress in car heating
equipment, both in the steam and elec-
tric railway fields.

It was back in the 70's when railway men be-
came acquainted with the fundamental ex-
cellence of the ideas advanced by Edward E.
Gold. For even the first invention to bear
this well known name typified comfort
and economy . . . simplicity and ease of
operation.

Modern Gold Equipment

Truss Plank Heater
No. 478-E

Vestibule Heater
No. 470-E

Panel Heater
No. 414-S. C.

GOLD CAR HEATING Q1 AND LIGHTING COMPANY

Bush Terminal Building No. 2 ^2 220 36th Street > Brooklyn, N. Y.

In Canada: CANADIAN GOLD CAR HEATING AND LIGHTING CO., Limited, 728 St. James Street, Montreal

June, 1929

ELECTRIC RAILWAY JOURNAL

111

And now ♦ ♦ ♦

even better
pole service

To improve our service to pole
customers, we have collected a
standard surplus stock of 10,000
straight, sound Southern Yellow
Pine poles in a variety of sizes
and lengths.

We have your size, already air-
seasoned . . . ready for framing
and pressure creosote treatment
to your specifications upon re-
ceipt of your order.

Your emergency requirements
or your periodical purchases will
be handled with a speed and
precision you did not believe
possible.

l.FPrettwnan J & Sons

\J Wood Preserving Plarrr
Charleston ,S.C.

SPECIALISTS

made these products
to meet your
particular
needs

MORE-
JONES

TROLLEY
WHEELS

A trial will con-
clusively prove
the merit of
More-Jones Qual-
ity Products.
Prices submitted
upon request.

This organization has never rested
on past laurels but has continued
year after year to maintain the
proven quality of its products.
More - Jones specialists are thor-
oughly versed in your armature
bearing and trolley wheel problems
and will gladly work with you

toward their successful solution.

National Bearing Metals Corporation

ST. LOUIS, MO.

JERSEY CITY, N. J.
PORTSMOUTH, VA.

NEW YORK, N. Y.

PITTSBURGH, PA.
MEADVILLE, PA.

MORE-JONES
TIGER' BRONZE
AXLE and
ARMATURE
BEARINGS

112

ELECTRIC RAILWAY JOURNAL

June, 1929

CLEVELAND

FARE BOXES

♦ ♦ ♦

NO FARE BOX, of the locked type, is any
better than its locks; the "Cleveland 17
is protected by "4-Way" Locks.

It requires a key, the proper key, to open a
"4- Way"; the peculiar shape of the key and
its very close tolerances prevent key impres-
sions; "4-Way" key machines and key blanks
are not sold to locksmiths.

"4-Way" Locks with the "Cleveland's" other safeguards,
permit us to offer for the street car and bus a fare collec-
tion device that provides positive protection.

Cleveland Fare Boxes meet all modern fare collection
conditions.

The Cleveland Fare Box Co*

4900 Lexington Ave., Cleveland, Ohio

Canadian Cleveland Fare Box Co., Limited, Preston, Ontario

' ; 4-Way" Padlocks, Coin-Auditing Machines, Change Carriers, Tokens

It'll IIIIIMIIIIIIIIIIIHIIMIIIIIIIIIinilllllllllllltlinilllHIIHIIIIIIIIIIIIMHinlllllllltlllMlllllilllllllUIIIIIIIIIIIIIIHIIIIMi'llllllllMIIII^

Roebling |

Welding Wire

Makes strong welds and
is used where only the
highest quality of weld-
ing wire is acceptable.

John A. Roebling's Sons Company

Trenton, New Jersey

llliMIIIIIIIMIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIHIIIIIIUIIIIIHlllllllIIIIIHIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIilUIIMCIIIIIU

PANTASOTE |

TRADE MARK

— the car curtain and upholstery material that
pays back its cost by many added years of
service. Since 1897 there has been no substitute
for Pantasote.

AGASOTE

TRADE MARK

— the only panel board made in one piece. It is
homogeneous and waterproof. Will not separate,
warp or blister.

Standard

for electric railway cars

and motor buses

Samples and full
information gladly
furnished.

The PANTASOTE COMPANY, Inc.

250 Park Avenue NEW YORK

tlimiiimmimmiiiHiiiiiimmii! iiiitiummimni iiiHiiiiiiiiiiiHlllllllllllllMllllli(llllllHiiill'iillii(lililltliill»PMtli? 5ll1lI1llllllllllllllMllir

iHiiiimiiiiifiiiiiimiiiiiiiiiiiimimitHM?

June, 1929

ELECTRIC RAILWAY JOURNAL

113

&<■■

EAMCJHiLIGJHT

EMPLOYMENT and BUSINESS OPPORTUNITIES— USED and

UNDISPLATED — RATE PER WORD:
Positions Wanted, 5 cents a word, minimum

$1.00 an insertion, payable in advance.
Positions Vacant and all other classifica-
tions. excepting 1 Equipment. 10 cents a
word, minimum charge $2.00.
Proposals, 40 cents a line an insertion.

INFORMATION:

Box Numbers in care of our New York.

Chicago or San Francisco offices count
10 words additional in undisplayed ads.
Discount of 10% if full payment is made in
advance for four consecutive insertions
of undisplayed ads (not including' pro-
posals) .

-►•a

ECTION

SURPLUS NEW EQUIPMENT

DISPLAYED — RATE PER INCH .

1 inch $6.00

2 to 3 inches 5.75 an inch

4 to 7 inches. ■■ 5.50 an inch

Other spaces and contract rates on rawest
An advertising inch is measured vertically

on one column, 3 columns — 30 inches —
to a page. R }

SUP-

POSITION VACANT

THE PERRY, BUXTON, DOANE CO.

New and Relaying Rails

All Weights and Sections

We specialize in buying and dismantling entire
Railroads, Street Railways, and all other industrial
properties which have ceased operation. We fur-
nish expert appraisals of all such properties.

May We Serve You?

THE PERRY, BUXTON, DOANE CO.

Rail Department, Philadelphia, Pa. General Department, Boston, Mass.

Pacific Sales Office — Failing Building, Portland, Oregon

lllllllilillitiliiliiillittiiiiliiiiii>lii.>iiii>l>>illiliililn>i<

((

Opportunity " Advertising :

Think " SEARCH LIGHT" Fir *t\

0100

WANTED master mechanic, Western short
line interurban A.C. operation ; state
complete experience and salary expected.
Address P-175, Electric Railway Journal,
883 Mission St., San Francisco, Calif.

POSITIONS WANTED

MR. MANAGER: As superintendent transporta-
tion or assistant manager, I can assure you
increased revenue, decreased operating cost, bet-
ter employe public relations. Broad experience.
Successful record. P-W-176, Electric Railway
Journal, Tenth Ave. at 36th St., New York.

ENGINEER — University graduate, with knowl-
edge of corporation finance and ten years' ex-
perience in consulting service on railway and bus
operation, traffic Btudies, and appraisals in
major cities throughout the country, invites cor-
respondence with large operator or holding com-
pany. PW-177, Electric Railway Journal, Tenth
Ave. at 36th St.. New York.

SUPERINTENDENT of equipment or master
mechanic, ample and successful experience in
construction and maintenance on street cars',
buses', and equipment in heavy electric train
service. All types of control, air, motor, truck
and body equipment. Successful in handling
men and getting results. Experienced in up-to-
date maintenance, inspection and record systems.
Best references, available on reasonably short
notice. PW-178, Electric Railway Journal, 620
No. Michigan Ave., Chicago, 111.

BUSINESS OPPORTUNITY

If YOU have capital to invest in the electric
railway industry or if you need capital for
the development of your business, you can reach
practically every man of importance in the
industry through an advertisement here. The
rate is only ten cents a word per week. For
fiirther information write: Searchlight Depart-
ment, Tenth Ave. at 36th St., New York.

Do You Need Buses?

10 MACK, Model A.B.

29'Passenger Birney Type Body Buses

These Buses are offered at a price
below the actual value. All Buses
are in first class mechanical condition.

For Particulars Address

T. J. HANLON, JR.

Manager

Tampa Electric Company

Tampa, Florida

114

June, 1929

Elecrtic Railway Journal

FOR SALE

11 FAGEOL COACHES

SIX-CYLINDER, PARLOR-CAR TYPE

Priced

$1000

And
Up

Also 25 complete sets Observation Parlor Car Type
Bus Seats, including settees. All Practically New.
50 New Weather Tight Outside Baggage
Compartments, modern light wood and can-

vas construction. Fit any Standard Parlor Car.
All of the above equipment in first class mechanical
condition and can be purchased at very attrac-
tive prices.

For Particulars, Address CARL C. KUNZ, Sup't Of Operations

"GREYHOUND LINES"

5 14 E. 34th Place, Chicago

■ Mil Ml lllllllllllll lllllllllll I *

Watch—

the Searchlight Section

for
Equipment Opportunities

IH, HI || .ill I IIIIX OIIIUIItlltMIMHIMtlHInilUI mil"

HiKiilllll II <

Birney Cars

All types motor equipment in excellent
condition. We also have modern
light weight double truck steel cars,
both city and interurban types. Write
for details.

Power House Equipment

Power house equipment both 25 and 60
cycles. Fine offerings of Rotary Con-
verters and generator sets.

Fare Boxes — All Types

Also Shop Equipment

Electric Locomotives

FOB SALE

30 Freight and
Passenger Gars

All in first-class condition. Also store-
room materials and car and shop re-
pair parts. Dismantling road. Priced
to sell quick. Address

W. G. Bell, Gen. Mgr.

Spring-field Suburban R. R.
Springfield, Ohio

Co.

WANTED

CAR WHEEL
| TURNING LATHE

= Double head, with capacity to turn |

| wheels 20 to 36 in. diameter. Inter- |

| ested in second-hand lathe if in good f

| condition. Give full information as to I

I make, size, drive, etc.

Omaha 3C Council Bluffs Street

Railway Co.

F. S. Welty, Asst. Gen. Mgr.,

Omaha. Nebraska

"■in ii.ii, ii.ii.iinir.Miii.in ..iiiii.ii.liill.il>. ,M(,IIMIII<ll<ll,,ll,lllimi,ll<,l,,MII~

WANTED

500 KW. and up
Rotary Converters.
25 and 60 Cycle

Send for Lint of Motor Offerings

G. T. ABEL

393 Seventh Ave., New York Cltj

Longacre 7372

"Sole Distributors for

SIMPLEX SAFETY DEVICES"

WANTED

ELECTRIC RAILWAYS AND EQUIPMENT

Electric Railways, Overhead
Trackage and Equipment. High-
est cash prices paid. Expert satis-
factory work guaranteed.

Among the other work just com-
pleted we have recently dismantled
the entire trackless trolley line of
Staten Island, New York and over
200 miles of overhead and some
trackage of the Worcester Consoli-
dated and Springfield Street Rail-
way abandoned Suburban lines.

THE ALLITE CORPORATION

636-638 Broadway, New York, N. Y.

• ■••nit mill tiiiuiiiiii iiiiii.-

June, 1929

Electric Railway Journal

aMMSllGHr

115

YOU are specialists in transportations. We are special-
ists in scrap metal. Why not turn the obsolete cars
over to the logical organization for handling scrapped
equipment?

No street railway can prepare and dispose of obsolete equip-
ment as economically as an organization that specializes in
such work.

Leading street railway companies regularly make use of our
service.

Send for Bulletin giving complete details and statements
from satisfied railway executives.

because

it was more
profitable

than

junking

cars themselves

Our clients include these welt
known properties :

Worcester Consolidated Street Rail-
way Company
Eastern Massachusetts Street Rail-
way Company
Scranton Railways Company
Middlesex and Boston Street Rail-
way Company
Berkshire Street Railway Company
Limited Electric Railways Company
Keystone Public Service Co.
Wilkes -Bar re Railway Corp.
Altoona and Logan Valley Electrie
Railway Co.

L. Seliiavoiie & Bonoeio Bros* Inc«

116

ELECTRIC RAILWAY JOURNAL

June, 1929

•mjSBFt

V* » J '

r-f

^wPS^"**'

M ■ ' '*tk

Mop up

the "danger spots"

/^ARAGE and shop floors are
\* always "danger spots" unless
they are kept slip-proof and clean.
By using Oakite materials to re-
move accident-causing slipperi-
ness, you can keep floors safe and
sanitary at remarkably low cost.

Let our nearest Service Man show
you Oakite methods for cleaning
wood, cement or composition
flooring. He will tell you how to
clean up the most stubborn caked-
on dirt in record time. A postal
to us will bring him. No obliga-
tion, of course.

Manufactured only by
OAKITE PRODUCTS, INC., 28B Thames St., NEW YORK, N. Y.

Oakite Service Men, cleaning specialists, are located at:
Albany, N. Y. ; Allentown, Pa.; "Atlanta, Altoona, Pa.; Baltimore, Battle Creek,
Mich.; •Boston, Bridgeport, "Brooklyn, N. Y. ; Buffalo, "Camden, N. J.; Char-
lotte, N. C; Chattanooga, Tenn. ; "Chicago, "Cincinnati, "Cleveland, "Columbus,
O. ; "Dallas, "Davenport, "Dayton, 0.; Decatur, 111.; "Denver, "De* Moines,
•Detroit, Brie, Pa. ; Fall River. Mass. ; Flint, Mich. ; Fresno. Cal. ; "Grand
Rapids, Mich. ; Harrisburg, Pa. ; Hartford., "Houston, Texas ; "Indianapolis,
Jacksonville, Fla. ; "Kansas City, Mo. ; "Los Angeles. Louisville,
Ky. ; Madison, Wis.; "Memphis, Tenn.; "Milwaukee, "Minneapolis,
•Mollne, 111.; "Montreal, Newark, N. J.; Newburgh, N. Y. ;
New Haven. "New York, "Omaha, Neb.; "Oakland.
Cal. ; Oklahoma City, Okla. ; Oshkosh, Wis. ; "Philadelphia,
Phoenix, Aril.; "Pittsburgh. Pleasantville, N. Y. ; Port-
land. Me.; "Portland, Ore.; Poughkeepsie, N. Y. ;
Providence, Reading, Pa.; Richmond, Va. ; "Roches-
ter, N. Y.; Rockford, 111.; 'Rock Island, Sacra-
mento, Cal.; "San Francisco, "Seattle. South
Bend, Ind. ; Springfield, Mass. ; "St. Louis,
"St. Paul, Syracuse, N. Y. ; "Toledo,
"Toronto, Trenton, "Tulsa, Okla. ; Utica,
N. Y. ; "Vancouver, B. C. ; Wichita,
Kan. ; Williamsport, Pa. ; Worces-
ter, Mass.

'Stocks of Oakite materials are carried in these cititv.

OAKITE

Industrial Cleaning Materials**/ Methods

ALPHABETICAL INDEX

This index is published as a convenience to the reader. Every
care is taken to make it accurate, but Electric Railway
Journal assumes no responsibility for errors or omissions.

Aluminum Co. of America 52

American Brake Shoe & Foundry Co 96

American Brass Co., The 74

American Brown Boveri Co., Inc . . 20

American Car Co Third Cover

American Creosoting Co Insert 99-100

American Steel & Wire Co 61

American Steel Foundries 18-19

American Telephone & Telegraph Co 39

Anaconda Copper Mining Co 74

Anderson Mfg. Co., A. & J. M 105

Bates Expanded Steel Truss Co 108

Beeler Organization 104

Bemis Car Truck Co 106

Bender Body Co., The 118

Bethlehem Steel Co 75

Bibbins, J. Rowland 104

Brill Co., The J. G Third Cover

Buchanan & Layng Corp 104

Byllesby Eng. & Manage. Corp 104

Carey Co., Philip 40-41

Carnegie Steel Co 67

Cincinnati Car Corp Insert 77-80

Cities Service Co 28-29

Cleveland Fare Box Co , 112

Collier, Inc., Barron G 27

Columbia Machine Works 107

Consolidated Car Heating Co 25

Cummings Car & Coach Co 98

Dayton Mechanical Tie Co Insert 57-60

De Vilbiss Co., The 81

Dodge Brothers Insert 45-48

Electric Railway Improvement Co 117

Electric Service Supplies Co 10

Electric Storage Battery Co 31

Faile & Co., E. H 104

Ford, Bacon & Davis 104

"For Sale" Ads 113-115

General Electric Co 14-16

General Motors Truck Co Insert 85-88

Gold Car Heating & Lighting Co Insert 109

Goodrich Rubber Co., The B. F Insert 93-94

Goodyear Tire & Rubber Co .32-49

Globe Ticket Co 63

Griffin Wheel Co 105

Hale-Kilbum Co 12

Haskelite Mfg. Co 97

"Help Wanted" Ads 113-115

Hemingray Glass Co 107

Hemphill & Wells 104

Heywood-Wakefield Co 37

Hyatt Roller Bearing Co 44

Illinois Steel Co Insert 110

International Register Co., The 103

International Steel Tie Co Insert 21-24

Irving Iron Works Co 64

Jackson, Walter 104

Johns-Manville Corp 89

Johnson Fare Box Co 97

Kelker, DeLeuw & Co 105

Kuhlman Car Co Third Cover

June, 1929

ELECTRIC RAILWAY JOURNAL

117

Long Mfg. Co., The 68

Lorain Steel Co 50

Mahon Co., The R. C 43

Malleable Iron Fittings Co 96

McCardell Co., J. R 105

McGraw-Hill Book Co 66

McGraw-Hill Publishing Co 82-83

Metal & Thermit Corp 54-55

Mica Insulator Co 92

Nachod and U. S. Signal Co 96

National Bearing Metals Corp Ill

National Brake Co., Inc 17

National Carbon Co • 53

National Cash Register Co 26

National Pneumatic Co 13

National Railway Appliance Co 91

National Tube Co 56

Nichols-Lintern Co 103

Oakite Products, Inc 116

Ohio Brass Co 8-9

Okonite Co., The 62

Okonite-Callender Cable Co.. Inc 62

Pantasote Co.. Inc., The 112

Perey Mfg. Co., Inc 106

Positions Wanted and Vacant 113-115

Prettyman & Sons, J. F 1 1 1

Rail Joint Co., The 107

Railway Track-work Co 6-7

Railway Utility Co 97

Ramapo Ajax Corp 102

Richey, Albert 104

Roebling's Sons Co., John A 112

Roller-Smith Co 108

Safety Car Devices Co 65

Sanderson & Porter 104

Searchlight Section 1 13-115

Standard Oil Co. (Indiana) 84

Standard Steel Works Co.- 95

Star Brass Works 101

Stevens & Wood, Inc 104

Stone & Webster 104

Stucki Co., A 102

Sullivan Machinery Co 101

Texas Co.. The 30

Timken-Detroit Axle Co 38

Timken Roller Bearing Co 73

Tool Steel Gear & Pinion Co 42

Twin Coach Corp Front Cover and Insert 69-72

Union Metal Mfg. Co 76

Union Switch & Signal Co 98

Universal Lubricating Co 90

Wallace, H. W 105

"Want" Ads 113-115

Wason Mfg. Corp Third Cover

Waukesha Motor Co Back Cover

Westinghouse Elec. & Mfg. Co ^econd Cover, 4 and 5

Westinghouse Traction Brake Co. 11

Wharton, Jr. & Co., Inc. Wm 103

White Co., The 51

Wish Service, The P. Edw 105

Searchlight Section — Classified Advertising

ADVANTAGES

EQUIPMENT (Used. Etc.).

113-114-118

EMPLOYMENT 113

Abel. G. T in

Allite Cnrp 114

Greyhonnrl Lines 114

Sehiavono. L. & Bonomo Bros..

Inc. . . 115

Omaha & Council Bluffs Street

Railway Co 114

Perry. Buxton. Donne Co . . . . 1 1 -"1
Springfield Suburban Railro.ul

Co 114

Tampa EleC. «'" 113

Type

ATF-2

Arc Weld Bond

Are Revealed
In Lower Costs

The ability to reduce power
losses through permanent
high conductivity and ease
of application distinguishes
Erico Rail Bonds — any
type. These advantages are
revealed in lower installa-
tion and maintenance costs.

With the Type ATF-2 Arc
Weld Bond — illustrated —
extra heavy steel terminals
permit the use of large weld-
ing rod. The big copper
"U" loop gives flexibility.
Stranded copper cable mini-
mizes the destructive effect
of vibration. The wide
welding Vee makes a per-
manent terminal contact
easy to obtain.

For Details address —

The Electric Railway
Improvement Company

2070 E. 61st Place, Cleveland, Ohio

118

KLECTRIC RAILWAY JOURNAL

June, 1929

A'X Comfortable Seats
* in this New Bender Bus

Now You Can Have Satisfactory
Mass Transportation

>§8r

Your passengers, too, will smile vsith satis-
faction when they ride in this bus. You
can carry big loads and yet keep them all
happy. Genuine leather seats. 41-passengcr
seating capacity. Can be furnished with
rear exit door for circulating loads.

This same model can be supplied in semi-
deluxe finish -with overhead inside luggage
rack, and folding aisle seats for suburban or
special service.

BENDER
BODIES

Yes — think of it — seating 41 passengers with comfort.
Every seat is actually a comfortable one.

Note the wide aisle space — 2-\y 2 inches between seat
cushions and even more above.

Two people stand comfortably in the wide aisle with
room for a third to pass through. Abundant head
room, too — no stooping.

Here's capacity — here's comfort — a business builder, a
profit-maker for bus operators. Let us send you the
complete story.

The BENDER BODY CO.

W. 62nd and Denison, Cleveland, Ohio

June, 1929

ELECTRIC RAILWAY JOURNAL

Wilmington
Orders Ten More!

Last year the Delaware Electric Power Company purchased ten
Brill low-level city cars for service in Wilmington, Delaware,
one of which was exhibited at the 1928 A.E.R.A. Convention in
Cleveland. This operating company had faith in the revenue-
producing qualities of up-to-date equipment — cars of proven
performance plus rider appeal. Proof that this faith was justified
is now apparent because ten additional cars, practically identical
with the first lot of ten, have been ordered.

This repeat order is a fair indication of the value of modern cars
in meeting competition. In business building qualities as well as
performance, we believe that Brill cars are unequalled. Judge
for yourself.

II The J. G. Brill Company M

American Cab Ca — O.CKuhlman Car Co. — Wjso" J*A~rGCci

• T. LCUII MO. CkEVCkAND.OHID. BPRINCFICLO.MAll

Pacific Coast Representative : Rialto Bldg., San Francisco

BRILL MODERN CiRS

ELECTRIC RAILWAY JOURNAL

Cross-sectional view of a
Ricardo Head Engine in-
dicating how complete
combustion is promoted
by turbulence, as shown
by arrows.

Trend in

Valve Location

Data from Automotive Industries Statistical 'Number

100*

60*

60'A

40'/.

zof-

«Ht 13

HIGH TEST

FUEL - *

T-Head

LHtAD

Valv«.-in-Head

l« 15 '16 17

10 'l» *0 zl 'tt « i* « "*• '» 28

CRACKED GASOLINE EJ5A
HIGH RECOVERY fr, LOWERING GRAVITIES'

implicity wins

j^m

L-HEAD ENGINES

THEY TAKE BETTER
CARE OF THEMSELVES

The L-Head engine— with its direct, well lubri-
cated valve gear — has always had the call over other
engine types on account of its great simplicity.

A glance at the chart will show that not even
During the War did the overhead valve seriously
challenge the L-Head. In 1924 the Ricardo Head
principle was introduced. Its advantages were
promptly recognized and in its basic principle it
was widely adopted. L-Head engines have rapidly
increased in popularity ever since— while the use
of overhead valve engines has shown a correspond-
ingly marked decrease.

Waukesha L-Head Engines, with Genuine
Ricardo combustion chambers combine high
power, reliability, efficiency and long life with
simplicity. Write Automotive Equipment Division
for descriptive bulletin.

035

WAUKESHA MOTOR COMPANY

New York Office: 8 West 40th St. WAUKESHA, WISCONSIN

San Francisco: 7 Front Street

Exclusive Builders of Heavy-Duty Internal Combustion Engines for Over Twenty Years

ELECTRIC RAILWAY

JOURNAL

cGraw-Hill Publishing Company, Inc.

JULY, 1929

Thirty-five Cents Per Cop

Barron G. Collier, m*

NEW YORK CITY

ELECTRIC RAILWAY JOURNAL

July, 1929

eann

in£ Mil

Miles of Bearings

Westinghouse Bearings

100,000 MILES

3 years' operation -

Ordinary Bearings

■>i

35,000
MILES

*V*

\ ,«==> / 35.000 \ rm / 35.000 \ fc

/* III ^ \ MILES r ^ Itf ^ \ MILES / ^

- are your bearing replacements
in the

Red

Black?

VOUR ultimate armature
bearing cost involves more
than the original price of the
part. Labor required to re-
place a bearing constitutes a
large percentage of the total

WESTINGHOUSE ELECTRIC & MFG. COMPANY
EAST PITTSBURGH PENNSYLVANIA

xt, l C E ^»?,VJS ES ,N AlL PRINCIPAL CITIES OF
THE UNITED STATES AND FOREIGN COUNTRIES

Westinghouse

Electric Railway Journal

John A. Miu.br. Jr.

Acting Managing Editor
Morris Buck

Engineering Editor
Grorgb J. MacMdrrat
Clitfobd A. Fadst
J. W. McClot

Charles Gordon, Editor

In This Issue

Paul Wooton

Washington
Alex McCallum

London, England

Louis P. Stoll

Publishing Director

Vol. 73, No. 16

JULY, 1929

Pages 693-754

Editorials 693

An Outstanding Contribution Toward Orderly Civic

Development
Car Survey Provides Striking Evidence
A Worthy Rival of the Automobile
Far West Leads in Pick-up and Delivery
A New Outlook in Toledo
San Francisco Needs a Transit Policy
Subsidy by General Taxation Is Unsound

Transportation Facilities Planned''

for 20,000,000 People 696

Regional Plan of New York offers city co-ordinated net-
work of rapid transit, freight lines and highways.

Light Weight Attained in New

Pittsburgh Car 712

Experimental car of Pittsburgh Railways has aluminum
frame, aluminum accessories and lightest possible con-
struction.

New Cars Pay for Themselves on Many

Properties 715

By Morris Buck
Wisdom of new car investment shown by faster, safer and
more comfortable service at lower costs.

Modernized Toledo System Making

Real Progress 701

Change to friendly public feeling and increased revenue are
results of company's effort to give maximum service.

Pacific Electric Expands Pick-Up and

Delivery Service 721

By Paul T. Porter
Monthly increase in freight business follows inauguration
of co-ordinated motor truck door-to-door service.

Trackless Trolley Questions Answered

From Experience 7 705

By Edward A. West
Solutions of difficulties arising in Salt Lake City operation
are outlined. Costs are lower than for buses or street
cars.

Vision of Local Business Men Puts Oklahoma

Railway on Paying Basis 725

New equipment, terminal and shop improvements under
competent management carry railway over depression and
yield profit.

Acceleration Rates Compared for Gas-
Electric and Mechanical Drive
Buses 699

Traffic Problems Topic of New York
State Meeting 700

Monthly Financial Reports Show Im-
provement 709

Striped Painting Makes Locomotive
Conspicuous 710

Midwest Association Expands

Activities 711

Canadian Association Celebrates Sil-
ver Anniversary 723

Coming!

Making small city operation pay
— the story of a management
with vision.

How Montreal Tramways is
meeting increased power de-
mands.

An analysis of the relation be-
tween the length of traffic sig-
nal cycles and the efficiency
of street use.

The Readers' Forum 729

Improved Armature-Dipping Methods
Developed 730

Some Essentials for Trolley Wheels . 731

Overhauling Cast Grid Resistors ... 731

Maintenance Contest Trophy 732

Devices and Practices Found Useful
in Expediting Maintenance Work . 733

New Products for the Railways' Use 738

News of the Industry 740

JAMES H. MoGRAW. Chairman of the Board
MALCOLM MUIR. President
JAMES B. McCRAW. Jr..

Vice-President and Treasurer
EDWARD J. MEHBEN. Vice-President
MASON BRITTON. Vice-President
EDGAR KOBAE, Vice-President
HAROLD W. McGBAW, Vice-President
C. H. THOMPSON, Secretary

NEW YORK District Office. 215 Madison Aye.
WASHINGTON. National Press Building
CHICAGO. 520 N. Michigan Blvd.
PHILADELPHIA. 1600 Arch St.
CLEVELAND. Guardian Building
8T. LOUIS. Bell Telephone Building
8AN FRANCISCO. 883 Mission Street
LONDON, 6 Botrrerle gtreet. London, E. C. 4.

McGraw-Hill Publishing Company, Inc.
Tenth Ave. at 36th St., New York, N. Y.

Cable Address "Machinist. N. Y."

Publishers of

Electrical World

American Machinist

Bus Transportation

Power

Coal Age

Radio Retailing

1929

Engineering News-Record

Ingenlerfa Internaclonal

Construction Methods

Food Industries

Electrical West

Industrial Engineering

TettUe World

AylaUon

Electrical Merchandising

Engineering and Mining Journal

Chemical and Metallurgical Engineering

Subscription Prices: United States and its posses-
sions, Canada, Mexico and other countries taking domes-
tic postage rates, $3 a year. All other foreign coun-
tries, S5 a year. Published monthjy. Single copies,
35 cents. Sold in combination with Electric Rail-
way Journal Nbws (published on 39 Saturdays
during the year) for S4 domestic aqd 18 foreign. The
separate subscription price of Elbotrio Railwat
Journal Nbws la $2 a year domestic and 14 a year
foreign. Entered as second class matter June 23.
1908, at the Post Office. New York. N. Y., under the
act of March 3. 1879. Printed in U.S.A.— Copyright.
1929. by the McGraw-Hill Publishing Company, Inc.

Official correspondent In the United States for Union
Internationale de Tramways, de Chemins do far
d'Interet local et de Transports Publics Automobiles.
Member A.B.P. Member A.B.C.

Number of Copies Printed, 6,280

Advertising Index — Alphabetical, 108-109; Searchlight, 106-107

ELECTRIC RAILWAY JOURNAL

July, vm

Overlapping Runners

An eminent feature

of JVestinghouse trolley frogs

THE long service obtained from
Westinghouse trolley frogs re-
sults from a design in which the wheel
travels smoothly through the frog.
Overlapping the runners prevents the
wheel flange from touching the pan.
Properly curved runners keep the
wheel riding true. Long bayonet ap-
proaches, easily removable, lead the
wheel onto the frog without bumping
or arcing.

The type LW frog has been designed

for use with narrow, small diameter
trolley wheels.

The type CG frog has been designed
for use with large trolley wheels hav-
ing a width exceeding V/i inches.

The type UF frog is a universal 10
degree frog for railway application.
Different sizes of wheels can be oper-
ated successfully where this frog is used.

All frogs are made of malleable iron,
galvanized, and equipped with bronze
bayonet approaches.

WESTINGHOUSE ELECTRIC & MFG. COMPANY
EAST PITTSBURGH PENNSYLVANIA

SALES OFFICES AND SERVICE SHOPS IN ALL PRINCIPAL CITIES

Westinghouse

5rrfE?

July, 192<J

ELECTRIC RAILWAY JOURNAL

Maple Substation, Pittsburgh Railways Co.

Two years— and a Third

A FEW months hence, and the Pittsburgh Street Railways Com-
pany will have a third Westinghouse automatic railway sub-
station added to their ever-expanding system.

Two years ago this company specified Westinghouse automatic sub-
station equipment for its Dormont and Maple stations. As a result
of their successful operation, similar equipment has been specified
for the Griffith substation which is now being constructed.

This new substation will be a complete Westinghouse installation,
including such equipment as: one- 1000 kv-a. outdoor type OISC
transformer arranged for either 11 kv. or 22 kv. operation on the in-
coming side; one- 1000 kw. synchronous converter; and a complete
automatic switchboard.

The advantages derived from the installation of automatic f~ >.
railway substations are discussed in Circular 1 793. Request ( V\f
your copy from our nearest office.

WESTINGHOUSE ELECTRIC & MFG. COMPANY
BAST PITTSBURGH PENNSYLVANIA

SALES OFFICES AND SERVICE SHOPS IN ALL PRINCIPAL CITIES

> Westinghouse

ELECTRIC RAILWAY TOURNAL

Julv, 1929

Improved Atlas Rail <.i iudrr

Eureka Radial Kail (irinder

Imperial Track (iritider

Take it
from Mr.
Kettering:

Ajax Kleelrir Are Wcldc

July, 1929

ELECTRIC RAILWAY JOURNAL

fc%A black bank balance is
popular applause for your
existence. A red balance is
the hiss of the community. 7 j

This Vice-President of General
Motors knows transportation.
He knows what the transport-
able public likes — and so do
you.

You know that you may earn
applause and not get it. You
know also that unless you earn
it you can't get it.

The only way to earn it is to
provide comfortably swift, safe,
silent street car rides.

The only way to do that is^on
smooth track.

W eld and grind
-and oil the curves

Raikw'BactrwwIiCo.

3132-48 East Thompson Street, Philadelphia

AGENTS :
Chester F. Gailor. 60 Church St., New York
Ohas. N. Wood Co.. Boston
Electrical Engineering & Mfg. Co.. Pittsburgh
H. P. McDermott. 208 9. LaSalle St.. Chicago
P. W. Wood Railway Supply Co.. New Orleans. La.
Equipment & Engineering Co.. London
F. F. Bodler. San Francisco. Cal. g" 2798

Keciprocuting Truck Grinder

Vlilcnn Kail Grimlr

Miilget Kail Grimier

KTW Curve Oiler

ELECTRIC RAILWAY JOURNAL

July, 1929

Strength and Much

Pins O-B

In Kansas City, Missouri, the use of 0-B feeder wire materials by the
Kansas City Public Service Company helps maintain an efficient feeder
system of attractive appearance. A few of the O-B feeder wire materials
are listed below.

O-B Porcelain Insulator No. 9953, one of a
number of such insulators designed for
feeder wire service. Pages 20 to 27, O-B
Catalog No. 20.

O-B Feeder Dead End Clamp Assembly
for use with feeder cables of any size from
4-0 to 1.000,000 cm. inclusive. Clamps and
fittings are of Flecto iron. Insulators, O-B
XH strain insulators. Page 2, Supple-
ment No. 2 to Catalog No. 20.

O-B Marathon Feeder Ear, identical with
the regular Marathon ears except for feed-
er lugs. Either horizontal lug with set
screws or a soldering lug can be furnish-
ed. Page 525, O-B Catalog No. 20.

July, 1929

ELECTRIC RAILWAY JOURNAL

Better Appearance
Quality

LONG ago the need for greater
utility and better appearance in
feeder wire systems became apparent.
With this viewpoint, the selection of
materials for feeder wires became a subject
for investigation and study. As a conse-
quence, this important factor in the operation
of electric railway properties has reached a
higher degree of efficiency, and has, in practi-
cally every locality, ceased to be an eye sore.
In fact, the appearance is generally far super-
ior to other types of pole line construction.

Feeder wire materials manufactured by O-B
have done their part in this improvement
program. Obviously, materials bearing the
O-B trade-mark, and designed for feeder sys-
tem use, must be of a quality commensurate
with that expected by the industry of trolley
materials. Therefore, the same standards of
excellence in design and manufacture which
have always applied to O-B trolley materials
are to be found in O-B feeder wire materials.

The use of wet ware electric porce-
lain, of Dirigo composition insulation,
of O-B Bronze and Flecto Iron pro-
vide ample strength to insure effic-
ient, continuous service.

Engineering study, by O-B Engineers and in
conjunction with engineers of electric railway
properties the country over, has developed
materials designed to add greatly to the neat
appearance of the feeder wire system, as well
as the trolley system, and to provide for effic-
ient connection with the trolley wire.

And on many properties these quality O-B
materials are adding longer life, strength,
greater reliability and improved appearance to
the overhead. Complete information covering
O-B feeder wire materials can be obtained
from your O-B representative, or of the

Ohio Brass Company, Mansfield, Ohio

Canadian Ohio Brass Co., Limited
Niagara Falls, Canada

IO»5L

rass Co.

NEW YORK CHICAGO
PHILADELPHIA BOSTON

PITTSBURGH ATLANTA CLEVELAND

ST. LOUIS SAN FRANCISCO LOS ANGELES

PORCELAIN

INSULATORS

LINE MATERIALS

RAIL BONDS

CAR EQUIPMENT

MINING

MATERIALS

VALVES

Syracuse Feed-in Hanger for joining feeder sys-
tem with trolley wire. Furnished in bronze and
malleable iron. Page 461, O-B Catalog No- 20.

O-B Feeder Wire Splicer for stranded copper wire,
from 4-0 to 1,000,000 c. m. Arrangement of set
screws provides perfect splice electrically and me-
chanically. Page 552 O-B Catalog No. 20.

O-B Span Feeder Insulator for supporting
and insulating feeder wires at span
wires. Bronze casting attaches around
split porcelain spool and clamps tightly
to span.

ELECTRIC RAILWAY JOURNAL

My, 1929

FLOODLIGHTING

♦ ♦ ♦ for publicity
♦ ♦ ♦ for increased business

...for efficiency and safety

GOLDEN GLOW
FLOODLIGHTS

and their famous mirror glass reflectors, that all Electric Rail-
way men know, will transform amusement parks, points of
historic interest, statues, etc., into things of greater beauty at
night. Crowds will go miles to see them and they'll go on
your cars.

Golden Glow Floodlighting will also increase night business in your
outdoor parking places; it will lower the accident rate in your
terminal yards and speed-up inspection and repair work; it also fur-
nishes practical illumination for track repairs at night.

Floodlight your administrative buildings, too, for low cost publicity
and safety.

1929 is the Golden Jubilee of Light! Make light work effectively
for your profit!

Write for Bulletins Nos. 173 and 174.

Type It 1419 —
Golden Glow
Lantern Flood-
light with glass
panels removed to
show method of
mounting re-
flector and lamp
within the lantern.

Golden Glow
Projector of all
aluminum con*
structlon incor-
p o r a t e many
novel features of
efficiency and
economy in op-
eration and in-
stallation.

MANUFACTURER OF RAILWAY, POWER

Home office and manufacturing plant located at
17th and Cambria Streets, Philadelphia, Fa.;
District offices are located at 1 1 1 North Canal
Street. Chicago. 111. and 50 Church Stieet,
New York City.

AND INDUSTRIAL ELECTRICAL MATERIAL

Branches — Bessemer Bldg., Pittsburgh; 88
Broad Street, Boston: General Motors Bldg.,
Detroit; 316 N. Washington Ave., Scranton.
Canadian Agents — Lyman Tube & Supply Com-
pany, Ltd., Montreal, Toronto. Vancouver.

$win ®ttttgg.

TWi l M P RE S S I O N S OF TWIN COACHES WRITTEN BY O

$250,000 Bus Fleet

for Key Tunnel Line

(From Key System Commuter)

Purchase of $250,000 worth of bus equip-
ment to be used on the Oakland-Alameda line
through the Estuary Tube has been announced
by the Key System Transit Company. Ac-
cording to A. J. Lundberg, president of the
transit company, the new buses are of the
most modern type of equipment and are
known as the "street car" type. The buses
seat 40 persons and are the product of the
Twin Six Coach plant in Kent, Ohio. The
new buses, 20 in number, will be delivered in
two lots.

"We are endeavoring to give Alameda the
very latest type of bus equipment," Presi-
dent Lundberg says. "Our engineers have
combed the markets and have made a com-
plete survey of the many kinds of equipment
available today. Our Vice-President, H. P.
Bell, in charge of engineering, has just re-
turned from the East and the purchase of
this new equipment is the result of his stud-
ies. The buses are known as the street car
type and resemble in general appearance and
appointment* a modern street car. Each bus
is equipped with two complete power plants
— two motors mounted in the center of the
cur. This center mounting of the motors
effects a perfect balance and makes for easy
riding."

Bulletin

June business flashes:

Pattern Twin Coach shipped to London, mark-
ing advent of manufacturing overseas.

First of new 21 -passenger Twins hauling 40
ready for July 1.

Detroit Motorbus Company adds 10 more jobs;
78 special charter trips in one day recently.

Twins sweep onward into Dixie with orders
from Jacksonville, Savannah, Chattanooga, Nash-
ville and New Orleans.

Steam railroads increasing use of Twin equip-
ment. Orders from Southern Pacific and Union
Pacific for parlor car Twins.

Northern Ohio Power k Light Company fleet
of Twins now totals 82; United Electric Rwy.,
55; Key System, 43.

Milwaukee Electric Railway and Light Com-
pany submits fifth repeat order; Boston sends
sixth repeat order.

Twin Coach Corporation sales for the first six
months of 1929 surpass same period last year
when shipments placed it second in total coaches
sold to electric railway industry and first in
number of coaches sold of capacity greater than
3 3 seats.

29 \ew

jwiim coaches; ■

to better serve

YCU A

More Than $300,000
In New Equipment

These modern 40-passenger busses, now
being built in Kent, go into service as rapidly
as delivered.

(Twenty-five go into Akron City Service)

When this order is completed the company
will have 82 of these 40-passenger busses in op-
eration.

Steadily— day by day— month by month-
year by year— your transportation system is
becoming better and better.

And as more modern equipment is built it
is purchased for your service.

ORTHERN OHI
POWER & LIGHT C?

First Tunnel Bus Operation by an Electric Railway System

The scene below is one taken on the opening of the
Estuary Tube between Oakland and Alameda, Califor-
nia. The Key System Transit Company purchased 20
Twin Coaches to open this long-heralded tunnel short-
cut for Californians. Since that time they have ac-

cumulated a fleet of 43 Twin Coaches, representing an
investment of a half million dollars.

The tunnel is approximately one mile in length.
California considers it a step in the way of keeping
prestige along with New York and its Hudson River
vehicular tunnel.

<Humt ®im*d.

THE TREND IS TO TWIN S WITH THEIR RIDER APPEAL

"Smooth as Velvet" — Declares

Jacksonville Traffic Director

(From Florida Times Union)

City officials went bus riding today — and
liked it. It was one of the Jacksonville Trac-
tion Company's new twin coach, 40-passenger,
blue and cream buses.

"The new buses are all right," Mayor
John T. Aslop, Jr., decided.

"Smooth as velvet," said Police Chief A. J.
Roberts, as he glided over the city.

"More comfortable and speedy than I an-
ticipated," remarked Alex Kay, city treas-
urer.

"They'll greatly reduce traffic congestion
in the downtown district," remarked Lieut.
Francis Smith, head of the police traffic
bureau.

While trying out one of the buses, John P.
Ingle, manager of the street car company, in-
structed that it be stopped at the city hall
so the city officials could see it.

A few minutes later the mayor and other
city executives went for a ride through the
business and residential sections on the bus.

Above is one of the four new buses just
purchased for express service between the
business district, Avondale and Murray Hill.

In the picture, left to right, are: E. T.
Hollingsworth, Jr., secretary of Mayor John
T. Aslop, Jr.; John P. Ingle, manager of the
street car company; Lieut. Francis Smith,
head of the police traffic bureau; Police Chief
A. J. Roberts.

SEE OUR NEW
MOTOR BUSES

The newest addition to our transportation
equipment is a wonderful product in motor coach
construction. Four Twin Coaches have been
bought. They will be on display again today
and tomorrow in the business and residential dis-
tricts, at convenient locations, for your inspec-
tion.

We believe you will appreciate the lines along
which they are built. We want you to inspect
the coaches — the general specifications — note the
smart finish, both interior and exterior — the
front and rear doors — the richly upholstered
seats and generally efficient equipment — all the
last word in motor coach transportation.

These buses will begin operating on an express
schedule between Murray Hill, Avondale and the
downtown business district Monday.

Jacksonville is one of the first cities in the
Southeast to obtain some of these buses.

Jacksonville Traction
Company

J. P. Ingtc. Manager

Not a Jolt in Carload
Claims Wabash Patron

(From Terre Haute Tribune)

It was the inaugural tour of the new Twin
Coach for the Wabash "Valley Coach Company,
which just arrived Saturday, and s-a-y, Boyl
— -riding in that luxurious coach is just like
"going to heaven in a hanging basket."

Anyway, this bus is the last "squeak" in
comfortable travel. It sounds hardly digni-
fied to "dub" this coach a bus, because it
is the aristocracy of busdom. It seats forty,
and there ain't no crowdin'. You just sit
back resting against those squashy cushions,
which fit into your back like a specially con
structed pillow. No matter how many rail-
road crossings you go over or how much rough
pavement there is to travel, you just rock
away 'nd enjoy yerself.

This coach is the first unit in the fleet which
will save the time of the busy man who can
save four hours from Indianapolis to Louis-
ville, Ky., via Terre Haute and to Vincennes,
then over the Studebaker line to the city of.
the Kentucky derby.

Siuin Sim**.

WARNING! PLACED ON ONE ROUTE - THE OTHERS WANT THEM TOO

"Street Cars on Rubber at Last"

Comment of Norfolk Bus Riders

Norfolk's new "street cars on rubber"
have more than lived up to expectations since
their introduction to local bus passengers.
Expressions from a score of local business
men, bus drivers, passengers and traffic offi-
cers make the new system an overwhelming
favorite.

To get first-hand conditions the writer took
a 45 minute ride on one of the Gargantuan
Utopians of Comfort via the Colonial Place
line and learned a few of science's tricks to
expedite elastic traffic in Norfolk's fast-
growing city and suburbs. A head-on view
of some prehistoric reptile emerging from a
thousand-year slumber. It is radically dif-
ferent from any other bus design. You look
for the customary radiator and it isn't there.
You look for a fender and you have to look
again, for there isn't any. From the driver's
seat one might think he were coming to earth
after a dirigible ride, and to use the expres-
sion of one driver, "I look for the engine
and it ain't there, but she goes jus' the
same."

One driver said, "I can make any turn
with this that I could with the other bus.
And I've never yet had to pass up a passen-
ger; there is always room for one more."
From six o'clock in the morning until three
in the afternoon he had taken on a total of
890 passengers.

For riding comfort the writer has seen little
to compare with them. The luxurious inter-

(From Norfolk Ledger Dispatch)

city coaches as used between New York City
and outlying suburbs, boasting air seats and
wicker chairs, have little to add to the riding
comforts of Norfolk's newest transportation
units.

Inside the bus is a palace of luxury, so far
as suburban buses go. Brown leather seats,
dome lights and an aisle that would do jus-
tice to the length of an entrance to a bank
president's office in Wall Street feature the
most composite requisites of these Twin
Coaches.

9 % % % % % % % % % % %

Just why anybody would ride in a
bus or a stage when they could ride
in a street car or on a train has al-
ways been a mystery to us, but men
like Fageol are making marvelous
strides in the development of high-
way transportation and unless the
old time rail systems soon have some-
thing better to offer they are going
to wake up some fine morning and
find they are out of business.

Van Nuys Tribune,
Van Nuys, Calif.

New Orleans Buys Twin

Trackless Trolley Unit

The New Orleans Public Service, Inc., has
placed an order for one 4S-passenger Track-
less Trolley, equipped with 50 horsepower
motors. This unit will be used iu making
studies of the possibilities of Trackless Trol-
ley operation in New Orleans.

The advent of the 21-passenger Twin Coach
will make possible its adaptation for Trackless
Trolley operation. This will be the first de-
velopment of the smaller capacity trackless
unit so much discussed and looked for by
many small city properties.

When Detroit Fired

Jitneys Off the

Street

(From Correspondence)

This is what Bel Smith, making an unusual
record as Manager of the Detroit Street Bail-
ways, wrote:

"To Bay that we are pleased with this
equipment is putting it mildly, but what I
say of the bus also holds true for the organi-
zation that is responsible for its design and
manufacture. The promptness with which
you were able to make delivery of the fifteen
buses recently furnished was sincerely ap-
preciated, and was just another example of
the resourcefulness and dependability of the
Twin Coach Corporation.

"Our Twins are doing a splendid business
on the Cadillac Coach Line, which now gives
a direct service downtown from the East
Harper and East Warren sections. The unique
design and wonderful riding qualities of the
Twin have drawn many favorable comments
from our patrons, and one has only to see the
bus in actual service to get an idea of its
splendid riding appeal to the traveling pub-
lic."

Del A. Smith,
General Manager.
Department of
8treet Bailways,
Detroit.

Detroit operations now include 7S Twin Coaches.

COMING: EARLY NEWS OF 21 PASSENGER TWIN HAULING

Women Insist Upon Twin Coaches

Oberlin College Girls' Glee
Club Makes Spring Trip of
700 Miles by Twin Parlor
Coach

(From F. B. Miller, Manager, Cleveland- Akron-
Canton Bus Company)

"It may interest you to know that we have
just completed arrangements for transporting
the Girls ' Glee Club of Oberlin College from
Oberlin, Ohio, to Ithaca, New York. These
young ladies, with their chaperones, were very
definite in specifying that our special party
trip should be via Twin Coach.

"I am enclosing a photograph taken of the
Glee Club en route, which I think indicates
better than words may do the great comfort
and convenience which they enjoyed on this
trip, showing that they knew full well the
merits of the Twin for long distance travel.

"In arranging special party trips for
women, I found that once they have learned
the capabilities of the Twin Coach in elimi-
nating the usual inconvenience and discom-
fort caused women through improper chassis
balance and by escaping gasoline odors, they
invariably specify a Twin Coach for their
services.

"This is an entirely new experience in my
career as an operator of special charter serv-
ice for women. ' '

41 -Passenger Coaches Replace

25-Seaters; Revenue Jumps 15%

(From Electric Railway Journal lor June)

0. A. Smith, Traffic Manager, Pacific Electric Railway, states that they recently
replaced some of the older 25-passenger buses with 41 passenger Twin Coaches on \\
crosstown line. Operating costs, including taxes and interest, were reduced from
25-26c per bus mile to 20-21c per bus mile, headway was increased from 8 to 1U
minutes, with patronage increased more than 15% as a result of the new equip
ment. Average speed for the line is 11.2 m. p. h. and average revenue per passenger
is 5 Mi c.

"The private automobile is our chief competitor," says Mr. Smith "and it be-
hooves railway operating men to study the situation to provide more comfortable
seats and equipment. Sales methods must be applied and the product must be of
such a quality that it will compete with the market."

Below is a photograph of the streets of Los Angeles showing something of the
competition which Manager Smith comments upon.

The Los Angeles Motor Coach Company, an affiliation of the Pacific Electric is
operating 14 Twin Coaches.

Limited Trips every dau
from downtown Buffalo
to the heart of Rochester]

"C VERY Blue Bus oui of Buffalo is now on a limited schedule— four-
*■* teen limited trips each day between Buffalo and Rochester —
on, dnyton the hour. Those who have waited for express rrips can for-
get old schedules, knowing every hour is a time-saving through trip
over the short Bergen route. Direct, express lines service from down-
town Buffalo to the heart of Rochester in 1*0 Aomm *mi fifty-fn* ■

The inp it to pleasant thousands of
motorists leave their cars at home and
ride the Blue Bus because they enjoy
the comfortable, carefree ride at less
cost than driving their own cars.

Ride the Blue Bus and save taxi fares.

Business men and salesmen prefer its
reitfulness and convenience, the saving

women and children eniov the beau-
tiful country scenery, the clean, fresh
air. Blue Bus operators are always
careful, courteous and considerate.

To accommodate the constant]}* in-
creasing crowds who nde the Blue Bus
(already enjoyed by over 4,000 in a sin-
gle day), several new type twin-motor-
ed coaches with clear-vision observation
windows on all four sides have been
added*o the Blue Bua safety fleet, each.
seating 40 passengers and carrying bag-
gig: racks inside the coach.

Air-cushioned arm chairs, air shock-
absorbers, air-brakes, balloon tires —
smooth concrete highways all the way»—
insure absolute comfort for you. also
safety and reliability.

aideth,THUEBUS

^^bCHESTER^asTATAVlA ^Laf\jFfALO

STUDY THIS: If there were a Coffin prize for trans-
portation advertising, this specimen should win. Carefully
prepared with time schedule and routes emphasized.
Originated by L. H. Schultz and C. O. Frey of Western
New York Motor Lines, Inc., at Batavia, N. Y.

July, 1929

ELECTRIC RAILWAY JOURNAL

Don't Blame the Traffic Signals
for all your Traffic Delays

In heavy traffic the unloading and loading of single-
entrance one-man cars delays the movement of pedes-
trians and vehicles more than any other single factor.
The loading time far exceeds the running time.

Treadle-ization so decreases loading time that all
street traffic is speeded. The decrease in running time
improves your schedules and brings more passengers
to your road.

NATIONAL PNEUMATIC COMPANY

Executive Office: Graybar Building, New York

General Works: Rahway, New Jersey

CHICAGO MANUFACTURED IN TORONTO, CANADA, BY

518 McCormick Building Railway Ic Power Engineering Corp., Ltd.

PHILADELPHIA
1010 Colonial Trust Building

ELECTRIC RAILWAY JOURNAL

July, 1929

San Francisco is

Buying Comfort

When George M. Pullman first operated his
luxurious cars on the Michigan Central Railroad,
the passenger traffic men of 1865 thought he was
crazy to invest money in equipment which would
increase the cost of travel.

When the Baltimore & Ohio Railroad installed
Hale and Kilburn luxurious chairs in its day
coaches, the passenger traffic men of 1926 were
skeptical about investing money to make pas-
sengers comfortable. Traffic increases on the
B & O have proved the wisdom of the investment.
Now the Market Street Railway in San Francisco
has equipped its street cars with Hale and Kilburn
soft leather Walkover seats and is actively adver-
tising the Comfort Feature. Traffic is increasing
because of this policy.

The American public will always spend money for
comfort and wise street railway managements can
positively attract business by providing comfort
in their cars.

Hale and Kilburn seats are the most important
factor in making passengers comfortable.

HALE & KILBURN SEATS

A BETTER SEAT FOR EVERY TYPE OF
MODERN TRANSPORTATION"

HALE 8C KILBURN COMPANY

General Office and Works:
1800 Lehigh Avenue, Philadelphia

SALES OFFICES:

Graybar Frank F. Bodler. 903 Monadnock

Bids., San Francisco
E. A. Thornwell, Candler Bldg..

Atlanta
W. L. JelTerles. Jr., Mutual Bldg..

Richmond
W. D. Jenkins. Praetorian Bldg..

Dallas. Texas
H. M. Euler. 14S N. sixth St..

Portland. Oregon

July, 1929

ELECTRIC RAILWAY JOURNAL

Quicker Applicatio

^M* ft

Increased Braking Force

More Efficient Rigging

Improved Maintenance

Taken f hem f

Adequate Rail Sanding

A VERY important factor influenc-
ing length of car stop is the relation
of calculated shoe pressure to car
weight — commonly called braking
ratio.

A braking ratio of 2% per pound
cylinder pressure (with maximum
governor setting held to 60 pounds)
is needed to provide a comfortably
fast rate of retardation for modern
street cars. This is important for
quickly controlling speed in congested
traffic as well as for making short
stops from higher speeds.

Do you know how quickly your
cars can stop? How quickly they
should stop? A stop meter will tell
you the first — our engineers can tell
you the second . . . Ask them!

The brake cylinder is the bus-
iness end of your brake system
and should be large enough to
develop sufficient shoe pres-
sure with a leverage ratio low
enough to assure proper
shoe clearance.

WESTINGHOUSE TRACTION BRAKE CO.

General Office and Works, WILMERDING, PA.

WestinghouseTraction Brakes

ELECTRIC RAILWAY JOURNAL

July, 1929

ecrease

xpenditures

July, 1929

ELECTRIC RAILWAY JOURNAL

parts

Cities Service Company understands the
problems of bus owners because it has had
bus problems of its own. Several of its
subsidiaries are transportation companies,
operating fleets of buses. Cities Service
brought its 67 years of experience in the
oil business to the solution of their lubri-
cation problems — and it offers you the
benefit of this experience.

acement

Decreased Expenditures
for Replacement Parts

$658,82

That was the average amount per bus
spent for replacement parts in 1928 —
27% of the $80,000,000 which was ex-
pended for bus supplies.

$658.82 per bus. Every dollar cut from
that cost is a dollar added to profits —
and proper lubrication will help do
the cutting.

Koolmotor products Bus Lubrication
Service is scientifically planned for the
efficient lubrication of each individual
part, taking all factors into con-
sideration.

Koolmotor Bus Oils are refined from
100% Pennsylvania crude to meet the
special requirements of heavy duty,
high speed motor bus lubrication.

OIL DIVISION

CITIES SERVICE COMPANY

60 WALL STREET, NEW YORK, N. Y.
KOOLMOTOR PRODUCTS

ELECTRIC RAILWAY JOURNAL

July, 1929

Equipment for

Protect your
substations

TypeJR 600-volt High-speed Circuit Breaker

WHEN an overload or short circuit
occurs on the line, the converters or
motor -generator sets in your substations
will be safe from flash over if the pro-
tective breakers interrupt the circuit in
less time than that required for a com-
mutator bar to move from one brush
to the next.

The G-E Type JR circuit breaker does
interrupt the circuit in less than the re-
quired time. With its extremely high
opening speed and its powerful magnetic
blowout and narrow slots in the arc chute,
it is giving remarkable protection to sub-
station equipment and feeders.

The G-E monogram on these high-speed
breakers is your guarantee that they are
mechanically and electrically right.

Detroit sends back
five buses

A short while ago, the Detroit Street
Railways returned five mechanical buses
to be equipped with electric drive. This
Company's experience with both mechan-
ical and gas-electric buses has shown
that electric drive makes good buses
better.

Passengers like gas-electrics because they
are smoother and quieter and because
the driver has more time for little cour-
tesies. The drivers like gas-electrics be-
cause they are easier to handle and do
not require a great expenditure of physi-
cal energy. The maintenance men like
them, too, because the electric drive mini-
mizes the number of pull-ins and makes
the bus available for more revenue miles
per year.

The bus operator who has not taken ad-
vantage of electric drive is burdening
himself with needless worry and expense.

W i ft* H *

y. .■

PI 9 t ft i *

TypeJR High- speed Circuit Breakers

in Ashmont Automatic Substation,

Boston Elevated Railway

GENERAL

ELECTRIC

COMPANY,

SCHENECTADY,

July, 1929

ELECTRIC RAILWAY JOURNAL

Better Service

A new controller

— the PCM —

for a fast, smooth start

The usual acceleration of cars equipped
with PCM control is 3 mi. per hr. per sec. ;
yet it is so smooth that passengers expe-
rience no discomfort.

The PCM control is automatic — it is im-
possible to slide over points. Its 18 points
give an unusually small current variation,
and hence a smoothness impossible with
an ordinary controller at such a high rate
of acceleration.

The Chicago Surface Lines, operating, as
it does, under extremely difficult con-
ditions, has specified PCM control on its
100 new cars.

In Milwaukee

In December, 1928, the Milwaukee Elec-
tric Railway and Light Company placed

voo

2fKO

1,000

Comparative Acceleration Curves

Weight of car with average load--- 44.000 lb.

Rata of acceleration — 3 mi per hr. per sec.

Full lines PCM Control

Broken lines— K73 Control

£
o

6 1 8 9 10
Miles Per Hour

12 13 14 13 16

These curves show why the PCM control five* such
fast, smooth, acceleration

in service 10 cars with GE-265 motors
and Type K control. Now, GE-265 and
GE-301 50-hp., low-wheel motors and
Type K control have been specified for
its 40 new and rehabilitated cars.

More GE-265 motors have been sold to
street railways than any other modern
motor.

OIN US IN THE GENERAL ELECTRIC HOUR,
BROADCAST EVERY SATURDAY AT 8 P.M.,
E.S.T. ON A NATION-WIDE N.B.C. NETWORK

330-13O

ELECTRIC

SALES OFFICES IN PRINCIPAL CITI E S

OFFICES

PRINCIPAL

CITIES

ELECTRIC RAILWAY JOURNAL

July, 1929

The main switchboard of the Inglewood substation of the Los Angeles
Railway Corp., equipped with two 500-kw. mercury-arc rectifiers

The substation building

500-kw., 600-volt mercury-arc-
rectifier unit

G-E automatic substations
have been reducing operat-
ing charges for the Los
Angeles Railway for many
years, but this, its first
mercury-arc-rectifier in-
stallation, is its most effi-
cient and economical unit.

Why Los Angeles
■Selected GE Rectifiers

The Los Angeles Railway Corporation selected
two 500-kilowatt G-E mercury-arc rectifiers
for its new station at Inglewood because —

1. A rectifier is the most efficient applica-
tion of converting equipment for the
existing operating conditions — low load
factor with heavy momentary overloads.

2. It has an unusually high all-day effi-
ciency, resulting in substantial economies
in power.

3. Its quiet operation, which is obtained
without noise-proof construction, is in
keeping with the surrounding residential
district.

4* It can deliver full power to the line in
six seconds.

5. Economies in maintenance are demon-
strated by units now in service.

These advantages are not peculiar to Los
Angeles. You, too, can increase the efficiency
of your substations, especially if the load factor
is low, by installing G-E mercury- arc rectifiers.

130-13

GENERAL- ELECTRIC

GENERAL ELECTRIC COMPANY, SCHENECTADY,

SALES OFFICES IN PRINCIPAL CITIES

Electric Railway Journal

McGraw-Hill Publishing Company, Inc.
Jambs H. McGbaw, Chairman of the Board
Malcolm Mcib, President
H. C. Parmkles, Editorial Director

Consolidation of
Street Railway Journal and Electric Railway Review

CHARLES GORDON, Editor

Louis F. Stoll,
Publishing Director

Volume 73

New York, July, 1929

Number 16

An Outstanding Contribution Toward
Orderly Civic Development

WITH the presentation of the final report of the
Regional flan of New York and Its Environs a
long forward step has been taken in American civic
progress. This is the first time in history that so com-
prehensive a plan has been prepared to guide the future
development of a large urban and suburban district.
All previous city planning projects fade into insig-
nificance beside the remarkable undertaking just com-
pleted. When Major L'Enfant prepared a plan more
than 100 years ago for the future development of the
city of Washington, he was thinking of a Capital District
of 100 square miles, which he believed might some day
have as many as 500,000 inhabitants. The area covered
by the Regional Plan of New York embraces more than
5,500 square miles with an estimated population of
20,000,000 by 1965.

The significance of the Reginal Plan, however, lies not
in size alone, but rather in its broad conception of all
phases of civic development. The provision of adequate
public transportation facilities occupies a prominent
place. In the past, surprisingly little consideration has
been given to transit facilities by city planners. High-
ways, parks, playgrounds, water supply, etc., have been
recognized as important factors, but transportation needs
usually have been overlooked. This mistake has not
been repeated by the Regional Plan of New York. In
fact, the entire plan is built upon a network of rapid
transit lines, electrified railroads and high-speed motor
highways.

The projects outlined in the report are so colossal that
their full magnitude is difficult to grasp. Tremendous
obstacles lie in the path of some of these proposals. For
example, it is planned to connect railroads entering the
district, and operate through service over electrified
distributing loops. The railroads which have already
been electrified, however, have adopted different systems
and installed them on hundreds of miles of track. To
standardize their equipment for joint operation over
common track would involve so many difficulties that
the practicability of this feature of the plan seems ex-
tremely doubtful. Nothing could illustrate better than
this the need for community planning. Had the Regional
Plan of New York been adopted 25 years ago, the
present confusion of systems probably would not have
occurred.

With certain details of the proposed plan not everyone
will agree. Modifications of various features probably
will be found necessary in the future. The important
point, however, is that a comprehensive program has
been prepared for the development of the entire metro-
politan area comprising many political subdivisions, but
closely related socially and economically. Its execution
will require the outlay of enormous sums, but by con-
sidering the problem in its entirety, it is estimated that

the cost will be considerably less than that of meeting
one by one' the needs of this growing region. Other
communities might well follow the lead of New York in
this endeavor to approach the problem of regional plan-
ning on a broad and comprehensive basis.

Car Survey Provides Striking Evidence

SO many advantages may be found in the replacement
of old cars with new ones that it seems remarkable
that car purchases have not been more widespread.
Wherever new cars of the modern, lightweight type have
been substituted for old, heavy, slow, dilapidated rolling
stock, the resulting economy, improvement of public re-
lations, and effect upon earnings have in practically every
instance more than justified the investment.' The survey
of new car experience, of which the third and concluding
article is published in this issue, summarizes these results
for many properties representing a wide range of local
conditions.

Far too much emphasis has been placed on the savings
possible with modern equipment, and too little attention
has been given to the possibilities ' for providing an im-
proved service to meet the competition of other forms of
transportation. The new cars that have been built are in
general equipped with greater motor capacity in propor-
tion to their weight than those they replace, and should
be able to make considerably higher schedule speeds than
the average maintained by most properties. Yet few
companies show any material increase in speed with their
new equipment. In many instances the new cars are
placed on the same lines with old ones that cannot main-
tain the pace. Where full advantage has been taken of
the possibilities of the new equipment, better service
and reduced labor cost have been added to the savings
made in power and maintenance.

Perhaps the most surprising result of the survey is
that, even with the limitations that have surrounded the
use of new equipment purchased during the past several
years, the results on most of these properties have been
uniformly favorable. It is no mere chance that those
companies which have been most prominently identified
during recent years as purchasers of new cars have shown
better results, both in revenue and in expenses, than com-
parable properties that are clinging to obsolete equip-
ment. Nor can the financial improvement be laid to the
size of the cities in which these railways operate, for the
gains are well distributed among small, medium, and
large properties. When it is shown on the basis of these
returns that a new car will save $1,268 in power and
equipment maintenance alone, disregarding for the mo-
ment track and transportation savings, and greater at-
tractiveness and earning power, it is apparent that the
investment in new cars is not only justified, but is de-
manded as a matter of sound business policy.

693

A Worthy Rival of the Automobile

LAST year the Pittsburgh Railways received from the
^ Osgood-Bradley Car Company two experimental
cars that were designed to appeal to the riders through
better performance and greater attractiveness. Graceful
lines and proportions, high acceleration and braking
rates, smooth and quiet operation, comfortable seats,
ample aisle room for rush-hour travel, low step heights
and economical operation were the major objectives
sought in these cars. The new cars were frankly ex-
perimental. They included practically every innovation
in car design tried up to that time, with the possible
exception of the substitution of aluminum in the body
framing. The purpose was to study in actual operation
those factors that were likely to appeal to the passengers
and to determine the practicability of many equipment
features proposed for the improvement of car per-
formance.

Now, after a year's trial of the two cars the railway
has secured a third experimental car. It differs from
the two previous cars principally in that aluminum was
used in place of steel for the car body framing and was
substituted wherever possible in the various equipment
items. It is also equipped with the latest development
of worm-drive trucks and high-speed, spring-suspended
motors. The floor plan was changed a little and a center
exit door was used instead of a rear door exit. It is
worthy of particular note that this third car is again
equipped with electro-pneumatic control and dynamic
brakes. The designers went further this time by provid-
ing foot operation of the control and dynamic brakes, a
feature that is expected to prove helpful in one-man
operation.

In the attempt to insure maximum operating speed,
this unit seems to go the limit with four 50-hp. motors
on a car which only weighs 27,000 lb. Aluminum was
used to such an extent that the car body with its equip-
ment is reported to weigh only 14,000 lb. The use of
four 50-hp. motors on so light a car makes it a worthy
rival of the automobile. With its pedal -operated control
and brakes it is capable of getting away to a fast start
in traffic, with brakes designed for quick and smooth
retardation.

The question of first cost still remains as an important
consideration in the design. The many automatic devices
incorporated, and the aluminum construction must jus-
tify themselves economically before the trend of future
cars can be predicted. To this fact the Pittsburgh man-
agement is keenly alert, and it is rendering a distinct
contribution to the industry in its pioneering effort to
work out in the laboratory of experience the type of
equipment best adapted to meet the competition of the
automobile.

Far West Leads in Pick-up and Delivery

EVER since the advent of the motor truck the electric
railways engaged in freight service have been strug-
gling with the pick-up and delivery problem. Most
executives have leaned toward the opinion that this
service is a natural corollary of the business, but they
have hesitated to embark upon the enterprise for fear
that the shippers would not support the necessary extra
charges. Others have maintained that this is a service
outside of their province ; that the larger shippers do not
expect it and would not pay for it, and that where pick-up

and delivery are desired the function should be left to
independent truckers.

Last year a committee of the Central Electric Railway
Association went on record in favor of the establish-
ment of pick-up and delivery throughout the territory
served by the Central Electric properties. While some
progress has been made, the suggestion has not been
generally adopted as yet. Apparently, individual roads
hesitate to adopt this innovation until a general program
for all of the carriers in the territory is* worked out and
agreed upon. Taking the industry as a whole, com-
paratively little has been done in the way of providing
pick-up and delivery, although the subject has been under
active discussion for several years.

In contrast to the general situation, the Pacific Electric
Railway, of Los Angeles, Cal., recently instituted ex-
tensive store-door collection and delivery service as part
of its freight business. This was undertaken for the
dual purpose of meeting competition and supplying better
service to the shipper. The necessary arrangements were
effected by the company through contracts with reliable
truckmen in the various communities along its lines.
The better class of truck operators have been quick to
see the advantage of an arrangement which promised
to broaden considerably their sources of revenue. So
satisfactory has the arrangement proved that the privi-
lege of becoming allied with the railway in this progres-
sive enterprise is eagerly sought. Thus have the two
agencies of transportation been drawn together in
mutually satisfactory co-operation.

All doubt as to the reception that the new service
would meet at the hands of the shippers and the public,
was soon dissipated. The original list of 24 stations
has been expanded to 44, with further expansion in
prospect. It is also significant that some 200 industries
not previously served by the Pacific Electric Railway
have become shippers over the line due to the increased
convenience of the new service. Announcement of its
expansion to meet growing requirements indicates that
this commendable initiative on the part of the Pacific
Electric Railway is meeting with the measure of success
which it deserves.

A New Outlook in Toledo

TOLEDO has written into its history for the past
two years some very interesting chapters. At the
beginning of 1928 the transit situation in that community
was a rather delicate one. The railway and the city
had taken issue on a number of questions and it seemed
as though events were leading from bad to worse. But
this condition was suddenly reversed with the signing
of an agreement which proved to be the turning point
in the affairs of the Community Traction Company.
Under the terms of this agreement, a supplemental ordi-
nance to the Milner franchise of 1920, the city agreed
to prohibit all competing transportation lines within a
quarter mile of any of the company's street car or bus
lines, giving the railway a virtual monopoly of all trans-
portation service in the city. In return the company
agreed to pay for a traffic survey, to set up a five-year
reconstruction program amounting to $560,000, to pur-
chase new buses, to set up a replacement fund of $230,-
000 and to re-route its existing lines and expand its
service into new areas.

Further, the company agreed to advance $900,000
without interest for ten years to cover the accrued debts
in the stabilizing fund. It invested in a number of new

Electric Railway Journal — Vol.73, No.16
694

buses, abandoned superfluous routes, established new
routes in districts previously unserved, increased the mo-
tor capacity on a number of its cars, re-spaced car stops
to reduce the running time, re-scheduled its service for
higher speeds, instituted a safety drive and in several
other ways attempted to give better service to more
people. None of these moves were particularly spectacu-
lar, but each contributed to the betterment of the whole
system.

Results have been most encouraging. Up to the first
part of 1928 the riding had been steadily falling off and
earnings had been constantly decreasing. Soon after the
improvements outlined had been well started, however,
more people began to patronize the system. In the suc-
ceeding months a number of records were established,
consistently showing more passengers than in the corre-
sponding months of the previous years. Operating ex-
penses were also reduced by substituting buses on unprof-
itable lines and effecting numerous economy measures, so
that net earnings show large increases for the periods.
Increases in riding are expected to continue. The com-
pany is not stopping with the improvements it has already
made ; in fact, it is only beginning its track rehabilitation
and equipment replacement programs. In view of the
results accomplished in so short a period, the outlook in
Toledo is bright indeed.

San Francisco Needs a Transit Policy

SAN FRANCISCO is squirming under the lash of
the whip laid upon it by its own city engineer, M. M.
O'Shaughnessy, in his report on the street railway re-
quirements of the city with special consideration to the
unification of existing facilities. Mr. O'Shaughnessy
does not mince his words. He never has. He stands
high in his profession, and San Francisco has confidence
in him that almost amounts to veneration.

Mr. O'Shaughnessy has laid down many fundamentals
for which electric railways have long been contending.
He is for improved routing. He is against parking. He
is against the jitney. He is against the imposition on the
railway of paving requirements except those incidental
to making track repairs, and any additional cost of street
paving occasioned by the presence of tracks. He is for
the skip stop.

Moreover, he declares that it is axiomatic that, from
the standpoint of the riding public, the best service can
be provided by a unified street railway system with uni-
versal transfers. He says without equivocation that a
continuation of the operation on the 5-cent fare under
private ownership means that both the quality of the
service and the condition of the property will become
poorer and poorer year by year. If Mr. O'Shaughnessy
had set about writing the terms of Magna Charter for
the electric railways, he could hardly have done better.

The report reviews the entire situation courageously
and is fundamentally sound in demanding that the city
adopt a policy and do something about it. The serious-
ness of the situation is reflected in comment by the
Chronicle stressing the fact that the city does not yet
know what it is going to do when the franchises of the
private companies expire. That is both lamentable and
inexcusable. The same commentator adds that Mr.
O'Shaughnessy's report furnishes a mass of information
useful in helping the city make up its mind. Certainly
that is true. As the report says, the city should either
carry out the charter mandate by taking over and operat-

ing the systems of the private companies, or adopfr a plan
whereby the private organizations can continue to render
service of a character necessary for the progress and
development of the community. In the light of that
statement it is no wonder San Francisco squirms under
the lash Mr. OShaughnessy has laid upon it.

Subsidy by General Taxation Is Unsound

IN THE REPORT on San Francisco's transportation
problems by M. M. O'Shaughnessy, city engineer, he
assumes that the city stands committed to the policy of
municipal ownership and operation of its street railways
and thereupon develops a proposal for the retention of a
5-cent fare, frankly recognizing the deficits that will
accrue thereunder, and proposing to make up the defi-
ciency from general tax funds.

There Electric Railway Journal differs with the
report radically and emphatically. It is bad enough for
San Francisco to stand committed to a policy of public
ownership. The answer to that is to reverse the policy
before the city gets further into that bottomless cesspool
of constant financial and political turmoil. But above
all things, it is a fundamental mistake to put an operat-
ing management — whoever it might be — into the
dilemma of attempting to provide efficient transportation
service that will keep pace with the city's growing re-
quirements, handicapped with a 5-cent fare accom-
panied by a deficit to be made up from general taxation.
That just can't be done, and it is flying in the face of
public psychology to attempt it. Under such a plan, the
whole weight of public opinion presses toward keeping
the deficit and the tax rate at a minimum, with the
inevitable result that service will seek the level of bare
necessity with the maximum crowding and inconven-
ience that the public will tolerate.

Mr. O'Shaughnessy justifies this recommendation on
the ground that a portion of the burden of maintaining
a high grade transportation service should fall on the
taxpayers whose properties and business are directly
benefited, as well as on the rider who uses the service.
The Journal has little quarrel with that reasoning. In
fact, the proposal to put a readiness-to-serve charge upon
the benefited property is merely another step toward es-
tablishing an equitable distribution of the costs of trans-
portation service between car riders and property owners
that is so strongly advocated and clearly explained by the
city's engineer in discussing the unfairness of present
paving charges borne by the railways. But the report
proposes that all property and business carry the burden
of the operating deficit instead of the property specially
benefited by the location of street railway lines. Rather
than permit the deficit to recur year after year to
plague the operating management, it should be wiped out
through proper distribution of capital charges. The only
available method of accomplishing the result sought would
be to distribute a portion of the capital cost of the system
as a benefit assessment against the property affected, in
proportion to the benefits received, thereby wiping out a
substantial portion of the fixed charges. This would rep-
resent application to a street railway system of the plan
suggested for rapid transit in several cities. It would
with one stroke distribute the costs of transportation
service equitably and at the same time avoid that bother-
some deficit that would be a constant bone of contention
and a continual obstacle to good service — just as it has
proved to be in New York.

Electric Railway Journal — July, 1929
695

Existing R.R. Passenger Lines
In Subway or Tunnel
Metropolitan Termina/s
Proposed First Step
S Scale
J Miles

Interstate loop rapid transit system with extensions to the north and east is proposed as a first
step in the solution of the commuter problem of the New York metropolitan district. The
ultimate plan includes the utilization of a considerable mileage of trunk line railroads as well
as the construction of numerous additions and connections, as shown on the lower map

WITH the object of securing better distribution
of population, providing improved means of
transportation, reducing congestion, and gen-
erally making the metropolitan district a more desirable
place in which to live, an elaborate report has been
prepared by the Regional Plan of New York and Its
Environs. The proposed plan is the result of seven
years work, carried out by engineers, economists and
other experts at an expense of more than $1,000,000.
It covers not only New York City but all of Long
Island, and territory in the states of New York, Con-
necticut and New Jersey lying within 40 to 50 miles of

Transportation

Future requirements of this Metropolitan
District analyzed in reports made by the
Regional Plan of New York and Its Environs.
Separate rapid transit system for commuters
and co-ordination of trunk line railroad
terminal operations proposed. Highways,
parkways, bridges, tunnels and airports also
included in comprehensive recommendations.

the New York City Hall and
dependent upon the metrop-
olis for shopping, working
and recreation. This area
includes 421 separate com-
munities and contains 5,528
square miles.

Over this vast region,
which is so closely bound
together by common interests
that it must be treated as a
unit, the new plan spreads
a network of many miles of
highways, parkways, trunk
line extensions, and rapid
transit lines, tying them to-
gether with new bridges and
tunnels wherever necessary
and interspersing them with
new parks, playgrounds and
aviation fields. These enter-
prises, it is proposed, shall be
scheduled for completion
prior to 1965. They are
part of a program under
which it is expected that
20.000,000 people will be
able to live more comfortably
in the region than 10,000,000
do at the present time.

The general appearance of
the plan, as laid down on the
map, is of a series of con-
centric circles, barred like a
gridiron, but with the grids
large enough so as not to
impose a close rectangular
system of layout. These
represent the highways, parkways, railways and rapid
transit systems. They are laid out with the idea of
enabling residents to go from one outlying section to
another without passing through the congested portions
of the city, as well as to give easy access to the central
sections.

The plan assumes that Manhattan will remain the
population center of the region, but that it will be closely
rivaled by the western tip of Long Island and the
communities on the west bank of the Hudson River.
It is expected that New Jersey will grow with great
rapidity when its transportation facilities are developed

Electric Railway Journal — Vol.73, No.16
696

Facilities Planned

for

20,000,000
PeopL

and its waste lands, prominent among which are the
Hackensack Meadows, are reclaimed.

Studies show that about two-thirds of the railroad
passengers brought into the city are commuters. The
remaining third, numbering at the present time nearly
100,000,000 annually, will have increased to about
270,000,000 by 1965. Suburban rapid transit facilities
are now furnished entirely
by the trunk-line railroads
in trains operated over the
same tracks that are used for
other types of railroad busi-
ness. Commuter traffic has
been increasing at a rapid
rate and now presents so
serious a problem for the
railroads that it is generally
admitted that special facil-
ities for it must be created
within the central part of
the region. If the special
suburban rapid transit facil-
ities proposed within the
central areas are carried out
to tap the railroad lines be-
yond these terminals the lat-
ter would be enabled to deal
adequately with the needs of
long-distance travel, which
was originally their primary
function.

The proposed suburban
rapid transit system has
been developed with regard
for its relationship to the
other features of the Re-
gional Plan, especially the
existing and proposed trunk-
line railroad and city rapid
transit systems. The loca-
tions of existing and future
sub-centers, the proposed
highway system, and the

best utilization of land have all had an important influ-
ence on the selection of routes.

The first step proposed is a loop connecting Manhat-
tan and New Jersey, hooked up on the east with the
Long Island Railroad and on the north with the New
Haven and the New York, Westchester & Boston, as
shown on the map on page 696. This will require
tunnels under the Hudson at 57th Street and at a
point near the Battery, and other tunnels under the
East and Harlem Rivers, as well as a deep level subway
in Manhattan.

The ultimate plan presupposes the electrification of
most of the railroads handling commuter traffic or the
substitution of additional trackage for electrical opera-
tion, either under, over, or adjacent to the existing rail-
road rights-of-way. In New Jersey it would include
an area within a radius of about 20 miles from the New
York City Hall and in Westchester and Nassau Counties
in New York an area within a 25-mile radius from
the City Hall.

At the beginning commuters coming in from New
Jersey on existing railroads not yet electrified will have
to change cars in order to enter the main system, but as

A series of belt lines covering the entire area is proposed as a means of co-ordinating the
terminal operations of the trunk line railroads

Electric Railway Journal — July, 1929
697

w aterGap
To Netra

Delaware
Wafer ,v»
Sap CK sW
-■ndBuffah

_ For Hi"

vo''
^ Jamesburt

— ^^— Metropolitan Loop

Other Routes

• ••••• Metropolitan Bypass

up the east side under the Bowery and Third Avenue.
Practically all of it will be underground. The third loop
will serve Brooklyn and Queens, connecting with the Long
Island at Long Island City and reaching the New York
Connecting Railroad at Woodside. Each of the inner
loops will be linked up with the outer belt lines.

Passenger service will be provided for by great new
terminals. New Jersey will have six on the inner belt
line — at Paterson, Hackensack, North Bergen, Jersey City,

"~ K xgj3&

Diagrammatic scheme of highway
routes. This plan includes a
highway loop, a roughly rectang-
ular system of routes within the
loop, and circumferential, radial
and connecting routes. The
actual application of this scheme
to the contours and present de-
velopment of the land with the
greatest feasible usage of exist-
ing highways is shown below

the railroads from the North
and East are already elec-
trified their trains can be
shunted at once into the new
tunnels. Under unified oper-
ations trains can be run
through the entire system,
from one end to the other,
so that the switching and
storing of empty cars will be
reduced to a minimum. All
the available rolling stock in
the region can be mobilized at
any time where it is most

needed. These proposals coincide in general with plans
previously advocated by the North Jersey Transit
Commission and the Port of New York Authority.

To meet the growing needs of trunk-line railroad
freight traffic the plan begins by laying down an outer
belt line, passing around the heart of the region,
through New Jersey, Long Island, Westchester County
and a corner of Connecticut, at an average distance of
about 20 miles from the City Hall. All railroads enter-
ing the region will be connected with this belt line,
which will be partly new construction and partly along
existing railway routes. By means of this belt line and
its connections any car from any railway can be switched
to any point along the outer rim of the region. Car
ferries will become obsolete.

Three inner loops are proposed. One will circle the
Jersey shore opposite Manhattan. A second will run
down the west side of Manhattan to the Battery and

LC6END

Express Highways and Metropolitan Loop over

existing rights -of- fay
Express highways and Metropolitan Loop oyer

new rights ~or- way
Other major highways over existing rights-of-way
— — — — Other major highways over new rights-of-way
Existing boulevards and parkways

••••••• Proposed boulevards and parkways ever

existing and new rights-of-way
oooooo Existing ferries

fTo Point Pleasant

Newark, and a point in Clifton southwest of Passaic.
Manhattan will have a new terminal in the neighborhood
of 178th Street and Amsterdam Avenue and probably
another at 60th Street and the Hudson River. The
Bronx will have a terminal at 149th Street and Mott
Avenue. Queens will have one near Queens Plaza,
Brooklyn will have one near Prospect Park Plaza, and
one is planned south of Port Richmond.

By the aid of these terminals and the lines which will
serve them, a passenger coming into the region by
trunk-line railroad will be taken directly without change
of his means of conveyance, to any community in the
50-mile radius.

Like the railway and rapid transit systems, the pro-
posed highway system for the region is based upon a
loop, or series of loops. The principal one of these
will run at an average distance of about 12 miles from
the New York City Hall. Three inner routes will sup-

Electric Railway Journal — Vol.73, No.16
698

plement the loops. Nine north-and-south routes are
indicated. Two of these will traverse Manhattan, fol-
lowing the lines of the west side elevated speedway,
already authorized, and the proposed east side boule-
vard. Five will run through New Jersey. One, start-
ing in Richmond Borough, will pass through Bayonne
and run close to the west bank to the Fort Lee Bridge.
Others will roughly parallel it further to the west,
giving New Jersey cities convenient north-and-south
connections. The remaining two routes will be on Long
Island.

Twenty "radial routes," extending outward from the
loop, will tap Long Island, Westchester County, parts
of Connecticut, the upper Hudson along both banks,
Western and Southern New Jersey, and the Interstate
park and other recreation areas. The main routes will
be devoted to express traffic, and taken as a whole will
enable through travel to bypass the points of greatest
congestion.

In addition to the new highways the report proposes
a chain of parkways and boulevards encircles the entire
region. Thirty-nine major routes are suggested, con-
necting the important outlying parks and swinging in
a great circle around New Yorjc City from Long Branch,
N. J., to the south shore of Long Island. These are
so planned as to take advantage of the existing scenic

opportunities, following river and shore lines wherever
possible and traversing the Watchung and Ramapo
Mountain chains and the rolling country of Westchester
and Long Island.

The proposals include an almost continuous ring of
open spaces, encircling the region. The recommenda-
tions for the more congested centers of the region are
limited by the prohibitive expense of the land in most
cases. The report also suggests that the value of water
reservations, private golf courses and even cemeteries
as "lungs" for the city population be taken into con-
sideration.

A further source of breathing space, as well as an
adjunct to the transportation system, will be the airplane
landing field. The report advocates the purchase, as
soon as possible, of sufficient land for sixteen civil air-
ports, in addition to the 22 airports of all kinds now
existing in the region.

Though no figures were given out as to the cost of
carrying out the plan, it is believed that they /will run
into the billions. The total expense, however, probably
would not exceed the cost of emergency measures which
would have to be taken to meet the needs of the growing
city if no general plan existed, and in the long run the
plan would undoubtedly result in large economies for
the region as a whole and for every community affected.

Acceleration Rates Compared for
Gas-Electric and Mechanical Drive Buses

By W. H. McLaughlin

General Engineer Westinghouse Electric & Manufacturing

Company

IN ORDER to compare the advantages of electrically
driven and mechanically driven buses, tests were made
by the Westinghouse Electric & Manufacturing Com-
pany on a chassis equipped first with one type of drive
and later with the other. The results are thus entirely
■comparable because the same engine
was used throughout and the difference
in the total weight represents the fun-
damental difference between the condi-
tions of the tests. A graphic picture of
-what occurred during the acceleration
of the two buses, is given in accom-
panying curves, in which the results of
the test have been summarized. These
show the performance of the mechani-
st drive using the four speeds of a
standard transmission and portray the
average initial delay as actually meas-
ured. The various "steps" in the accel-
eration are due to the loss of bus speed
while the operator is shifting gears.
The curve clearly indicates the changes
in the acceleration rate during the gear-
shifting operations, and also the man-
ner in which the engine speed varies
during acceleration. The engine speed
reaches a maximum of approximately
1,800 r.p.m. and falls to about 1,000
r.p.m. each time the gears are shifted.
During this period the engine is dis-
connected from its load about 25 per

cent of the time in order to shift the gears. This loss
of power causes a corresponding loss of bus speed.

An average gas-electric test with this engine has also
been plotted. The data were taken from comparable
tests conducted by the same men over the same course

as for the mechanical
drive. The acceleration
is higher than for the
mechanically driven bus
and the rate is not
changed suddenly. A
rough or jerky accelera-
tion frequently gives the
impression of being
rapid. The error of this
impression is easily seen

Performance records of
mechanical and gas-
electric driven buses,
as shown by tests

Gear ratio :

Mechanical, 5.96 to 1
Gas electric, 10.3 to 1
Wheels, 3 6 -In.

800

400

n
i

/
/

1
1

. 1

led

n£.

»«*

i
i

\
i

jjj

<■

.-'

', !

i
I

I- 1

i /
i/

I 1 '

-f

12 16

Seconds

Electric Railway Journal — Vol.73, No.16
699

when a comparison is made of distance covered by the
two drives at definite times after starting. This is shown
by the following table :

Time in Seconds
10
20
25
30

• Distance Traveled in Feet ■

Gas-Electric Mechanical

144 93

468 365

671 552

900 772

The engine revolutions per unit of distance traveled
are fewer for the gas-electric than for the mechanical
bus. The data in the following table were taken from
the curve :

Time in Seconds

• 20

- — Engine Revolutions for 100 Ft.

Gas-Electric Mechanical

154 220

98 120

88 110

82 89

The difference in engine revolutions per mile increases
as the stops per mile increase. This is due to two fac-
tors. The engine on the mechanical bus is usually raced
while shifting gears. The engine in the gas-electric is
idling during coasting and braking, while in the me-
chanical it operates at a speed proportional to bus speed,
unless the clutch is released or the gear shifted to
neutral.

A bus equipped with gas-electric drive will weigh from
10 to 15 per cent more, and cost from 15 to 20 per cent
more, than a similar mechanical" job. To offset this in-
crease in cost and weight, however, the advantages pre-
viously mentioned are obtained.

Traffic Problems Topic of
New York State Meeting

LIVELY discussion of the problems of traffic and trans-
■J portation in city streets occupied the greater part
of the sessions of the 47th annual meeting of the New
York Electric Railway Association held at the Hotel
Champlain, Bluff Point, N. Y., June 21-22. This subject
was introduced by the first speaker, Ernest Murphy,
general manager, United Traction Company of Albany.
After emphasizing the seriousness of the traffic problem
as it exists today, he pointed out that the passengers in
public transportation vehicles are not organized as are
the majority of riders in private vehicles, the retail
merchants, and other interests. Moreover, city officials
ordinarily are not qualified by experience to act as repre-
sentatives of the street car and bus riders. Hence, the
railway manager must assume the duty of acting as
representative of the riding public in the solution of
traffic problems. Vehicular congestion, as it effects the
street car rider, was discussed by E. K. Miles, superin-
tendent of transportation, New York State Railways,
Syracuse. He brought out the fact that parking and
improperly arranged traffic signal lights are the greatest
causes of congestion and delay. To secure relief, it is
essential that the solutions proposed have the approval
of both the general public and the city officials.

Advantages of the electric railway over other means

of transportation were emphasized by J. Rowland Bib-
bins, consulting engineer, Washington, D. C. He pointed
out that the transportation problem is essentially a rush-
hour problem. At present buses are handling only a
comparatively small portion of the total traffic of the
large cities in this country. In New York, Chicago, and
Philadelphia, they carry about 5 per cent of the traffic,
in Boston, 10 per cent; and in Detroit, 19 per cent.
According to Mr. Bibbins, the reason for these small
percentages is that the total volume of traffic is too large
to be handled effectively except by rail. Roadway space
is inadequate to handle rush-hour crowds of ten to
fifteen thousand passengers per hour on a single route.
More and wider streets would be required to handle
this volume of traffic by bus. Speed is the most impor-
tant element in transportation, and buses are slower
loading than are street cars, according to Mr. Bibbins.
Moreover, because of their greater power, street cars
can accelerate faster than buses — another advantage in
handling mass transportation. In conclusion, Mr. Bib-
bins pointed out that proper traffic signals are essential
to speedy transportation, and outlined some of the prin-
ciples to be followed in designing signal systems.

John McLean, attorney, United Traction Company of.
Albany, spoke on the subject of rights of street cars,
and urged the railway men to make greater efforts to
put their case before the public. Bus operation in Buffalo
was described by J. C. McCollum, executive assistant,
International Railway.

That the present condition of the local transportation
industry is a challenge to private management was the
opinion expressed by Miles B. Lambert, Westinghouse
Electric & Manufacturing Company. He said that the
problems of today are exceedingly complex in character
and, in many instances, are not thoroughly understood.
Further scientific research is needed to solve them satis-
factorily. He advocated wider use of technical experts
by the railways in meeting these problems.

Contributions made by the manufacturers to the effi-
ciency of the street car were discussed by Cornell S.
Hawley, president, Consolidated Car Heating Company,
R. H. Sjoberg, General Electric Company, and Raymond
Boiselle, Westinghouse Traction Brake Company. Pas-
senger safety was the subject discussed by W. H. Hyland..
claim agent, Fonda, Johnstown and Gloversville Rail-
road, the last speaker on the program.

Officers for the coming year were elected as follows:
President, Ernest Murphy, general manager, United
Traction Company of Albany ; first vice-president, R. R.
Hadsell, general manager, Schenectady Railway ; second
vice-president, G. W. Jones, vice-president, Brooklyn and
Queens Transit Corporation; third vice-president, B. J.
Youngbluth, president, International Railway; secretary
and treasurer, W. S. Stanton, Rochester.

The meeting concluded with a banquet, Saturday eve-
ning, at which the speaker was James B. Rice, repre-
senting Mayor Houde of Montreal.

CoYfllYlQ' "^ n ' nterest ' n g analysis of

o the relation between the
length of traffic signal cycles and the effi-
ciency of street use.

Electric Railway Journal— Vol.73, No.16
700

Modernized Toledo System Making

^ai Progress

Aerial view of Toledo's downtown business section and the north
end residential district. The Maumee River, which divides the
city, flows into Maumee Bay on the north, an inlet of Lake Erie

Co-ordination of street cars and buses, exten-
sions of routes to parts of city previously
unserved, improvement in railway equip-
ment, acquisition of new buses, and elimina-
tion of competition responsible for large
increases in revenue

TOLEDO'S transportation outlook, rather gloomy
for a long period of years, is now beginning to
appear unusually bright. At least it must be
assumed to be brightening when the figures month after
month show large increases and continue to establish
new records. And that is just what the figures of the
Community Traction Company are doing.
The actual "proof of the pudding," of course, lies in

By abandoning certain lines, rerouting others and extending the
bus system, the Community Traction Company has covered all
but a few areas within the city limits by its service

the figures as they are shown in the company's reports.
Passenger revenue for 1928 was $3,479,628, compared
with $3,251,198 for the previous year, and revenue
passengers totaled 48,230,315, compared with 45,503,270
in 1927. Total revenue from all sources showed an
increase of $259,288 over the previous year. The most
remarkable increase was in bus patronage which soared
from 2,795,052 in 1927 to 6,150,851 in 1928. For the

Electric Railway Journal — July, 1929
701

twelve months ended April 30, 1929, the total passen-
ger revenue was $3,360,797, or 12.9 per cent higher than
the year before, and the total revenue passengers car-
ried was 50,685,350 or 11.8 per cent higher. These
figures are the more encouraging when the percentages
for the twelve months ended April 30, 1929, are com-
pared with the per cent increases for the first four
months of 1929. Passenger revenue for the four months
combined shows an increase of 16.31 per cent over the
corresponding period in 1928, while revenue passengers
show a 15.01 per cent increase. The company has ex-
panded its service steadily since the middle of 1928,
but in spite of this has managed to keep its operating
expenses down. In fact, during 1928, the operating costs
were reduced from $2,044,191, the 1927 figure, to
$2,018,119, while the company made an increase in
service of 10 per cent.

As a result of the increased revenue and decreased
operating expenses there has been an appreciable increase

Part of the new #150,000 garage, where the bus maintenance and
servicing activities for the company's large fleet are centralized

in earnings. The turning tide has changed the figures
from red to black, and the company, with its financial
set-up again adjusted, is getting back to a sound basis.
A net surplus of $64,234 was realized for the first quar-
ter of 1929, after meeting all obligations, while for
the similar period in 1928 the company was faced
with a deficit of $5,254. For the entire year of 1928,
the surplus, after all operating expenses, taxes, and
charges had been deducted, was $125,150, which com-
pares with a deficit of $361,825 for the previous year.
Present indications are that this progress is not tem-
porary, but that it will continue in the future.

Perhaps the greatest accomplishment has been the
restoration of the faith of the city officials and the public,
and the conversion of a strongly antagonistic feeling
into a friendly one toward the company. The public is
now interested in its transportation system and is re-
sponding heartily to the railway's expansion and mod-
ernization program.

The upward trend in revenue passengers is the answer
of the public of Toledo to the railway's endeavor to give
better service. Of the many steps taken by the railway,
the most important ones were the abandonment of super-
fluous routes, the establishment of new routes in dis-
tricts previously unserved, the expansion of its bus
system, a complete co-ordination of the entire rail and
bus system, the installation of extra motors on the street
cars, re-scheduling service, and the reconstruction of a
large amount of track. Along with these major moves
the company arranged for special bus service, established
owl service with buses, repaired bridges, eliminated
grades, built a large garage and centered its bus activ-
ities in it, lowered its accident claims and resulting
charges by instituting a safety drive, reduced its operat-
ing expenses, designed new transfers, rearranged car
stops, marked the new stops with bright orange bands,
and provided safety zones. Every effort was made to
offer the maximum of service to the greatest number of
people in Toledo.

New Agreement Made with City

The general rehabilitation program, sponsored by the
railway, followed the passage of an ordinance in June,
1928, supplementing the Milner service-at-cost franchise
and giving the Community Traction Company a virtual
monopoly of all local transportation facilities in the city.
The new ordinance settled a number of issues which
had been discussed without success for years. The
original Milner service-at-cost ordinance, adopted by the
electors on Nov. 2, 1920, proved unsatisfactory in
several particulars. The city asserted that the com-
pany was not willing to do its share toward its com-
prehensive street rebuilding program, and the company
asserted that the city had been remiss in permitting bus
competition free from the limitation of service-at-cost
regulations.

The company found itself in the anomalous position
of operating superfluous routes while unable to start
routes that were needed in new areas. Again, the city
maintained that the company was paying too high a
rate for power, while the company felt that its yearly
reconstruction program was limited too much by the ordi-
nance provision that replacements were to be financed
from a depreciation fund, accrued from earnings,
amounting to not less than one-half of 1 per cent nor
more than 1£ per cent of the capital value. Other dif-
ferences of viewpoint complicated the whole situation.
Several attempts were made previous to 1928 to amend
the Milner franchise which became effective in 1920.
First came the Bartholomew report, then the Riggs re-
port, and finally the supplemental Riggs report. Although
there were earnest attempts to solve the transportation
difficulties, no direct results were obtained from them.

By the end of 1927, however, bickering over the
Milner ordinance had to come to an end in favor of
constructive measures. During the first half of 1928,
a number of conferences between the city and company
officials were held, and the new ordinance was formu-
lated. It was heartily endorsed by Mayor Jackson and
when submitted to the City Council was passed by a vote
of 17 to 1. It was approved by the Mayor on June 5
and became effective July 5.

The ordinance is, in effect, a 5-year modification of
the original Milner ordinance. It gives the railway prac-
tically a monopoly of all local transportation service in
Toledo by prohibiting any transportation line within one-
fourth mile of a Community Traction Company car or

Electric Railway Journal — Vol.73, No.16
702

bus line, and also provides for a substantial reduction
in the power rate to the railway. The power rate was
reduced to 14, cents flat per kw.-hr. and a rebate for
the past power bill amounting to $150,000 was allowed.
In exchange for these terms, the company agreed to
pay an old pavement bill amounting to $185,241 with
interest at 6 per cent, to pay for a traffic survey which
cost $25,000, to set up a five-year reconstruction program
amounting to $560,000, to establish a special replacement
fund of $230,000 to be advanced against the deprecia-
tion fund and refunded after the third year, and to
secure a loan of $30,000 for a down payment on new
buses.

The Community Traction Company also agreed to
a loan of approximately $900,000 for ten years with-
out interest to cover the accrued deficit in the stabilizing
fund, exclusive of the original $400,000 in the fund. It
also agreed to reroute the existing lines, to abandon non-

which is more than double the figure of July, 1926,
of 61.43 miles.

The bus routes for the most part are feeders to the
street car lines or lines which do not compete with the
trolleys. The whole plan was to co-ordinate the two
systems so that a maximum number of people could be
served without unnecessary duplication of facilities. The
accompanying map, showing the area in the city limits
within a quarter of a mile of a transportation line,
shows how successfully the rerouting and extensions
were in covering the city. The hatched areas on the
map, which are not within one-fourth mile of any line of
the Community Traction Company, are for the most part
parks, institutional grounds, cemeteries, etc.

In January, 1928, a total of 3,787,459 passengers were
carried on the 54.1 miles of street car route, averag-
ing 70,021 passengers per mile of route. In January of
the following year the rail routes were only 46.9 miles,

Street scene in downtown section of Toledo. Many of the company's cars have been re-equipped with four motors,
giving them ample power for rapid acceleration in traffic

essential lines and to expand its service into new areas,
all at the standard fares of ten cents for a single ride,
three tokens for 25 cents, and 1 cent for a transfer.

Realizing that its superfluous routes in certain dis-
tricts and its lack of routes in other districts were
causing an unnecessary operating expense and at the
same time failing to secure the maximum of patronage,
the company set as its major objective the rerouting of
its lines, reaching into new territory with buses, and fully
co-ordinating the two types of service.

In July, 1926, the rail routes totaled 57.43 miles while
the bus lines were only 4 miles. In the ensuing twelve
months the bus mileage was increased to 30.6 and the
following year to 58.0 miles. Following the passage of
the ordinance supplementing the Milner franchise, fur-
ther extensions were made bringing the total bus mile-
age to 78.5. During the same period, the rail mileage
was decreased 11.14 by reroutings and abandonments
of lines that really could be better operated with buses.
At the present time the total rail and bus mileage is 124.79

but 3,895,821 passengers were carried, making an
average of 83,101 passengers per mile of route. The
increase in passengers carried per mile of route was due
to the new system of using street cars for the heavy
routes of travel only and feeding them by bus with
passengers from the outlying districts.

Buses Show Passenger Increase

A corresponding increase in passengers per mile of
route was obtained with the buses, even during the rapid
period of expansion in 1928. In January of that year
buses covered 32.4 miles of route and carried 373,306
passengers, or 11,522 passengers per mile. In January,
1929, the bus mileage was 68.3, but 1,149,233 passengers
were carried, or 16,826 passengers per mile.

Prior to June 30, 1928, there were six independent
bus lines competing with the Community Traction
Company. Under the terms of the ordinance giving the
railway a monoply of the bus service, the independents
.were forced to sell out. The six lines were purchased

Electric Railway Journal — July, 1929
703

New

Per Cent
Increase

10.53
11.09
10.34

11.09

7.02
9.05
18.58
9.05

from the independents on a property valuation basis
under the terms of the ordinance. A total of 40 buses
were bought but only a few were serviceable.

To give the new service, the Community Traction
Company purchased, during 1928, a total of 88 buses, of
which 69 were new. The new buses included 3 Macks,
18 Whites, 38 Yellows and 10 Twin Coaches. These
buses, which cost approximately $900,000, brought the
fleet to a total of 124 at the beginning of 1929. A new
garage was built at a cost of $125,000 for the purpose of
centralizing maintenance and operation activities.

In addition to the numerous extensions made, the
company established special services with some of its
new buses. In a single month special buses operated for
high school students carried 18,000 passengers and
brought in a net profit of $520. The revenue of 40.074
cents per mile was the highest in the entire bus system.
The buses also were substituted for street cars for owl
service on certain lines, resulting in lower operating
costs.

Higher Speed with Extra Motors

By adding two 35-hp. motors to 58 Peter Witt cars
already equipped with two motors of the same size,
the company was able to speed up its service on several
lines. On the Cherry Street line the extra motors per-
mitted the terminal schedule speeds to be raised as
follows :

SCHEDULE SPEEDS IN MILES PER HOUR

Old

Morning peak 9. 84

Bane 10.17

Afternoon peak 8. 72

Night 10.17

Incidentally, with this increase in speed came an in-
crease of 14.3 per cent in traffic for the period from
April, 1928, to February, 1929, as compared with the
same period of the year previous, and a 17.5 per cent
decrease in platform expenses.

Another factor in raising the speed on several lines
was the rearranging of stops to give longer runs be-
tween them. When the new stops were put intofeffect,
the schedules were announced by pamphlets. As a
further aid the new stops were marked with brilliant
orange stripes around nearby poles at the curbs, the
color conforming to that of the cars. Two more steps
to help increase the speed were the establishment of
safety zones in a business district of the city and the
designing of a new system of transfers. In this system
colors indicate groups of parallel routes while the hour
is indicated by the length of the transfer. While the
new transfers shorten the time of issuance appreciably,
they also have been responsible for an 8 per cent increase
in purchases of the regular token fares. This is the result
of the elimination of a certain amount of return riding
by means of transfers.

Extensive Track Reconstruction Program

One of the most important provisions of the ordi-
nance which went into effect in July, 1928, was the
setting up of a 5-year track rehabilitation program, in-
volving a sum of $560,000. The amounts available for
this work were to be $185,000 for the first year,
$181,000 for the second, $57,000 for the third, $119,000
for the fourth, and $80,000 for the fifth. These sums
were to be in addition to the $230,000 appropriated for
the replacement of worn out equipment in a period of

three years. A great amount of street improvement
work has been completed and other projects are well
under way. At the end of the 5-year period, the com-
pany will have most of its track in excellent condition.
Aside from actual track reconstruction the company has
also eliminated a few grades and repaired some bridges.
Among the numerous steps taken by the company to
move forward was the institution of a safety drive
which has resulted in a very substantial reduction in
accident claims and resulting charges. In the main-
tenance department, too, every effort has been made
to lower the cost and to improve the equipment. That
the equipment has been improved is best evidenced by
the fact that pull-ins in 1928 were 40 per cent less
than those in 1927.

Public Responds to Company's Effort

The results of the many improvements made by the
Community Traction Company to better its service,
reviewed at the beginning of this article, indicate that
the public is responding favorably to the modernized
system. The company has enjoyed increases in pas-
sengers and revenue every month since the supplemental
ordinance went into effect in July, 1928, and no doubt
traffic will continue to build up in the succeeding months
and years.

The increased earnings and the financial readjust-
ment provisions of the supplemental ordinance have
changed this aspect of the operation materially. Prior
to 1928, the earnings were falling off, riding was
steadily decreasing and the deficit in the stabilizing fund,
established under the terms of the Milner ordinance of
1920, was growing larger each month. In March, 1928,
the company made its last sinking fund payment, re-
tiring 20 per cent of the capital value. This sinking
fund was established by the Milner ordinance to retire
$1,800,000 of the 6 per cent bonds of the company and
to issue an equivalent par amount of common stock
to the city. The payments of 2£ per cent of the capital
value amounted to approximately $28,000 each month.
Relieved of this obligation the company was able to
show a surplus the following month.

At the time the supplemental ordinance was passed
the deficit in the stabilizing fund was approximately
$1,300,000. To take care of this a provision was
included for a loan to the railway amounting to ap-
proximately $900,000, representing substantially the
deficit in the stabilizing fund exclusive of the $400,000
originally placed in it. Interest on this loan and pay-
ment of principal was suspended for a 10-year period
subject to a shorter period should the agreement with
the city be terminated. Because of the extensions of
these payments it was agreed to place all surplus into
a so-called "fare stabilizing fund," and to readjust the
fares when this fund reaches $500,000. At the first
of the year the fare stabilizing fund had reached a total
of $65,032, making the actual deficit in the reserve fund
$1,147,217.

The first four months of the present year showed
surpluses of $18,789, $25,767, $17,634, and $20,833,
respectively, raising the fare stabilizing fund to $148,055
and reducing the actual deficit in the reserve fund to
$1,064,194. The lower power rate, the rebate of
$150,000 for power, the lower accident charges, the
lower operating expenses and steadily increasing revenue
make the prospects for reducing the deficit in a com-
paratively short period and putting the company on a
sound financial basis again, appear exceedingly bright.

Electric Railway Journal — Vol.73, No.16
704

Electric
coaches
have no
difficulty in
negotiating
the 10 per cent
grade of
Capitol Hill
in Salt
Lake City
at a speed of
17H m.p.h.

Trackless Trolley Questions

Riding has increased steadily on
Salt Lake City line. Minor diffi-
culties which were experienced have
been overcome. Operating costs
are lower than for motor buses or
street cars of the same capacity

MANY interesting developments have taken place
since the inauguration of trackless trolley service
in Salt Lake City on a 4.3-mile route on Sept. 9,
1928. It was recognized at the outset that there would be
problems to meet in pioneering this new conception of
the trackless trolley and a few difficulties actuall did arise
in connection with the operation of the ten original
coaches. However, the troubles were all of a minor
nature and were overcome one by one. No fundamental
difficulties were encountered, so that no concern is felt
regarding the ultimate outcome. The operation as a
whole has been entirely successful and has met with
favorable public and official sentiment; in fact, because
of the public's attitude the company plans to operate a
second line on Ninth East Street, in place of the present
railway service. Permission has been granted by the
City Commission of Salt Lake City and the line will be
established as soon as the Public Utilities Commission
of Utah approves the abandonment of the car line and
the substitution of trackless trolleys.

Answered
from Experience

By
EDWARD A. WEST

General Manager

Utah Light 8C Traction Company

Salt Lake City, Utah

In the Sept. 8, 1928, issue of Electric Railway
Journal the underlying reasons for the adoption of the
trackless trolley for service in Salt Lake City were
discussed. In a later issue — Feb. 9, 1929 — an article was
published, reporting the progress of the new service and
giving details of the overhead and the ten "electric
coaches," manufactured by the Versare Corporation. In
February, however, the company had not had sufficient
experience with the coaches to discuss with certainty the
many phases of operation and the results of the new
service. With nine months of experience, it now feels
in a position to answer the many questions which have
been asked regarding the various phases. The more
important of these questions with the answers follow :

Electric Railway Journal — July, 1929
705

Q — Do you recommend trackless
trolleys for use on unpaved streets?

A. — This depends altogether on cli-
matic conditions and the character of
the roadbed. Experience in Salt Lake
City indicates that operation on dirt
streets is not satisfactory. During
those seasons of the year when ruts
are formed in the street surface from
thawing and freezing, riding on the
coaches is rough and vibrations are
set up in the body which loosen elec-
trical connections. A great deal of
this difficulty doubtless would be elim-
inated by a more general method of
insulating equipment from shocks,
and steps taken along this line are
proving effective. Of course, any

ing an intersection when an auto-
mobile approached it from the right
at a high rate of speed. Had the
coach been a street car confined to
rails the automobile would have
struck it head on in its midsection,
with disastrous results. As it was the
coach operator, because of the flexi-
bility of the unit, was able to steer
sufficiently from the path of the on-
coming automobile to enable the
driver to retard the speed of his car
somewhat and to pull it to the right,
with the result that only the front
sides of the vehicles met. When it was
found that the coach had been dam-
aged slightly it was pushed over to
the curb, where it did not interfere

ing in some patrons becoming
timorous. The incidents were as fol-
lows : One morning a horse-drawn
milk wagon was driven slowly from a
side street right into the path of a
coach coming down the hill. The
street was covered with ice. The op-
erator of the coach swerved to the
right to avoid hitting the milk wagon
and in so doing pulled away from the
trolley wires and onto a street with a
very severe downgrade. He steered
the coach into the curb and a barn
crew had to right it and let it down
to a street at a lower grade, from
where it was pulled into the barn. No
personal injuries resulted and the
only damage to the coach was a

Trolley wires for the electric coaches, installed along the sides, are less conspicuous than wires over the center of the street

type of road vehicle is subject to the
same difficulties with unpaved streets.

Q — How flexible in traffic are the
electric coaches? Is this flexibility
an advantage ?

A. — Coaches have a great amount
of flexibility in traffic, giving them a
decided advantage over the fixed-
route vehicles. The following inci-
dents show the desirability of flexi-
bility in heavy traffic : At a busy
intersection during the rush hour
one evening an automobile became en-
tangled with a street car, the front
wheel of the automobile becoming
wedged under the car. A coach was
following the street car, and instead
of waiting until the street car could
be freed and proceed, the coach's trol-
ley poles were pulled and it passed
around the street car and continued
on its way.

At another time a coach was cross-

with other traffic. Just recently it was
necessary to replace the special work
at an intersection, necessitating a tem-
porary rerouting of all lines. To re-
route the coaches three blocks of tem-
porary overhead trolley construction
was installed in a short time and at
small expense. This rerouting would
have been impossible with street cars.

Q — Did you experience any difficulty
negotiating Capitol Hill with its 10
to 11 per cent grade during the
winter months?

A. — At the beginning of the winter
season electric coach operators were
recruited from street car service, and
those selecting coach runs were not
experienced in handling rolling stock
not confined to rails. On two dif-
ferent days incidents occurred which,
on account of the newness of this type
of vehicle, were given undue and un-
necessary newspaper publicity, result-

Ei-ectric Railway Journal — July, 1929
706

broken corner post and a front
window.

After a week of successful opera-
tion under similar street conditions, a
second incident occurred. A new
man, under- instruction, who had
driven gasoline buses in the suburbs
of the city made a run for the grade
but the rear wheels started spinning.
To gain traction he backed up and
tried it again. In each case he fed the
motors too rapidly, with the result
that the wheels spun. After these
unsuccessfuF attempts to make the hill
he decided to back the coach over to
the curb and in so doing backed into
an automobile, damaging it to the ex-
tent of $300. Very little damage was
sustained by the coach itself.

Local newspapers, however, played
up the incident to such an extent that
a number of people were frightened.
Because of this the company took the
coaches off the hill for a period of 60

days. At the end of this time opera-
tion over the same icy streets was re-
sumed without further trouble. The
experience last winter showed that a
light sprinkling of cinders or sand and
salt on an icy street effectively pre-
vents slippage. The sprinkling can be
quickly and economically done by spe-
cial equipment for the purpose.

Q — Of what value on grades are dy-
namic brakes if the trolleys leave
the wires?

A. — They are of no advantage. It
would be necessary to rely in such
cases on air and hand brakes, which in
the case of gasoline vehicles are the
only brakes available anyway. Thou-
sands of heavy trucks and buses are
running over streets of cities through-
out the country today 'equipped with
brakes that are no better, if as good,
as the hand and air brakes on the
electric coaches. The trolley poles
leave the wires so infrequently, how-
ever, that it is not worth considering.

Q — Do you prefer dynamic brakes to
other forms of braking ?

A. — Inasmuch as dynamic braking
requires but little additional equip-
ment and has many advantages, no
reason can be seen for eliminating
this method of control. Among its
advantages are the following:

First, dynamic brakes are effective
on grades for holding the speed of the
coach at practically any rate desired.
This is decidedly advantageous when
streets are slippery.

Second, the heat generated in ac-
celerating and braking is utilized to
heat the interior of the coaches, thus
saving power in the winter.

Third, wear and tear on brake
drums is minimized.

Fourth, a coach can be brought to
a sudden stop in emergencies.

Fifth, rapid acceleration and re-
tardation give to riders the effect of
speed and "getting somewhere" that is
necessary nowadays.

Q — Have you experienced any equip-
ment and operating difficulties?

A. — For a new mode of mass trans-
portation surprisingly few equipment
difficulties have been experienced.
Dynamic braking introduced some
strains and stresses that are not pres-
ent with ordinary braking and, being
performed through the springs, caused
some spring trouble at first. Sup-
porting the springs in rubber per-
mitted a reduction of the number of
leaves, which improved riding and re-
duced vibration in the electrical and
air equipment.

Operating difficulties were due
largely to trolley dewirements at the

outset on account of running the
coaches through overhead special
work used by street cars. The trolley
wheels of the coaches were of dif-
ferent diameter than those of the
street cars, therefore it was necessary
to change the grooves in the overhead
special work to accommodate the
coach trolleys. These difficulties
cleared themselves rapidly, coach de-
wirements being no more frequent
than with street cars at the end of
two weeks. The use of mechanical
and electrically - operated overhead
switches permits coaches and street
cars to take turnouts with equal facil-
ity, so that overhead problems, locally,

costs will be lower than at present.
There is now reflected in the costs the
expense of overcoming minor diffi-
culties always accompanying pioneer-
ing. During the first few months
more inspection and supervision were
given than are found necessary today.
During the winter the cost of keeping
the ruts out of the dirt street portion
of the route was rather high. This
expense is in no way chargeable to the
coach operation so far as the equip-
ment is concerned, because it was done
more to improve riding than for any
other purpose.

Regarding fuel and energy costs, a
gasoline bus of carrying capacity equal

Carhouse pits were readily adapted at small cost to meet the needs of electric coach
inspection and maintenance

are solved. At one end of the routp
an overhead wye is installed which is
negotiated without difficulty ; at the
other end a loop is used. As in street
car operation loops are more desirable
and are favored wherever possible.
Each application of trolley coaches,
however, will bring up its own set of
problems. In Salt Lake City, never-
theless, it is felt that operating coaches
along with street cars through the
busiest traffic of the city with turnouts
at every corner has overcome the
majority of the overhead difficulties
likely to be encountered.

Q — How do coach operating costs
compare with those of gasoline
buses of equal seating capacity?

A. — Based on carrying capacity the
operating cost of electric coaches is 63
per cent of gasoline equipment. It is
felt that by the end of the first year

to that of the electric coach averages
about 3 miles per gallon, while the
coach consumes slightly more than
2.2 kw.-hr. per mile on an average.

Q — How do electric coach costs com-
pare with those of street cars of
equal seating capacity?

A. — It is felt that electric coach op-
eration over a period of time will
show a substantial saving over street
car costs. During the first six months
the electric coach costs were 80 per
cent those of street cars. There are a
great many hidden costs in connection
with street car operation not always
reflected in the figures. For example,
there is the periodic rehabilitation of
track and paving which is usually ac-
complished by retiring the original in-
vestment and charging it to deprecia-
tion reserve and capitalizing the new
work. As a result of this accounting

Electric Railway Journal — Vol.73, No.16
707

procedure, operating accounts do not
reflect the full cost of street car opera-
tion. Those companies that provide
adequately for depreciation in their
operating accounts are best situated to
make a direct comparison between
street car and electric coach operating
' costs. Electric coaches were intro-
duced in Salt Lake City to avoid re-
habilitating a long section of track
and pavement that needed replacing.
Tire expense of coaches takes the
place of wheel and track and roadway
street car costs. If tire expense is

less conspicuous today than they were
in the middle of the streets. The
foliage of the trees hides the wires
and the appearance of the roadway is
so much improved that this, together
with the quietness of the coaches, has
made this type of operation very
pleasing to the property owners. It
has been stated that building activity
in the residential section of the city
served by the coaches has been stim-
ulated.

With respect to overhead construc-
tion in the downtown district, it has

Ten electric coaches of this type, manufactured by the Versare Corporation
and equipped with Westinghouse motors and control, are operated on the
Salt Lake City route

less than the sum of these, then there
is no question that electric coach op-
eration is cheaper.

Q — What is the actual electric coach
kilowatt-hour consumption per car-
mile as compared with that of
street cars?

A. — Energy consumption of coaches
averages slightly more than 2.2 kw.-
hr. as compared with approximately
4.3 kw.-hr. for street cars. This coach
average is for winter operation
through snow, ice and mud, and
should decrease somewhat during
the months of more favorable weather.

Q — Have tire troubles interfered with
service?

A. — Delays on account of tire
trouble have been so few as to be
almost negligible.

Q — What objections, if any, were
made by property owners to string-
ing double trolley wires on the
streets in residence districts?

A. There were no difficulties con-
nected with this installation as far as
the residents on the streets were con-
cerned; in fact, the trolley wires are

added weight to the installations al-
ready in place at intersections but is
no more noticeable than the single
trolley wire construction. In fact, a
stranger going along the main street
of the city after coming from a city
having no trolley coaches would not
know the difference. It requires an
experienced eye to note the double
overhead. At the outset there was
some question by the fire department
as to its ability to use tower wagons
and other fire apparatus on account of
two trolley wires. To overcome this
an actual test was made by the line
department of the street railway in
company with the fire chief and his
assistants. Following the test the
chief withdrew all objections to the
presence of two trolley wires.

Q — Can the vehicles be maneuvered
about the carhouses and shops
without difficulty?

A. — Fortunately it was possible to
work out an overhead system in the
yards which will permit increasing
the number of trolley coaches to the
full capacity of the carhouse without
any particular overhead complications.

One of the tracks in the carhouse was
assigned to the electric coaches and
converted for their repair. The pits
were partly bridged with platforms
to permit inspection of coaches, and
double trolley wire was extended over
the pits and track. Alemiting equip-
ment and lines for greasing the
coaches also were installed adjacent
to these pits. Later on, when the
number of coaches was increased, a
second track was converted. The
coaches enter the carhouse at the west
end and leave by the east end. There
is sufficient room in the building for
one coach to by-pass another, to go
over the pits or to leave the barn at
the east end.

Q — Are electric coaches speedier on
grades than street cars and gasoline
buses?

A. — Yes. On the 10 to 11 per cent
grade on Capitol Hill, with load of
40 or more passengers, coaches av-
erage better than \7\ m.p.h.

Q — Do electric coach accidents show
an increase over street car acci-
dents?

A. — The flexibility of the coaches
permits them to deviate from a fixed
path to avoid serious collisions. Their
ability to stop quickly also is a safety
factor of inestimable value.

Q. — Who licenses trolley coaches for
operation on the streets of Salt
Lake City?

A. — The tax for this operation,
other than that based on property
value, amounts to $25 per year per
vehicle, the same as for street cars,
and is payable to the city. No state
license tax or vehicle registration
number is required because the coaches
are not self-propelled. They are con-
fined to definite routes and obtain
their energy for propulsion from an
outside source, so they are classified
with street cars.

Q — Has patronage on this line been
affected by the introduction of
electric coaches?

A. — From the outset riding on this
line showed an increase over the for-
mer patronage. At first it was
thought this was due to the novelty
of the vehicles, but after more than
nine months of operation with riding
still continuing it is believed that the
quiet, speedy operation of the electric
coaches has brought new patrons.
This is particularly interesting in
view of the fact that parallel street
car lines are almost a half mile dis-
tant on each side. The system as a
whole shows a decrease in riding, but
the electric coach route has had a sub-
stantial gain in patronage.

Electric Railway Journal — Vol.73, No.16
708

Monthly Financial Reports
Show Improvement

Operating statistics of 31 electric railways in the

United States and Canada indicate a trend

toward higher gross revenue and

reduced expenses

BETTER operating conditions on the electric railways
of the United States and Canada are indicated by
the monthly reports which are being received. While
some properties, particularly in the smaller communities,
still show a decline in gross revenue, many increases are
seen on properties all over the country. The trend
toward higher gross which has been particularly notice-
able in Canada for the past year or more continues,
except on some of the smaller systems.

Operating expenses, on the contrary, show a reduction
on many of the properties. Even where the gross busi-

Table I — Monthly Reports of Electric
Railway Companies

Operating Operating
Revenue Expenses Taxes

$ $ 1

Key System Transit Co., Oakland, Cal.

Dec., 1928 621,774 485,206 37,126

Dee., 1927 635,085 491,215 38,212

l2mo, Dec. 1928 7,227.958 5,647,612 464,684

l2mo, Dec. 1927 7,452,821 5,852,550 432,335

Market Street Railway, San Francisco, Cal.

May, 1929 819,405

12 mo, May, 1 929 9,610,060

Jacksonville Traction Co., Jacksonville. Fla.

April, 1929 97,395 77,495 9,153

April, 1928 101,486 81,361 9,641

■•'mo. Mar. 1929 1,183,310 955,396 106,735

12 mo., Mar. 1928 1,284,114 1,054,393

108.222

Honolulu Rapid Transit Co., Honolulu, Hawaii.

April, 1929 87,658 • 51,783 10,616

April, 1928 85,494 52,759 11,514

4 mo, Apr. 1929 354,598 203,715 42,464

4 mo.. Apr.. 1928 338,083 207,840 42,375

Chicago Surface Lines, Chicago, III.

May, 1 929 5,354,248 4, 1 57,362a

May, 1928 5.304,553 4.102,297a

Gross

Income

111,143

119,214

1,239,065

1,314,389

135,906
1,380,522

10,2696

9,9556

114,7596

114,1736

26,278
22,119
113.007
92.062

1,196.885
1,202,255

United Railways & Electric Co. of Baltimore, Md.

May, 1929 1,463,365 998,615 132,666 346,656

May, 1928 1,430,428 958,151 140,134 343,945

5 mo.. May. 1929 7,022,217 4,826,449 685,703 1,580,251

5mo„ May, 1928 6,869,965 4,644,864 660,418 1,622,998

Boston Elevated Railway, Boston, Mass.

April, 1929 2,916,473 1,946,699 147.017

April, 1928 2,909,354 2,044,740 164,418

Eastern Massachusetts Street Railway, Boston, Mass.

April, 1929 716,162 427,669 32.766 280,222

April, 1928 727,390 453,255 26,955 270,917

4 mo, Apr. 1929 3,031,473 1,805,468 137,665 1,160,612

4 mo., Apr. 1928 3,188,174 1,878,548 133,869 1,254,169

Detroit Municipal Railway, Detroit. Mich.
May, 1929 2.355,752 1,894,549 62,505

May, 1928 2,067,253 1,604.558 66,965

1 2 mo., May, 1 929 26,133,685 20,751,617 759,288

12 «]., May, 1928 23,532,257 18,172,257 779,021

407,659
418,505
4,815,579
4,824,245

Kansas City Public Service Co..

May, 1929 757,768

May, 1928 783,876

5 mo. May, 1929 3,804,758

5 mn, May, 1928 3,864,934

Kansas City, Mo.

International Railway, Bunalo, N. Y.

3 mo, Mar. 1929 2,727,179 2,283,962a

3 mo., Mar. 1928 2,804,291 2.327,658a

Fonda, Johnstown & Gloversvllle U.K.

April, 1929 82,255 61,939

April, 1928 94,199 64,152

4 mo., Apr 1929 345,804 250.936
4 m , Apr 1928 379.561 263.638

459,885
486,580

Gloversvllle, N. Y.

7,840 13,981

7,840 24,967

31.360 72,455

31,360 95.180

Net

Income

12 1.090

28,470

808,381

679,017

77,100
646,735

J6,707
61,880

13,054
13,315
60,114
60,971

902,826c
903,346c

64,753
61.738
161,976
199,665

100,085

89,171

387,889

414,960

272.651

257,140

3,065,729

2,917,134

76,578/

76,874/

363,301/

363,611/

133,826
129,754

17,833

8,701

oi,J8H

30,977

Operating Operating Gross

Revenue Expenses Taxes Income

$ $ $ $

Brooklyn City Railroad, New York, V

May, 1929 1,015,769 823,769a

May, 1928 1,022,716 847,514a

11 mo, May, 1929 10,563,854 9,066,845a
II mo, May, 1928 10,696,238 9,168,526a

192,000

175,202

1,497,009

1,528,712

Brooklyn-Manhattan Transit System, New York, N. Y.

May, 1929 4,298,360 2,649,404 290,064 1,427,548

May, 1928 4,122,595 2,523,788 303,302 1,372,975

!lmo„May,l929 44,418,548 28,515,519 3,091,000 13,726,948
II mo., May, 1928 43,411,307 27,969,142 3,151,368 13,243,040

Hudson & Manhattan R. R., New York, N. Y.

May, 1929 1,069,375

May, 1928 1,046,026

5 mo, May, 1929 5,279,986

5 mo.. May, 1928 5,251,026

543,612

506,692

2,626,334

2,284,651

Interborough Rapid Transit Co., New York, N. Y.

May, 1929 6,261,572 3,556,701 192,693

May, 1928 5,917,170 3,405,545 233,392

11 mo., May, 1929 64,009,736 38,891,861 2,204,008
II mo, May, 1928 61,886,727 36,121,959 2,992,043

2,512,177

2,278,232

22,913,866

22,772,723

New York, Westchester & Boston Ry., New York, N. Y.

April,
April,
4 mo .
4 mo.,

1929

1928
Apr. 1929
Apr. 1928

203,585
193,028
767,041
729,196

127,360
117,361
505,413
486,688

23,350
20, 1 20
81,655
77,506

Third Avenue Railway, New York, N. Y.

April, 1929 1,317,641 993,551 83,031

April, 1928 1,277,044 969,053 90,325

10 mo, Apr. 1929 12,888,649 9,929,938 899,763

10mo, Apr. 1928 12,864,564 9,887,155 922,194

Philadelphia & Western Railway, Norrlstown, Pa.

May, 1929 69,139 39,151

May, 1928 70,768 41,740

United Electric Railways. Providence, R. I.

May, 1929 613,995 486,615 34,907

May, 1928 623,455 504,577 32,021

5 mo, May, 1929 3,086 850 2.494,899 174,534

5 mo, May, 1928 3,195,505 2,532,002 175,704

Galveston-Houston Electric Railway, Houston, Tex.

April, 1929 47,074 27,891 2,569

April, 1928 54,285 32,334 2,590

1 2 mo, Apr. 1929 622,577 350,151 31,684

1 2 mo, Apr. 1928 690,517 400,124 30,461

Houston Electric (Company, Houston, Tex.

Feb., 1929 264,573 168,729 25,233

Feb., 1928 265,174 160,646 26,031

12 mo, Feb. 1929 3,355,195 2,081,378 290,707
12mo, Feb. 1928 3,127,074 1,974,179 277,386

Pacific Northwest Traction Co., Seattle, Wash.

March, 1929 72,952 60,404 4,366

March, 1928 67,395 60,201 4,221

12 mo., Mar. 1 929 883,769 746,647 51,456

l2mo.,Mar.l928 885,842 692,589 48,005

Calgary Municipal Railway, Calgary, Alta.

April, 1929 83,972 45.641

April, 1928 75,303 41,395

4 mo., Apr., 1929 349,810 190,541

4 mo, Apr, 1928 313,273 183,074

Edmonton Radial Railway, Edmonton, Alta.

April, 1929 72,173 45,227

April, 1928 67,088 42.710

4mo, Apr. 1929 306,282 180,370

4mo„ Apr. 1928 286,787 177.700

Lethbrldge Municipal Railway, Lethbrldge, Alta.

March, 1929 5,155 4.278

March, 1928 5,299 4,236

3mo, Mar. 1929 15,949 12,357

3mo, Mar. 1928 15,701 12,942

British Columbia Electric Railway, Vancouver, B.

March, 1929 1,247,795 795.927

March, 1928 1,178,175 820,523

9mo, Mar 1929 10,532,764 7,051,875

9mo„ Mar. 1928 10,164,687 7,163,946

Guelph Radial Railway, Guelph, Ont.

5mo„ Mar. 1929 40,348 33,181 1,152

5mo.,Mar. 1928 42,153 33,270 1,125

Ontario Hydro-electric Railways, Essex District

5 mo. Mar. 1929 542,290 384,144 1,946
5 mo.! Mar 1928 444,836 345,759 1,998

Regina Municipal Railway, Reglna, Sask.

April, 1929 33,947 21,492

April, 1928 28,472 19,409

4mo., Apr. 1929 156,048 90,623

4mo„ Apr. 1928 130,675 82,780

Saskatoon Municipal Railway, Saskatoon, Sask.

53,558
57,039
182,707
170,53}

260,524

234,249

2,247,246

2,223,601

Net
Income
$

152,464

133,836

1,048,681

1,054,723

686,447

714,858

5,914,849

5,938,321

206,781
171,133
946,164
906,621

645,l30d

477,764d

3,056,66ld

2,949,6 1 2d

180,516
1 1,0,963
660,23i
615, HI'

811

1,965

313,171

117,065

March, 1929 37,019 21,717

March, 1928 32,401 20,256

3mo., Mar. 1929 120,181 69,748

3mo., Mar. 1928 102,282 61,402

Italic fisur s in iicat? deficits.

Includes taxes. 6 Net operating revenue.

1,463
1,330
4,742
4,091

29,988e
29,028c

98,816

95,465

446,311

517,337

16,6136

19,3606

240,7416

259,9316

70,6106

78,4966

983,1096

875,5086

8,1806

2,9606

85,7646

145,2566

38,331
33,368
159,268
130,198

29,646

11,789

125,853

109,087

877
1,063
3,592
2,759

451,8686

357,6521)

3,480.8896

3,000,7416

6,015
7,757

156.200
77,078

12,455

9,063

65,426

47,896

13,839
10,815
45,692
36,789

14,048
13,101

47,895

42,602

191,582

252,275

29,998
7,447

571,573
488,020

51,629
30,288

8,140

8,348

37,669

29,395

1,098
36,532
14,961

8,114

1,708
2,238
4. '64
7,144

9,^64
7,781

9,321

S9.635

1,012

922

19,653

7.957

4,696

3,636

20,458

15,109

! Balance for return on investment

d Subject to readjustment, c Before taxes. /Before depreciation.

Electric Railway Journal — July, 1929
709

Table II — Condensed Financial Reports of Electric Railway Properties, 1927-1928

Sacramento

Northern Ry.

Sacramento, Cal.

Railway operating revenue

Railway operating expenses. . . .

Net revenue, railway oper. . .
Net revenue, auxiliary oper. . . .
Taxes

Operating income ....
Non-operating income.

Gross income

Deductions from gross income.

Net income

Operating ratio, percent..

1928

$1,477,452

1,185,104

$292,348

90,570

$201,778
61,728

$263,506
278,859

$15,353
80.2

1927

$1,541,605

1,190,080

$351,525

101,619

$249,906
59,502

$309,408
237,268

$72,140
77.2

Interborough
Rapid Transit Co.
New York, N. Y.

1928c 1927c

$67,205,294 $63,316,088

37,712,712 35,575,666

Railway operating revenue.. .
Railway operating expenses. .

Net revenue, railway oper.
Net revenue, auxiliary oper. .
Taxes

Operating income $26,291,967

Non-operating oncome 297,026

$29,492,582 $27,740,422
3,200,615 3,506,823

Gross income $26,588,993

Deductions from gross income. . 2 1 ,622, 777

Net income $9,362,346

O perating ratio, per cent 56.1

$24,233,600
257,175

$24,490,775
21,540,066

$4,968,769
56.2

Georgia Power Co.,

Railway Division,

Atlanta, Ga.

1928 1927

$5,695,086 $5,367,510

3,891,726

$1,803,360
' 393,87 i

$1,409,489

68.5

Scioto Valley
Ry. & Pwr. Co.
Columbus, Ohio

1928

$676,891

488,941

1927
$763,140

557,452

$187,950

$205,688

37,113

38,840

$150,837

$166,848

$150,837
108,875

$166,848
97,974

$41,962
72.2

a Final revised figures, b Includes taxes, c Years ended June 30.

$68,874
73.4

New Orleans

Public Service, Inc.

New Orleans, La.

1928 1927

$7,080,679 $7,440,211
5,030,732 5,128,997

United Rys.
& Electric Co.a
Baltimore, Md.

1928 1927

$16,273,826 $16,188,669
10,885,708 10,796,439

$2,049,947 $2,311,214
' '756,954 814,405

$1,292,993 $1,496,809
6,320 64,231

$5,388,118

i, 5 79,06 i

$3,809,056
175,041

$5,392,230
1,575,938

$3,816,291
165,656

$1,299,313 $1,561,040 $3,984,097 $3,981,947

71.5

68.9

$573,142
66.9

$553,365
66.7

York Railways
York, Pa.

1928 1927

$2,688,423

1,510,2986

$1,178,125
76,519

$1,254,643
530,132

$724,511

Memphis
Street Railway
Memphis, Tenn.

1928 1927

$2,922,428 $2,900,471
1,943,5206 1,969,3296

$978,908
3,331

$982,239
517,551

$464,688

$931,142
2,680

$933,822
513,293

$420,529

Kansas City
Public Service Co. a
Kansas City, Ho.

1928 1927

$9,030,316 $9,369,315

6,903,306 7,223,811

$2,127,010

$2,145,504

505,530

532,790

$1,621,481

$1,612,714

$1,621,481
875,974

$1,612,714
758,175

$745,507
76.4

$854,539
00.0

Houston

Electric Co.

Houston, Tex.

1928 1927

$3,343,294 $3,069,597

2,059,958 1,971,540

$1,283,336 $1,098,057

291,672 ' 268,942

$991,664 $829,115

$991,664
410,701

$580,963
61.6

$829,115
384,951

$444,164
64.2

ness done has increased, the expenses have gone down on
some of the systems. In general this is due to greater
economy in operation, since in only a few instances has
the increase in revenue been due to a rise in fares.

As a result of the changes in revenues and expenses,
the net revenue is higher on many of the systems. In
order to save space in the tables this item is not shown,
but it can be obtained by subtracting the expenses from
the operating revenue. Since taxes have shown only a
small change, the gross income, which is the residue after
deducting taxes and adding non-operating income, is up
in many instances. Out of the 31 properties for which
figures are given, 25 permit a comparison of the two
years. Out of these 25 the gross income for the 1929
month is higher than for the 1928 in 17 companies.

Apparently there has been an increase in fixed charges
and other deductions from gross income, since in only
12 reports has there been an increase in net corporate
income out of 21 companies for which comparable fig-
ures are shown.

Supplementing the annual reports published in the
Journal for June, page 641, reports of ten companies
are given herewith. These include final figures for the
United Railways & Electric Company of Baltimore, and
the Kansas City Public Service Company. The com-
plete report of the Interborough Rapid Transit Company

What Happens When

Steel Qets Tired 7 *

Prof. D. D. Ewing of Purdue Uni-
versity will tell in an interesting
article appearing in the August
Issue of Electric Railway Journal

for the year ended June 30, 1928, which has just been
released, is also abstracted. Additional reports will be
published as they are received.

Striped Painting Makes Locomotive
Conspicuous

By Farren Tipton

San Diego Electric Railway

San Diego, Cal.

Visibility of San Diego locomotive has been increased by
unusual painting

AFTER the passenger cars have been pulled in for
-the night, freight traffic is handled over the lines of
the San Diego Electric Railway. For this service a
Baldwin electric locomotive is used. In order to prevent
accidents, the company has painted black and white
stripes on the motor car, giving it a zebra-like effect. Two
series of three lamps each are mounted around the cab
at intervals and connected alternately to assure illumina-
tion from all sides in case one series fails. The combina-
tion of stripes and lighting make the locomotive very
conspicuous.

Electric Railway Journal — Vol.73. No.16
710

Midwest Association Expands
Activities

Southern and central Illinois and all Iowa were

taken in at St. Louis meeting. Mechanical

committee formed. Papers of interest read

ENLARGEMENT of the territory of the Midwest
Electric Railway Association to include southern and
central Illinois and all of Iowa was voted at its conven-
tion held at the Chase Hotel in St. Louis on June 13-15.
Among the more important systems that become members
under this change are the East St. Louis & Suburban
Railway and its affiliated companies and the Illinois Ter-
minal Railroad. It also was voted to form a mechanical
committee that will gather and disseminate data of in-
terest to the mechanical departments of the member com-
panies. A proposed merger of the association and the
Midwest Claims Association has been deferred to deter-
mine what changes, if any, should be made in the
constitution and by-laws if such a reorganization is
effected.

Approximately 275 delegates attended the meeting,
which in many particulars was the best ever held by the
organization. The retiring president, F. G. Buffe, was
highly complimented on his administration, as was the
committee on arrangements, headed by B. W. Frau-
enthal.

Powell C. Groner, president of the Kansas City Public
Service Company, in his address on "The Trend of Util-
ity Regulation," ventured the prediction that eventually
the theory of "prudent investment" will be adopted as
the basis for determining the rate-base valuation of public
utilities. "And I am not so sure that it wouldn't be best
for us in the long run," he continued.

Still not definitely advocating the theory of "prudent
investment" as the proper basis for fixing valuations, he
then pointed out that it is almost impossible to obtain an
up-to-date valuation on the reproduction-cost-new basis,
since much time is consumed in arriving at costs, depre-
ciation, etc., so that very often valuations are from six
months to a year or more behind the date of the final
decision. With the actual investment definitely known it
is possible to fix a valuation for the present, he said.

Stanley Clarke, president of the St. Louis Public
Service Company, who spoke on the subject, "Future of
Urban Transportation in the Metropolitan Areas," would
not venture a guess as to the actual future of transpor-
tation. However, he contended that in the future mass
transportation will prove more and more necessary, and
that if air transport comes into general use it will tend
to centralize rather than decentralize metropolitan areas.
This will mean more mass transportation. He expressed
the belief that the street railway car is still far more
economical in operation than is the bus. The cost of bus
operation is 9.8 cents per passenger and would be 10.5
cents if the bus were handicapped with the same burdens
of taxes, wages, etc., as is the street railway, according to
Mr. Clarke.

Regarding the future treatment of street railways he
said that apparently there are two schools of thought —
one which seems to hold the view that the utility should
be so harassed and handicapped as to make economical
and profitable operation impossible, thus forcing public
ownership of the utility, and the other holding that the
utility should be permitted to go ahead earning a fair

return on its investment until such time as it shall no
longer prove necessary to the public, when it shall be
forced off the job.

Touching on the possibility of public ownership being
forced through the process of starvation of the private
company, he said, that the period of years necessary to
bring about this change would witness great losses to
investors in utilities and also to merchants, other indus-
tries and real estate values.

Eugene S. Hight, chief engineer of the Illinois Ter-
minal Railroad System, in an address on "Building for
the Future" touched on the proposed subway and elevated
system his company plans to construct in St. Louis. The
actual building of this $5,000,000 project will get under
way in the near future.

Means of Increasing Car Speed

A. J. Fink, director of transportation St. Louis Public
Service Company, in his talk on "Transportation Effi-
ciency" told how more rigid mechanical care and inspec-
tion of the St. Louis street cars has within the past year
increased the number of miles each car runs before being
turned in for repairs about 1,100 per cent. In June of
last year pull-ins were one in every 10,342 car-miles,
while in April of this year the average was one in 114,-
872 car-miles, he said.

"Frequent and reliable service, speed and comfort are
what the general public demands of street cars," he con-
tinued, and he then pointed out that in St. Louis the
average speed of the cars had been increased from
9.87 m.p.h. in January, 1928, to 10.30 in May, 1929.
This was accomplished by a tightening up of schedules,
fewer stops and a campaign designed to educate motorists
as to the street car's traffic rights. Prior to the installa-
tion of the designated stop plan on the University-Olive
line the average speed was 10.4 m.p.h., including layover,
and the present average is 11.34 m.p.h. Excluding the
layover, the average terminal-to-terminal run is made at
the rate of 12.13 m.p.h.

He also reviewed the results obtained during a period
when parking of automobiles was prohibited on impor-
tant thoroughfares in the city's downtown congested dis-
trict. It was found the no-parking rule had speeded up
the movement of street cars as much as 47 per cent in
the district east of Twelfth Boulevard.

Labert St. Clair, advertising director American
Electric Railway Association, spoke on the subject,
"Pack Up Your Troubles." At the annual banquet,
Leslie Vickers, economist of the American Electric Rail-
way Association, was the principal speaker. Round-table
conferences at which matters of mutual interest were
informally discussed featured the luncheons on Wednes-
day and Thursday.

At the closing session the following officers were
elected: President, R. J. Lockwood, assistant general
manager St. Louis Public Service Company; first vice-
president, C. A. Semrad, vice-president St. Joseph Rail-
way, Light, Heat & Power Company ; secretary-treasurer,
J. A. Weimer, superintendent of transportation Kansas
City, Clay County & St. Joseph Railway.

Executive committee: For two-year terms — J. N.
Shannahan, Omaha; S. W. Greenland, St. Louis; E. A.
Roehry, St. Louis ; G. W. Welsh, East St. Louis ; E. B.
Meissner, St. Louis, and F. O. Grayson, St. Louis. For
one-year terms — O. E. Turner, St. Louis and B. W.
Stemmerich, St. Louis. Under a change in the by-laws
all former presidents of the association become ex-officio
members of the executive committee.

Electric Railway Journal — July, 1929
711

Light Weight Attained

While the new Pittsburgh car resembles those built last year it weighs 27,000 lb. as compared with 36,500 lb. for the earlier model

and the exit is at the center instead of the rear

EXTREMELY light in weight, equipped with elec-
tro-pneumatic control with pedal-operated accel-
erator and dynamic brakes, powered with four
50-hp. motors and designed to appeal to the riders, the
latest experimental car of the Pittsburgh Railways,
recently delivered by the Osgood-Bradley Car Company,
represents another forward step in the development of
modern cars to meet present-day needs. The car is in
general similar to the two Pittsburgh experimental cars
supplied by the same builder last year and described
in detail in the June 2, 1928 issue of the Electric
Railway Journal. The principal differences are the
use of aluminum in the framing, the locating of double
cross seats on one side of the rear half of the car instead
of a single row of bucket seats at an angle, the substi-
tution of a center exit door for a rear door, and mod-
ifications of the control and braking equipment. The
step and floor heights, and the inside and over-all height
dimensions also have been
modified.

The car was built with
the lightest possible car
body framing construction
consistent with the neces-
sary strength and regard
for manufacturing con-
siderations. All metallic-
parts of the body construc-
tion and the various items
of equipment have been
made of aluminum wher-
ever possible. Special alu-
minum alloy was used
throughout the structure
where special strength re-
quirements are important,
while commercial alu-
minum was used for the
various items of interior

All control equipment is encased in a cabinet

Electric Railway Journal — Vol.73, No.16
712

finish such as wainscoting, cabinets, headlining, etc.,
where lightness only is the desirable consideration. The
Aluminum Company of America manufactured the va-
rious aluminum alloy items and standard rolled sections
such as I-beams, channels, tees, etc. The company also
produced numerous special sections. The floor of the
car is made up of aluminum Chanarch covered with
Flexolith, the safety treads at the steps being of
"Alumalun."

The weight of the entire body structure including the
aluminum Chanarch floor plates and the complete roof
with roof canvas, but exclusive of Flexolith flooring,
doors, windows, window regulators, furrings, inside
finish, and all items of equipment and trimmings, is 3,900
lb. The balance of 10,100 lb. entering into the weight
of the complete car body is made up principally of items
of miscellaneous equipment and specialties. The trucks
weigh 13,000 lb., so that the car completely equipped

weighs only 27.000 lb.
The trucks at present un-
der the car are the stand-
ard Timken No. 52 trucks
of steel construction. Spe-
cial trucks of the same
type embodying aluminum
wherever possible in their
construction are now being
developed by the Timken-
Detroit Axle Company.
With these the weight of
the car will be still further
reduced.

The exterior and in-
terior of the car through-
out are finished with Duco
pyroxlin lacquer, a unique
color scheme having been
developed. The exterior
of the car including side

in New

Pittsburgh
Car

Extensive use of aluminum reduces
body weight of Osgood-Bradley car
to 14,000 lb. Four 50-hp. motors
provide rapid acceleration and high
speed. Accelerator and dynamic
brakes are pedal-operated

sheathing, posts, and letterboards, is in black, the space
between the belt rails being Karnak green with double
aluminum stripes on the upper and lower belts. A Kar-
nak green stripe and two aluminum stripes also are
located on the bottom of the letterboard. The entire roof
of the car also is of green.

The interior of the car from floor to advertising card
molding is in a two-tone green, the darker color being
used from the floor up to and including the window sill
capping. The headlining is in ivory. The floor is of
green Flexolith, no paint being required.

The seats are of the special bucket type similar to
those used in the two experimental cars last year and
were developed by Hale & Kilburn, using aluminum in
their construction wherever possible. The stanchions

Bucket seats are used throughout. Behind the center door there
is a double :'ow on .he left side

at each of the diagonal bucket seats and elsewhere in the
car are of alloy aluminum tubing.

The window construction is similar to that used on
the two previous Pittsburgh cars except that the post
spacing has been reduced from 3 ft. 10^ in. to 2 ft. 6 in.,
and J-in. glass with aluminum frames has been used
instead of TB-'m. plate glass.

The following items of special equipment are installed
in the car :

Consolidated Car Heating Company heating equipment, the
heater cases and backs being of aluminum.

National Pneumatic door operating equipment with light-
weight differential engines arranged to be interlocked with the
electric control and air brake equipment.

Ohio Brass dash illuminating headlights.

Economy meters.

Ohio Brass light-weight trolley bases.

Keystone trolley catchers.

Osgood-Bradley ventilators.

Electric Service Supplies Company pull switches for signal
system.

Electric Service Supplies Company dome lamp fixtures arranged
with short-circuiting sockets for lamps, 20 in series from the
main power circuit, and with dome emergency light fixtures oper-
ated through suitable relays and Philco storage battery.

Ternstedt heavy bus type window regulators.

Faraday buzzer equipment.

(Brake

S Spaces® 2-6"- IZ'6" *f(f\---&i*-//f+ 5 Spaces Z'ei^V- J/zfr- ^"...^...p-V-'J

Marker

i 1 e new car is 45 ft. 3 in. long overall and 8 ft. 2 in. over side posts. With 42 scats the .'/eight
of this de luxe model is only 643 lb. per passenger

Ei.fxtric Railway Journal — July, 1929
713

Cleveland fare box.

Nichols-Lintern sand traps.

Nichols-Lintern stop light equipment.

Pittsburgh Railways standard Hunter illuminated sign.

J. L. Howard & Company ball bearing hinges.

Osgood-Bradley life guard.

Four Westinghouse type 1426 motors, rated at 50 hp.,
are installed on the car. They are geared 4.4 : 1 to 26-in.
wheels. The free running speed of the car on level
tangent track is approximately 45 m.p.h.

The control is Westinghouse electro-pneumatic, actu-
ated with line current, with variable automatic accelera-
tion and dynamic braking. Air brakes also are included in
the equipment. The main control is through fourteen
unit switches. Twelve of these are type UM and are
mounted in the platform cabinet. The other two, type

This pedal control for power and brake is mounted in a recess
on the cabinet

806, are mounted beneath the car. One is the line switch
and the other is the main switch in the braking circuit.
The use of 300-volt motors reduces the number of
switches necessary, since the fields and armatures are
interconnected during dynamic braking with fewer con-
nections than would be possible with 600-volt motors.
The type M resistor is mounted beneath the car. It is
divided into three parts, one for the main circuit, one
permanently in the braking circuit, and the third in the
braking field circuit. All of the control apparatus in
the cabinet was mounted on a panel and the connections
were made before it was inserted in place.

The master controls, both for acceleration and braking,
are foot-actuated through two pedals. They have been
designed to resemble the controls of an automobile.
Variable rates of acceleration and braking may be ob-
tained, and are approximately proportional to the dis-
tance the proper pedal is depressed, the maximum being
obtained with full depression. The range is between
the minimum practical values and the adhesion limit.
If the braking pedal is depressed as far as possible, not
only is the maximum dynamic braking rate obtained, but
the air brakes are applied by means of a mechanical
connection with the pedal. This permits the use of the
air brake should the trolley pole come off the wire and
the dynamic brakes become inoperative temporarily be-
cause the emergency switch had not been set. A latch
which holds the braking pedal in the fully depressed
position permits the operator to leave the car with the
air brakes set. If for any reason the operator should
remove his feet from both pedals suddenly the power
supply would be cut off and the dynamic and air brakes

applied to bring the car to a stop. In ordinary service
either pedal may be depressed alone and its motion ar-
rested at any desired point. There is a holding position
so that either acceleration or braking may be arrested at
any point desired. In order to permit track switches
to be thrown the brake pedal may be depressed past the
dynamic to the air braking position while the car is
drawing power.

The proper action of the control energy on the various
switches is obtained by an air-operated sequence drum
which gives twelve accelerating notches and eight dynamic
braking notches. It also automatically applies the air
brakes when the dynamic braking has reduced the car
speed to approximately 3 m.p.h. To prevent any lag in
dynamic braking while the motors are building up their
fields, the braking connections place two of the fields
across the line in serie§ with a resistance. Since the
fields and armatures are* interconnected this excites the
entire circuit and permits the braking action to start
without any lag.

The reverser is of the drum type and is hand operated,
being placed with its handle convenient to the operator.
It has an emergency position in which dynamic braking
will be obtained regardless of the direction of motion
of the car or absence of power. This gives a quick and
reliable means of stopping the car under practically any
conditions. The ordinary control switch is omitted,
since moving the reverser handle from either of the
operating positions opens the control circuit.

The air brake equipment was specially designed by the
Westinghouse Traction Brake Company to operate in
connection with the pedal electric control.

The car body is mounted on Timken-Detroit Axle
Company No. 52 worm-drive trucks with disk brakes
operating directly on the armature shafts. The disk
brake for each motor is provided with two sets of shoes
operated by special air brake cylinders mounted directly
on the trucks. One set of shoes is operated by suitable
mechanism through a hand lever adjacent to the
motorman.

The Most Complete

Analysis of New Car
Economics

Ever Published

13 ACK in 1922 the management of a comparatively
-*-' small interurban property comprising 70 miles of
track divided into four lines, made a complete re-
placement of equipment with twelve light-weight cars.
The following year, all of the cars on a small city
system comprising 17 miles of track in a city of
approximately 60,000 population were replaced with
27 light-weight one-man cars. Automobile competi-
tion has made serious inroads on the traffic of the
interurban. The city system has held its own. Under
these conditions the new cars on both properties have
been operated long enough so that the complete
record of the results is available. Was the invest-
ment in new cars justified? Look for this article
by the management of these properties, in the August
number of Electric Railway Journal. It presents
the most interesting, complete and authoritative anal-
ysis of new car economics ever published.

Electric Railway Journal — Vol.73, No.16
714

New Cars

Third and concluding
article of the survey
of new car experience

AY FOR

EMSELVES

on Many Properties

By
MORRIS BUCK

Engineering Editor
Electric Railway Journal

Definite savings of #1,268 in equip-
ment maintenance and power can
be made with new cars. Additional
savings are certain in maintenance
of way and in transportation. Speed-
ing up the service not only reduces
costs but makes the ride more at-
tractive and so increases revenue.

PRACTICALLY every
new car that has been
purchased in the past few
years is capable of making
faster schedules than the older
ones on the same property.
The motors are more powerful
in proportion to the weight
and, taking less power from
the line, the loss of voltage in
the distribution system is less.
Brakes are better designed.
The new cars can be brought
up to speed more quickly and
can be stopped more quickly.
Moreover, attention to design
of doors, steps, and aisles has

made it possible to reduce the time for passenger
interchange. Unfortunately, the roads using the new
cars have not obtained the full advantage in schedules.
Those which have given actual figures in the new car
survey by Electric Railway Journal have shown
increases in speed up to 6 per cent, which can be credited
directly to the new equipment. Depending on conditions
such as length of line, headway, number of stops and
length of run in the congested section, modern cars,
when segregated on definite routes, should make possible
increases in schedule speed of 10 to 20 per cent above
those common on the average city road. This in itself
will make a material reduction in the cost of service,
both in the total and on a car-mile basis. The majority
of the expenses vary but little as the speed is increased,
so that, the additional car mileage that can be obtained
will require less investment in equipment and in the fa-
cilities needed to care for it.
As to the maintenance ex-
penses, few properties keep
separate records for the va-
rious classes of cars. Some
companies that have made
an accurate separation show
remarkable savings in the
maintenance of new cars as
against the other rolling
stock. The five-year average

of equipment costs in Birming-
ham, Ala., for new cars is 1.15
cents per car-mile less than the
system average, even though
the average age of all cars is
fairly low. In Detroit, the
Department of Street Railways
shows that maintenance of new
52-seat Peter Witt cars is 1.04
cents less than for equivalent
seating capacity in older double-
truck cars that they replace.
Over a period of five years the
Brooklyn City Railroad finds
the cost of maintaining new
cars is 2.5 cents less than for
the old ones. Chattanooga
shows a reduction of 1 cent per car-mile as compared
with the general system average. Grand Rapids has
found that over a three-year period, an average reduction
in maintenance cost for new cars of 2.49 cents.

From the figures analyzed in this study, it is quite
conservative to state that on many properties that still
are operating heavy
equipment of an-
cient v i n t a g e —
patching, repairing
and rebuilding as
best they can, a sav-
ing of 2 cents per
car-mile in equip-
ment maintenance
alone may be ex-
pected to result

from the purchase of new cars. Consequently, if the
new equipment is used for the base schedules, operating
approximately 40,000 miles per year, the saving in main-
tenance alone amounts to $800 per car per year.

Replacement of a car weighing 40,000 lb. with one
weighing 24,000 lb. will reduce the total load, including
40 passengers, from 46,000 lb. to 31,000 lb., or one-
third. Tests made at various times have shown that the
propulsion energy used is practically in proportion to
weight, other things being equal. Without making
allowance for higher efficiency of the new equipment,

Electric Railway Journal — July, 1929
715

this energy saving is reflected directly in power costs.
In 1928, the average cost in the power account was
4.38 cents per car-mile for all the companies reporting
to the American Electric Railway Association. De-
ducting 20 per cent for car heating and lighting and for
shop and miscellaneous uses, the industry average cost
for propulsion was 3.5 cents per car-mile. A saving of
one-third of this, or in proportion to the weight alone,
is 1.17 cents. For an annual mileage of 40,000 the
saving is $468 per car.

Without making allowance for other savings which
are bound to come in connection with the replacement
of old cars with new, the definite savings of $800 for
equipment maintenance and $468 for power can be
credited to new equipment. The total of $1,268 repre-
sents 8.5 per cent on an investment of $15,000 in a
new car. While this is in itself sufficient to justify the
replacement of an old car, no account has been taken
of the ability of the new equipment to make a greater
daily mileage, which will be obtainable both on account
of the higher speed possible and the greater reliability
and smaller shop time needed. Neither does it make
any allowance for the lower transportation cost due to
the higher schedule speed possible. The reduction in the
number of cars which are needed to give a specified
service causes a decrease in the capital invested, reducing
the interest and depreciation charges, although these items
do not lower the operating expense.

When the opportunities for speeding up the system,
saving in track maintenance, and stimulation of riding
are considered, no management can afford to overlook
the possibilities of new equipment.

Although the properties included in the survey were
selected solely on the basis of the record for purchases
of new cars during the past few years, without regard
to location or management, it is significant that every
winner of the Charles A. Coffin award since it was first
offered in 1923 is included in the list. On all of these
properties the financial results have been good. All
but one of them, which was the winner in one of the
•early years of the contest, have reduced the operating
ratio. The one company has been able to maintain an
operating ratio between 60.5 and 64 per cent throughout
the six years, or more than 12 points below the average
for the country.

More Results from Individual Properties
Show Definite Benefits

The summaries of information published in this and
the preceding articles on the subject of new cars give
briefly the results that have been obtained by the prop-
erties included in this survey. They all report definite
benefits from the new equipment, greater or less ac-
cording to the proportion of new cars and the effective-
ness with which they have been placed. Numerous
other properties have obtained advantages from the use
of new equipment equal in magnitude, although on many
of them it has not been possible to segregate the figures
to show the relative revenues and expenses of the
various classes of equipment.

Trail City Rapid Transit Company, Minncapolis-St.
Paul, Minn. — This company has built 35 cars of an en-
tirely new design, and has modernized more than half
of the 1,000 cars already on the system. There has
been a good psychological effect in aiding public rela-
tionship, although it has not been possible to see any
effect on the gross revenue. It is the belief of this
company that good riding qualities and pleasing appear-

ance are of value, but that it is even more important to
have sufficient motive power and an adequate braking
system to insure a material increase in schedule speeds.
This will bring substantial reduction in labor costs and
the total number of cars operated, and will minimize as
well the ever-present criticism by patrons of a "dragging
ride."

Birmingham Electric Company, Birmingham, Ala. — ■
This company purchased twenty cars in 1924 and sixteen
more in 1926. Although a rerouting of the system in
1927 made possible a considerable reduction in system
car-miles, the new cars were maintained at lower costs

10005

1923

1924

1925

1926

1921

1928

Passenger revenues have held up well in Birmingham in the face
of a severe inauctr'al '.cire-s'cn, vhile operating expenses have
..-,, ;-"duce^

All can .Birmingham n

Maintenance costs in Birmingham have been consistently jess with
the new cars as compared with the average of all equipment

than other equipment. The following maintenance ex-
penditures for bodies, trucks and electrical equipment
from 1923 to 1928, inclusive, show the advantages of the
new cars :

MAINTENANCE COSTS OF CAR BODIES. TRUCKS AND ELECTRICAL
EQUIPMENT, 'BIRMINGHAM ELECTRIC COMPANY

, Cent* Per Car-Mile ■

1924 1925 1926 1927 1928
0.8 1.0 1.0 1.4 1.3
2.0 2.1 2.1 2.1 1.9

New cars.
All cars. . .

1923

i'.i

The maintenance cost per car-mile for the system in
1928 was reduced in part because of the influence of the
materially lower cost for repairing the new cars.

Improved financial results were obtained in Birming-
ham despite a severe industrial depression which caused
a falling off in traffic. Increased operation of one-man
cars has tended to counteract an increase in wages.

Greenfield & Montague Transportation Area, Green-
field, Mass. — Under public ownership this street railway
serves the communities of Greenfield, Montague City

Electric Railway Journal — Vol.73, No.16
716

and Turners Falls, all in the northern part of the state.
Of eight cars on the property two were bought in 1927
at a cost of $27,834. These new cars have given 65
per cent of the service on the main line since May 1,
1927. They replaced older and much heavier cars with-
out any change in schedule speed, rates of fare or rout-
ing. In November, 1927, the flood which overwhelmed
large areas in the Connecticut Valley made it pecessary
to co-ordinate the car service with a bus for fifteen days,
which reduced the passenger revenue and increased ex-
penses. In 1928 the discontinuance of a local freight
yard caused the loss of considerable business. However,
the passenger receipts in 1926 were 10.01 per cent more
than in 1925, in 1927 were 8.56 per cent more, and in
1928 were 1.82 per cent more. The management cannot
say that the new cars have brought any new revenue, but
they may have checked a decline in revenues. The
patrons are very much pleased with them.

The new cars show a decided decrease in maintenance
cost from the old cars. The costs of car maintenance,
not including depreciation, were 4.61 cents per car-mile
in 1925, 4.84 cents in 1926, 3.94 cents in 1927 and
3.27 per cent in 1928. A 6-ton difference in weights of
the new cars as compared with the old cars under test
showed a 15 per cent saving in energy at the car. At
the substation the alternating current input was 4.45
kw.-hr. per car-mile in 1926, the last full year with the
old cars and 3.97 kw.-hr. per car-mile in 1928, the first
full year with the new cars.

Modernization Brings Gains in Tennessee

Four Tennessee properties have shown remarkable re-
sults from modernization in the past few years. These
are the systems at Chattanooga, Knoxville, Memphis
and Nashville. Each has purchased new cars in the
past few years, although all have been consistent pur-
chasers of equipment over a long period. In 1926 new
cars were delivered in Chattanooga, Memphis, and Nash-
ville, while the new cars were received in Knoxville in
the following year. The latter property, however, had
purchased 44 cars in 1923-1925. In order to make a
comparison of the operating results on these four sys-
tems, the revenues and expenses have been combined for
the.years 1926-1928 as against 1923-1925, both inclusive.
While there was a slight recession in gross revenue,
amounting in the aggregate to $582,350, or 2.7 per cent,
on the four properties for a period of three years, there
was a reduction of $1,064,845, or 7.3 per cent, in oper-
ating expenses in the same period. This was accom-
plished despite an increase in car-miles operated of al-
most 7 per cent and an increase in platform wages of
2 cents per hour on all the properties. In fact, the net
revenue was 0.3 cent per car-mile more in the latter
period, even with the extra car mileage run. The gross

SUMMARY OF RESULTS ON FOUR TENNESSEE PROPERTIES

City Cars Bought Year Total Cost

Chattanooga 10 1926 $146,350

Knoxville 12 1927 175,000

Memphis 32 1926 500,000

Nashville 10 1926 146,350

A total of 64cara $967,700

Operating rendu: 1926-7-8 1923-4-5 Difference

Railway operating revenue $20,793,837 $21,376,187 $582,350 less

Railway operating expenses 13.490,384 14,555,229 1,064,845 less

Net revenue from railway operation $7,303,453 $6,820,958 $482,495 more

Car-miles operated 56,391,990 52,752,989 3,639,001 more

Cent* per car-mile :

Railway operating revenue 37.6 40.5 2.9 less

Railway operating expenses 24.4 27.6 3.2 less

Net revenue from railway operation 13.2 12.9 0.3 more

saving of $1,064,845 in three years is more than the
amount spent for the cars, which was approximately
$967,700 for the four properties. While not all of the
saving can be credited to the new cars, the managements
are agreed that they have been a material factor in im-
proving conditions, and that without them the saving
would not have been possible.

Tennessee Electric Power Company, Chattanooga,
Tenn. — In October, 1926, this company purchased ten
modern cars at a cost of $146,350. At the beginning of
1927 they were placed in
service on two lines, the
East Lake and the Oak
and Ridge, without changes
in headways, schedule
speeds, rates of fare or
method of operation.
While revenues in Chatta-
nooga have fallen off in
the past few years the lines
with new cars showed up
much better than the remainder of the system, as may
be seen from the following comparison :

1926

1927

1928

Two lines :'n Chattanooga with
new cars show i>etter uarn'n^s
than the rest of the system .

REVENUES ON CHATTANOOGA RAILWAY LINES, TENNESSEE
ELECTRIC POWER COMPANY

Remainder of
East Lake Route Oak and Ridge Route System

Year System Per Per Per

All old cars Cent Cent Cent

1926 $934,136 $188,381 20.2 $135,060 14.4 $610,695 65.4

. — Neu Care . > — New Care , < — Old Cars ,

1927 890,561 185,981 20.9 $136,521 15.3 568,059 63.8

1928 866,578 183,609 21.2 138,166 15.9 544,803 62.6

The car -miles operated on these two lines, as well as
on the remainder of the system, have changed less than
1 per cent during the three-year period. The difference
in revenue is, therefore, attributable almost entirely to
the new cars.

Operating expenses have taken a sharp drop from
$587,757 in 1926 to $571,165 in 1927, and again to
$558,244 in 1928. A considerable portion of this is due
to the saving in maintenance expense with the new cars,
which for the two years have averaged 1.22 cents per
car-mile, while the costs for all cars were 3.12 cents per
car-mile in 1926, 3.19 cents in 1927 and 3.25 cents in
1928. The ten cars, naturally, are not a great enough,
proportion of the 74 cars in daily service to make a
material difference, since the cost of maintaining the
old cars is increasing each year.

According to the company the new cars have stim-
ulated riding and have improved public relations.

Nashville Raihvay & Light Company, Nashville, Tenn.
— In October, 1927, new cars of an improved type were
put in service on one of the heaviest two-man lines.
While there was no increase in revenue, the improved
feature of the new cars as to comfort and convenience
enabled the company to change to one-man operation,
making a considerable saving. At the time the substi-
tution was made the company staged a "Pageant of
Street Railway Progress." More people viewed this
parade than any previous event of the kind in Nashville.

The company believes that the new cars have improved
public relations materially.

Memphis Street Railway, Memphis, Tenn. — This
company purchased 32 new cars in 1926 at a cost of ap-
proximately $500,000, adding them to 199 already in
service and retiring eleven, leaving 220 active cars on
the system. The new cars were placed on the Peabody

Electric Railway Journal — July, 1929
7\7

14000

15000

£ 12p00

o 11.000

S 10000
§270000

«250p00
250000

New cars in service

Passenger revenue, \ 1
fine with new cars ^»

* Passenger revenue. .Memphis
1926 § 1926 k ■ 1927 | 1928" g

„50

»o 45

si. 40

tt t35

^y^Line w

Ith new y.
rs f

All Me

nphis systt

1925

1926

1927

1928

One Memphis line that has been equipped
with new cars is doing better than the
average, both in total and on a irar-mile
basis

line in August,
1926, and the
revenue showed
an immediate in-
crease, which
continued dur-
ing 1927. In
1928, when the
revenue for the
entire system
was off, the line
with new cars
showed compar-
atively less loss..
The car mileage
has been varied
from time to
time to meet the
demands, but
there has been
no radical re-
adjustment.
Records of maintenance costs are not kept separately
for the various types of cars. They were 1.66 cents in
1925, 1.55 cents in 1926, 1.61 cents in 1927 and 1.80
cents in 1928. The low cost in 1926 was due to rebuild-
ing 40 of the older cars into one-man cars.

Public relations unquestionably improved with the in-
stallation of the new equipment. There have been no
franchise or fare changes during the period since the
new cars have been in service, so no test has been made
of their value in this respect.

Large Savings in Massachusetts

Springfield Street Railway, Springfield, Mass. — Fifty
new cars were purchased at a cost of $786,227 and placed
in service in 1927 on four lines, with only minor changes
in headways and speeds. Routing and fares have re-
mained unaltered. The revenues on these lines held up
better if anything than those for the remainder of the
system during the general depression which has existed
in the city during the past two years. From 1926 to
1928 there was a reduction of $595,205 in the cost of
operation. While accounts are not kept separately, the
cost of maintaining equipment dropped from 4.41 cents
to 3.66 cents per car-mile. Part of this reduction of 0.75
cent is due to the use of new cars for one-fifth of the
total service.

The company feels that much of the improvement of
public relations in the community is due to the expendi-
ture for new equipment.

RESULTS WITH NEW CARS, SPRINGFIELD STREET RAILWAY

System
Year Total

1926 $2,885,631*

1927 2,585,359

1928 2,398,270

-Annual Passenger Revenue-

Lines with New Care Lines without New Cars

Amount Per Cent Amount Per Cent

$607,674* 21.07 $2,277,957 78.93

551,846 21.34 2,033,513 78.66

551,126 23.0 1,847,144 77.0

Annual Car-Miles

1926 6,488,453* 1,184,689* 18.26

1927 6,064,766 1,172,645 19.33

1928 5,668,353 1,195,410 21.08

5,303,764 81.74
4,892,121 80.67

4,472,943 78.92

Worcester Consolidated Street Railway,. Worcester,
Mass. — As in Springfield, 50 cars were bought in 1927
at a cost of $787,679 and placed on four routes. Sched-
ules were unchanged. The revenue has remained prac-
tically constant, having a reduction in 1928 of 5.6 per
cent from 1926, whereas the lines without new equipment
have dropped off 17.1 per cent, or more than three times
as much. While costs are not segregated, there has been
a reduction of $816,913 in the total from 1926 to 1928.
Equipment costs have gone down from 5.75 cents per
car-mile to 3.75 cents in the two years with the modern
equipment, making about 22 per cent of the total. As
in Springfield, the new cars, representing a very vital
part of the rehabilitation program which the company
is putting through, have improved public relations.

RESULTS WITH NEW CARS, WORCESTER CONSOLIDATED STREET

RAILWAY

Annual Passenger Revenue

System
Year Total

1926 $2,922,099*

1927 2,685,857

1928 2,512,280

Lines with New Cars Lines without New Cars

Amount Per Cent Amount Per Cent

$781,651* 26.74 $2,140,448 73.26

763,476 28.42 1,922,381 71.58

737,944 29.37 1,774,336 70.63

1926.
1927.
1928.

Annual Car-Miles

6.072,892* 1,300,754* 21.42
5,446,097 1,282,179 23.54
4,953,359 1,282,500 25.89

4,772,138
4,163,918
3,670,859

78.68
76.46
74.11

Cents per Car-Mile

48.11* 60.09*

49.31 59.54

50.72 57.54

44.86
46 17
48.34

System Operating Expenses

1926 $2,729,220*

1927 2,353,880

1928 1,912,307

♦Before new cars were installed.

Miami Beach Railway, Miami Beach, Fla. — This prop-
erty has been affected in the last few years by the land
boom in the city. The great increase in business in the
winter of 1925-1926 prompted the purchase of twelve
new cars, which were placed on one route. In addition
twenty new cars were taken over from the Coral Gables
Corporation.

£100
2

1
f 50

s o

i2 30

i io

Miami . system revenues .

System expenses'

1924

1925

1926 1927

Real estate boom

1928

Pevenv*jy line with new cars In

i S"

1 /

1924

1925

1926

1927

1928

Cents per Car-Mile
44.7* 51.21*

42.7 47.07

42.2 46.10

1926

1927

1928

System Operating Expenses

1926 $2,475,889*

1927 2,190,511

1928 1,880,684

♦Before new cars were installed.

42.94
41.57
41.29

In Miami, Fla., one route with new cars is do'ng as well now as
it did during the real-estate boom in 1925-1926

The new cars began service in January, 1926. The
revenues went up immediately from $16,900 in December
to $24,600 in January, with further increases in Feb-
ruary and March. With the collapse of the boom the
riding fell off sharply. There was a further setback in
October, 1926, when the hurricane washed the line off
the causeway into Biscayne Bay. Hence the receipts for
October and November were far below normal. In

Electric Railway Journal — Vol.73, No.16
718

order to handle the traffic the line was double-tracked
in July, 1927, and the headway was changed from ten
and twenty minutes to five and ten minutes, the schedule
speed being increased from 9.8 to 16.6 m.p.h.

The cost of car maintenance in 1924 and 1925 was
2 cents per car-mile. In 1926, when it was necessary to
use all available equipment on account of the boom, and
when repairs were abnormal as a result of the hurricane,
the cost went up to 4.1 cents. In 1927, however, it fell
to 2.6 cents and in 1928 remained at 2.8 cents. The new
cars, of course, are of greater capacity than many of the
single-truck cars in former use on the property.

Public relations have improved on the whole as the
new cars are large and roomy, with ample motor equip-
ment. The new cars have been so popular that the
patrons of some of the other lines on which there is less
riding have requested the new type cars.

Wheeling Traction Company, Wheeling, W. Va. —
This road purchased a total of 23 new cars in 1924, at
a cost of $322,432. These have been in service ever
since, carrying about one-third of the total traffic. There
has been a marked improvement in public relations,
notably evidenced by the passage of many better new
franchises. The progressive attitude of the management
in the rehabilitation of the property has been largely re-
sponsible for this result.

Wheeling Public Service Company, Wheeling, W . Va.
— Fifteen new cars were placed in service on this sys-
tem in January, 1927. For approximately six months
the gross revenue showed an increase of 2.5 per cent.
Afterward, owing to industrial conditions, the revenue
fell off and is not yet up to normal. The new cars were
designed for one-man service, making a saving of about
30 per cent in conducting transportation. The mainte-
nance of equipment cost compared with that of cars
which had been in service for fifteen to twenty years is
estimated by the management at about 25 per cent less.
Taken as a whole, the costs for the year show a decrease
of about 27 per cent. Not all of this can be attributed
to the new cars, as considerable construction work in the
way and structures department is now resulting in a
saving.

The public relations have improved with the new
equipment. It is possible to give better service with
fewer delays, and this naturally creates a better feeling
on the part of the riding public.

Brooklyn City Railroad, Brooklyn, N. Y. — New cars
have permitted this company to speed up its schedules
on all lines where they have been installed, reducing the
duration of the stop from an average of 8.2 seconds to
an average of 6 seconds, and have done their part in re-
ducing accidents of all kinds. On lines where other
conditions such as the opening of subways have not
complicated the situation they have materially reduced
the cost of maintenance. Over a period of approximately
five years this reduction has been 2.5 cents per car-mile.

Revision of some surface lines on account of the
opening of new subway routes and the addition of ex-
press service to others has resulted in a reduction in
gross revenue. The net, however, has been about the
same since the installation of the new cars, despite the
increases of wages of trainmen and shopmen. The
economies are attributed to the new cars. In the opinion
of the management they have had a great deal to do with
creating more favorable relations, both with 'the public
and with the employees. On the whole there is no ques-
tion but that their purchase has been a wise investment.
Grand Rapids Railroad, Grand Rapids, Mich. — Fol-

lowing the ex-
perimental i n-
s t al 1 a t i o n of
three cars in

1925 in an effort
to d e t e r m ine
what features
were of greatest
benefit, this com-
pany bought 27
new cars in

1926 at a cost
of $359,544.
These cars were
placed in service
on two lines.
There were no
material changes
in h e a d w a ys,
speed, fare or
routing, although
two-man opera-
t i o n was re-
placed by one-
m a n operation.
The immediate
effect of the
new cars was an
increase of rev-
enue as com-
pared with the
year before. For
the first twelve
months the lines
with the new
cars showed an
increase of $15,-
448, while the
lines using the
old cars showed
a decrease of
$15,956. The
new cars thus
were able to
keep the system
revenue practi

175

5150

£!«

[

New cars
in service \y

Grand Rapids
AIJ lines

\J J

Two Grand Rapids lines with new cars are
bringing in a higher proportion of the
gross revenue than they did in the old
days, while the operating expenses, both
total and in cents per car-mile, are much
less. Receipts per car-mile are shown
below in comparison with the rest of
the system

cally up to the level of the year before, although they only
produced 36.8 per cent of the car-miles. Although in
the last two years revenue has fallen off, principally on

RESULTS WITH NEW CARS,

Before
New Cars
June-May
1925-1926

Passenger receipts: .,,,.,„

Routes with new cars.. . $743,410
Routes without new cars 967, 2 1 5

Sys' tn total $1,710,633

Per ce nt of total receipts,

routes with new cars... 43.3

Car-miles run:

Routes with new cars... 1,327,147
Routes without new cars 2,350,385

System total .. 3,677,532

Per cent of car-miles,

routes with new cars.. 36. 1

Earnings, cents per car-mile:

Routes with new cars. . . 56.0

Routes without new cars 41.1

System average 46 . 6

Operating expenses: ,,,,,.„,

Total $1,163,691

Per car-mile, cents 31.7

GRAND RAPIDS RAILROAD

»— — After Installation of New Cars .

June-May June-May June-January
1926-1927 1927-1928 1928-1929*

$758,865
951,261

$1,710,126

44.3

1,373,577
2,373,454

3,747,031

36.8

55.1
40.2
45.7

$1,048,740
30.2

$709,426
873,428

$1,582,854

44.9

1,378,239
2,415,452

3,793,691

36.4

51.4
36.2
41.7

$986,430
26.1

$453,857
569,403

$1,023,260

44.3

916,270
1,613,066

2,529,336

36.2

49.5
35.1
40.5

$663,406
26.1

♦Eight months only.

Electric Railway Journal — July, 1929
719

1925

1976

1927

1928

account of unfavorable industrial conditions in the city,
the management contends the decrease would have been
even greater had it not been for the modern equipment.
Maintenance costs of the new cars have been very
low, as may be seen from the following table :

ANNUAL COSTS OF CAR MAINTENANCE IN GRAND RAPIDS

^-Cents Per Car-Mile—^
New Cars All Cars

1925 * 79

1926 0.75 4.24

1927 0.99 3.16

1928 0.95 2.80

Virginia Elec-
tric & Power
Company, Rich-
mond, Va. — In
June, 1926, fif-
teen new cars
were purchased
at an approxi-
m a t e cost of
$216,000 a n d
placed in service
on the Gi nter
Park- Fulton
line. It is rather
difficult to de-
termine the ef-
fect of the cars
on r e v e n u es,
since there was
a rather com-
pl e t e rerouting
and co-ordina-
tion of rail and
bus service in
January, 1927.
The line also
was paralleled
for approximate-
ly 0.9 mile by a
bus line which
was started in
January, 1927.
This took away
considerable rev-
enue.

The earnings
on this line have
held up propor-
tionately higher
While the head-

I 240

h 230
! 220
» 210
<* 200
190
180

1 140
IS IK

£."§120

u 3 110
ft

100

» 90

§ 80

o 800
(£
Si
=E 700

600

passenger revenue

f \/ 1

* V

1 K

Richmond railway

V s *

y^VWyv*^

1925

1926

1977

1928

Ointer Park-Fulton line w

a/^W

Richmond system

Y "vv

1975

1976

1977

1928

The Ginter Park-Fulton lines in Rich-
mond, Va., with its new cars, has done
much better than the average of the
system in revenue. The expenses of
the system have been reduced sharply
in the past two years

than for the system as a whole
ways, routing and fares have remained substantially the
same there has been a slight saving in car-miles during
1928 on the line. There also has been an increase in
speed, from 9.21 m.p.h. to 9.31 m.p.h. While exact data
are not available for maintenance cost on the new equip-
ment the company estimates a saving of 1 cent per car-
mile with the light-weight double-truck cars as com-
pared with heavy equipment. The total car maintenance
for the system has been reduced year by year as follows :
In 1925 it was 4.47 cents, in 1926, 4.12 cents, in 1927,
4.0 cents and in 1928, 3.87 cents.

The new cars have been of considerable value in fos-
tering good public relations in that section of the city
served by them.

Arkansas Power & Light Company, Little Rock. —
Thirty new one-man cars were purchased in 1926 as part
of a modernization program. Immediately afterward
the company changed over all of its cars for one-man
service. It was found possible not only to hold the
schedule speed, but to increase it slightly with the advent
of the one-man service, while the accidents were reduced
materially.

Boston Elevated Railway, Boston, Mass. — There is no
comparison between the modern equipment on this sys-
tem today and that in 1918. During the past ten years
this company has spent $19,000,000 for new cars and
buses. In this time there have been placed in service
906 new surface cars of modern type, 165 steel elevated
and tunnel cars, 95 Cambridge Subway-Dorchester Tunnel
cars, 48 East Boston Tunnel cars and about 300 buses.
The company has retired 1,476 out-of-date cars, and 72
of the new cars have been sold or destroyed by fire. With
fewer cars in service, the number of seats furnished has
been increased due to the larger capacity of the modern
cars and to more frequent headways, in part made pos-
sible by the use of one-man cars. The new cars have
wider doors and lower steps, thus serving convenience
and reducing accidents.

Consistent purchases of cars, both for surface and f.^r rap^d TTM t
lines, have marked the program of the Boston Elevated Rail-
way during the past ten years

Of course the substitution of modern cars for old has
resulted in substantial economies. Their use is, however,
only one of many changes made during the ten-year
period, and it is not possible to allocate economies in
dollars to the modern equipment.

Purchases of new cars by years are shown in the

accompanying diagram. A
consistent program has
called for additions every
year. With the adoption
of public control an ade-
quate depreciation f u n d
has been set aside, amount-
ing to between $2,000,000
and $3,000,000 per year.
This makes it possible to
provide for future re-
newals. An accompanying table shows how the new
cars have been put to good use. The box cars, articulated
and earlier types of semi-convertible cars which pre-
viously made up the surface rolling stock have virtually
been retired except for emergency duty.

SERVICE WITH VARIOUS

EQUIPMENT, 1918 AND 1928,

BOSTON ELEVATED RAILWAY

Per Cent of Total
1918 1928

Modern cars 7.1 49.4

Semi-modern cars. ... 19. 4 ....

Obsolete cars 46.2 10.1

Rapid transit 25. 29. 1

Foreign cars 2.3 1.0

Buses 10.4

Electric Railway Journal — Vol.73, No.16
720

Pacific Electric Expands

Pick>Up andDelivery Service

Co-ordinated rail and truck freight service, established
by means of contract arrangement with independent
truckmen, meets demands in satisfactory manner

Independent truck owners are glad to accept contracts with Pacific Electric Motor Transport Company

TO GIVE better service to
the shipper and at the
same time meet the in-
roads of motor truck com-
petition, the Pacific Electric
Railway, through a separately
organized and operated subsidiary
Motor Transport Company, last
a store door, freight pick-up and delivery service.
The Transport Company publishes rates from store door
at point of origin to store door at point of destination.
It issues a single through billing from and to both points
and undertakes the performance of the entire service. At
originating points the Transport Company's trucks pick

By up shipments at the merchant's

store door and haul them to the

station where they are loaded

on cars of the Pacific Electric

Railway and hauled by rail to

the station of destination. At

such destination station the shipments are transferred

again from the rail cars to the motor trucks and delivery

is made to the store door of the consignee.

In addition to store-door to store-door delivery, the
tariff of the Transport Company in some instances in-
cludes rates from or to the station; that is, from the
station at originating point to store door at point of
destination; or from store door at point of origin to

PAUL T. PORTER

Editor Bureau of News, Pacific Electric Railway
Los Angeles, Cal.

the Pacific Electric
March inaugurated

Electric Railway Journal — July, 1929
721

3 San Fernando

LEGEND

Pacific Electric Railway, SingleTruck
» » " , Double "

Agencies of Fbcific Eltcfricbohr Transport Co.
ScaJe.Miles
2 4 6 8 10
I I I I I I

Map of territory served by Pacific Electric Motor Transport Company

station at point of destination. The object of these al-
ternative rates is to enable the Transport Company to
render service similar to that supplied by private truck
carriers. In no instance does the Transport Company
publish station-to-station rates. The contract of the
latter company with the Pacific Electric Railway pro-
vides for the new company to make joint use of the
railway's freight stations and station employees, the
Transport Company participating in payment of salaries
to such employees and paying rent for the use of facili-
ties employed.

A combination waybill and expense bill is used, the
complete document being made out by the agent at the
forwarding point. An outstanding advantage of this
practice is that the expense bill is ready to go with the
truck driver who makes delivery at door of consignee.
The plan of operation also provides a c.o.d. service
for the shipper, the truck driver making the collection.
In the case of regular customers, whose financial status
is unquestioned, the Transport Company's agent makes
collection for services rendered.

In recognition of the fact that the C.O.D. shipper
is pleased with the quick return of collections for mer-
chandise so shipped, the Transport Company manage-
ment conceived and perfected a plan whereby such
collections are paid over to the shipper within from 24
to 36 hours after pick-up of the shipment. This feature
of the service has been commended most highly by many
of the shippers.

Use of the rail car for the line haul between origin and
destination points is simply an operating convenience,
and so far as the shipper and receiver are concerned,
the railroad does not enter into the performance of the
service contract. The rail service is carried out by the
railroad for the Transport Company under a private
contract. Under the plan of operation now in effect the
Pacific Electric Motor Transport Company has not
found it expedient to purchase its own motor trucks.

contracts to date having been made with local truck
operators within the towns or districts being served.
Sensing the possibilities for increased business, truck
operators have been quick to enter into contracts. The
large tonnage which promises to develop has also been
an incentive to truck owners to seek a contract arrange-
ment with the new company. Rates of the new company
are not gaged or based upon existing rail rates between
the same points. Necessarily, they are designed to meet
on common ground motor truck carriers operating in the
same territory, and while the Transport Company's rates
are in some instances the same as station-to-station rail
rates, in most cases they are higher.

The large number of freight trains operated by the
Pacific Electric Railway makes possible a one-day deliv-
ery. Shippers are urged to notify of pick-up not later
than 3 p.m. and when this is done guarantee of delivery
is made for early the following morning. Failure to
notify of pick-up by 3 p.m. does not necessarily imply
that a truck will not call the same afternoon and accom-
plish delivery the next Tnorning, and arrangements have
been made whereby shipments, picked up as late as 5 :30
p.m., have been delivered early the following morning.
Many shippers find it necessary to keep their floor space
clear and insist that shipments be taken as soon as they
are ready. To meet this condition contracts with truck-
operators stipulate that they shall make pick-up within
two hours after being notified to call.

Operators of the truck fleets have shown both a
willingness and even desire to obtain contracts in the
various cities where the pick-up and delivery service
has been put into operation. For the most part they
look upon a tie-up with the new Transport Company
as a medium for increasing their tonnage and providing
business that will permit the maximum use of their
equipment. In not a single instance to date has a truck
owner abrogated his contract. What effect the new con-
cern will have upon long-distance hauling has not yet

Electric Railway Journal — Vol.73, No.16
722

been determined, but the truck fleet owners evidently
feel no alarm, due to the fact that much of their business
is of a character that cannot be duplicated or performed
by the Transport Company.

The ultimate success of the undertaking cannot be
gaged until the operation shall have been continued
for a number of months. However, since the service
was inaugurated on March 11, each month has witnessed
a gratifying increase in the tonnage handled, and the
Transport Company's management has expressed itself
as being enthusiastic over the reception accorded the
service of the new organization.

While tonnage increases have not been made public,
evidence that the service has met a receptive welcome
among shippers is reflected in the fact that on June 1
twenty additional southern California cities were added
to the original list of 24 — there now being 44 cities

within a 70-mile radius from Los Angeles to which the
service is available. The business already being handled
is said to compare favorably with many of the larger
transportation agencies which have been in business for
many years. It is also stated that in the short time
since the service was begun 245 industries have been
served, of which 210 were not previously users of the
rail service of the Pacific Electric Railway. It is esti-
mated that a business of 500,000 tons per year will be
developed.

The service was inaugurated without any special ad-
vertising nor were additional solicitors put out to in-
troduce it. Freight solicitors of the railway are lending
their assistance during the routine of their calls upon
industrial firms, and agents in many of the cities aided
to some extent in acquainting the shippers of the dis-
tricts with the new type of service.

Canadian Association Celebrates Silver Anniversary

Program of Montreal convention reflects progress

in the dominion's transportation and growth

of electric railway service

M( >\'TREAL, the scene of the formation of the
Canadian Electric Railway Association 25 years
ago, witnessed the 25th anniversary convention
held June 4-7. The meetings were held in the newly-com-
pleted stadium, while most of the social events took place
at the Windsor Hotel. In the absence of the president,
D. W. Harvey, the meetings were presided over by Vice-
President C. H. Dahl.

The annual address of Mr. Harvey, read by the sec-
retary, pointed out the growth of the electric railway
business in Canada in the 25 years during which the as-
sociation has been in existence. That this growth is con-
tinuing is shown, according to the speaker, by the in-
crease in gross revenues of the member companies of
$3,000,000 in 1928 as compared with 1927. Further,
there were no abandonments of city service last year.
Faith in the future growth and development of the elec-
tric railway, he said, has been shown during the year in
cases where suburban single-track lines have been changed
to double-track. There has been a steady increase in
route-miles operated by the Canadian companies by the
extension of permanent track and motor bus routes.
Nevertheless, the speaker feels that the companies must
be at least one step ahead of any conditions which might
adversely affect the upward trend in the matter of revenue
passengers carried. The plants — the only ones of their
kind in each community — are surely adapted to earn
revenues other than those from carrying passengers.
An increase in the profitable use of the transportation
plant will make it possible to produce better transpor-
tation.

Four committees presented reports. These covered
motor buses and trucks, rail corrugation, publicity and
merchandising of transportation, and safety and accident
prevention. The committee on rail corrugation recom-
mended that an intermediate manganese alloy, preferably
sorbitized, offers the most hopeful solution from the
standpoint of the rail. In the discussion it was pointed
out that this recommendation, made independently, con-
firms that of the similar committee of the International
Association.

New sources of revenue and further uses of equip-
ment were investigated by the motor bus and truck com-
mittee. It was stated that the most outstanding ways of
getting more business are interline operation, night oper-
ation of coaches, and package express. It was pointed
out that the latter business can be handled on early and
late trips when the passenger load is light, so that the
service is interfered with but little.

Two formal papers were read during the meetings.
The first was on the subject of developments in track de-
sign, construction and maintenance, by A. T. Spencer,
general superintendent construction and maintenance,
Montreal Tramways, and O. C. Rehfuss, chief engineer
Canadian Steel Foundries. Experience with various
types of track structure, both in Montreal and elsewhere,
was given. In the discussion which followed considerable
difference of opinion developed as to the merits of va-
rious kinds of ties. Experience in thermit welding of
joints under traffic was given by E. M. T. Ryder of the
Third Avenue Railway, New York City. A method has
been developed in which a maximum of three minutes is
needed for pouring the weld. Others said that pre-cast
rail filler has been valuable in reducing noise, but that in
some instances it has had a tendency to break down and
leave an opening alongside the rail.

Three Distinct Classes of Transport

R. N. Graham, manager of railways Penn-Ohio Sys-
tem, Youngstown, Ohio, read a paper on the relation of
urban transportation to suburban and interurban traffic.
In a territory with a central city surrounded with sub-
urban communities and smaller cities with independent
business and trade activities three classes of transporta-
tion must be given. While the cities themselves are vi-
tally dependent on mass transportation, and in them the
effect of the private automobile is least, it is a more se-
rious factor in suburban transportation and is most
serious of all in its effect on interurban traffic, according
to the speaker. The urban resident saves the least in time
and money with his automobile. The suburban resident
saves more in car fare to offset the high price of running

Electric Railway Journal — July, 1929

his automobile, and the interurban passenger can so time
his infrequent shopping and entertainment trips as to use
his automobile to the best advantage. As a direct result
the greatest mileage of abandoned street railway lines is
in the interurban classification.

Suburban lines should not be cut off at the end of the
city system, said Mr. Graham, but the cars should be run
through to the center. The city cars should be speeded
up so that the suburban cars will not be delayed unduly,
and the headways should be so chosen that the suburban
cars, making infrequent stops, can gain the space between
city cars. Loading platforms, shelters and illumination all
help to popularize the service. If one-man cars are used,
signals, switches and fare collection should all be de-
signed to require a minimum of time on the part of the
operator. Buses have been found useful in suburban
transportation, and the speaker held that their use is not
an alternative but is supplementary. Buses can be run
express through city streets and so can make superior
speeds. Since buses cannot be operated economically on
long lines at a flat rate of fare, the suburban bus must
charge a higher fare, not as an equivalent service to the
street car but as a supplementary service. Interurban
service is not supported by regular, every-day riders,
being merely a convenience to the casual rider. Nothing
can be gained by commutation fares or other reduced
rates. Fares must depend on mileage, and so the bus,
from the standpoint of riding capacity, is as fitted to pro-
duce a profit as the street car.

A feature of the Canadian Association's meetings is
the discussion of "Timely Topics." Much interest de-
veloped on the subject of follow-up training and grading
of car men. D. E. Blair, Montreal, brought out that the
early training of the man is likely to crop out in after
years, so that a close follow-up is needed. Since some
men are more prone to accidents than others, they should
he watched and have their occupations changed if
necessary.

Records of the Montreal Tramways show that a
relatively small proportion of the men have a large
share of the accidents. H. O. Allison, Pittsburgh, Pa.,
corroborated this statement. He has found many men
of ten to twenty years' service who have needed rein-
struction.

On the subject of systematic maintenance of rolling
stock, A. M. Lindsay, Montreal, pointed out that ade-
quate records, standardized methods and practices, regu-
lar inspection and periodic overhaul are all needed to
prevent failures. W. R. McRae, Toronto, feels that it
should be unnecessary to point out the need for sys-
tematic maintenance when there is no argument whatever
to be made against it.

Increase of Schedule Speed Held a Vital Need

G. E. Waller, Hamilton, and W. F. Irvin, Toronto,
discussed ways and means for increasing schedule speed.
It was pointed out that many factors are within the con-
trol of the company, such as the track, cars and power.
Other conditions that are beyond the direct control of the
company are traffic, parking, etc. The principal means
of improving schedule speed are increases in rate of ac-
celeration and braking, reduction of time of passenger
interchange, elimination of stops, installation of electric
switches, substitution of loops for wyes, etc. In Toronto
the standard spacing of stopping places is now six per
mile in the residential areas and seven per mile in the
business districts. The public is becoming appreciative
of the improvement in schedules afforded by the changes.

Installation of automatic synchronized signals caused a
reduction of 10 per cent in speed from the manual sys-
tem. Replacement of this with the co-ordinated system
caused an increase of 9 per cent in speed, but did not
bring it back to what it was with the manual system.
Long signal cycles have been found very bad, causing
added congestion and reducing the speed.

Trolley Maintenance Saves Delays

Preventing delays to traffic by the use of modern
methods in the overhead department were discussed by
G. H. Cartwright, Quebec, and J. F. Neild, Toronto.
According to Mr. Neild, the control of the system comes
down to the keeping of accurate records. The location
of wire is important. Use of a plumb-bob has not been
sufficient, since there are sections of track where the rails
are not parallel horizontally. A better method is to in-
spect the side wear on the wire and adjust the position
to equalize this. It was considered better to remove trol-
ley wire with a reduction of 35 per cent in area in con-
gested districts rather than to risk breaks, as the cost due
to loss of service may easily outweigh the value of the
wire.

W. E. Massie, St. Catharines, and W. R. Robertson,
Toronto, spoke of the comparison between cost of steel
and cast-iron car wheels. In Canada the cost, including
all factors, does not differ greatly. Experiments on a
one-wear heat-treated rolled-steel car wheel on the
Niagara, St. Catharines & Toronto Railway, have proved
satisfactory. It is expected to get 100,000 miles with one
wear at a cost comparable with that of the other types
of wheel.

As is customary, three formal luncheons were held on
the three days of the convention. The first was devoted
to short talks by those of the founders who were able to
be present. They included J. E. Hutcheson, Acton Bur-
rows, E. A. Evans, R. M. Hannaford and D. E. Blair.
The second day the audience was addressed by Leslie
Vickers, economist of the American Electric Railway
Association, who discussed trends in local transportation.
On the third day the address was by J. F. Saint-Cyr,
chairman of the Montreal Tramways Commission.

Officers were elected at the closing meeting to serve
for the ensuing year, as follows :

Honorary president, J. F. Saint-Cyr, chairman Montreal Tram-
ways Commission.

Honorary vice-president, Acton Burrows, president Acton Bur-
rows, Ltd., Toronto.

Honorary advisory council, Hon. T. Ahearn, Ottawa; Edward
Anderson, Winnipeg; Lt.-Col. J. E. Hutcheson, Montreal; C. A.
Magrath. Ontario; W. G. Murrin, Vancouver; J. C. Smith,
Montreal.

President, C. H. Dahl, assistant general manager Winnipeg
Electric Company.

Vice-president, G. E. Waller, vice-president Dominion Power &
Transmission Company, Ltd., Hamilton.

Treasurer, H. C. Patton, comptroller Toronto Transportation
Commission, Toronto.

Auditor, J. E. Richards, manager and treasurer London & Port
Stanley Railway, London, Ont.

Executive committee : The president, the vice-president, the
treasurer, the immediate past-president (D. W. Harvey, Toronto),
and D. E. Blair, Montreal: T. W. Brackinreid, Port Arthur;
F. D. Burpee, Ottawa ; W. S. Hart, Three Rivers ; D. W. Hous-
ton, Regina ; W. B. Powell, Montreal ; W. R. Robertson, Toronto ;
L. Tait, London; K. B. Thornton, Montreal, and H. E. Weyman,
Levis. , •

In connection with the convention an exhibit of elec-
tric railway materials and supplies was held. The lead-
ing manufacturers of this class of equipment in Canada
were represented, as were several of the principal Amer-
ican bus builders. The Montreal Tramways also showed
typical examples of its latest rolling stock.

Electric Railway Journal — July, 1929
724

Vision of Local Business Men

Puts Oklahoma Railway on

Paying Basis

Passenger traffic has increased

25 per cent in three years on

the co-ordinated street car

and bus system operated

I^^^_ by the Oklahoma Rail-
■ way in this rapidly

Jkj growing southwest-

^^ em city '

EMERGING from its financial
difficulties, the Oklahoma Rail-
way is now able to meet all
fixed charges and earn a small net
revenue. During the past three
years there has been a steady in-
crease in patronage and it appears
that the company has successfully
passed through the period of de-
pression which has been generally
felt by electric railways throughout
the country. The company was
first organized in 1903 as the Metropolitan Railway,
with only 6 miles of track. Today it has more than
150 miles of track and is the largest electric railway
in Oklahoma. Since 1926 the number of passengers
carried on its lines has increased 25 per cent. Al-
though the company has steadily increased the number
of buses in service, the proportionate increase in the
number of street car passengers has been more rapid than
in the number of bus passengers. In 1926 bus passengers
constituted 25.4 per cent of the total traffic, while last year
the bus passengers were only 24.4 per cent of the total.

Improvements costing $2,000,-
000 have been made during the
past three years. New equip-
ment has been purchased and
new carhouse and shops built.
Number of passengers carried
has increased 25 per cent.
Facilities for freight handling
have been greatly improved

These results have been achieved
under the management of Okla-
homa City business men. In 1927
the Oklahoma Railway was pur-
chased by Hubert R. Hudson and
his associates, William Mee, banker ;
Dr. G. A. Nichols, real estate man;
T. C. Thatcher, miller ; A. E. Mon-
roney, merchant and A. O. Camp-
bell, contractor and builder. Prior
to that the company had been in the
hands of receivers for about three
years. The new owners have expended nearly $2,000,000
in the purchase of new cars and buses, making exten-
sions to city lines, enlarging and remodeling the terminal
station and building a new carhouse and sbops.

The latest step in the company's program of equipment
improvement was the purchase early in the present year
of six new buses and ten new street cars for city service.
The cars are being built by the St. Louis Car Company
at a cost of $110,000. They are double-truck, four-motor,
one-man cars with a seating capacity of 36 and weight of
24,000 lb.

Electric Railway Journal — July, 1929
725

LEGEND

Railway Lines

g us i/ ne s

———Belt Line
Steam Railroads

Oklahoma City is served by some 75 miles of street railway track, besides the new
Grand Boulevard electric freight line, the recently electrified belt lines and numerous
motor bus routes

During 1928 the company remodeled its downtown
terminal station at an expenditure of approximately
$25,000. The roof of the station was extended, a number
of ticket and concession stands constructed, additional en-
trances and exits provided and other minor improvements
made to permit more rapid handling of car and bus traffic.
This station has been a feature of the company's service
for many years. A majority of the 125 street cars and
40 buses operated by the company are routed through
the terminal, which is located in the business center of
the city. During the early days of the receivership an
effort was made to partially dispense with the terminal
by through routing certain cars. This was done in the
hope of speeding up crosstown service and eliminating
as far as possible transfer of passengers. The plan was
later abandoned and the terminal station is again being
used as before.

Approximately $250,000 has been spent on new car-
houses and shops located in the southwestern part of the
city. These stand on property which once was the most

Electric Railway Journal
726

widely patronized amusement park in
Oklahoma City. The buildings con-
sist of a main structure, including
paint shop, carpenter shop and garage.
The old location of its shops near the
center of the city, will be made avail-
able for industrial sites.

The new owners recently aban-
doned the operation of the railway
power station at Belle Isle on the
Guthrie-Oklahoma City interurban
line just north of Oklahoma City.
This plant has been owned and op-
erated by the company for many
years, together with high-voltage lines
extending to the towns of Yukon,
Cashion and Edmond. The Belle
Isle property also included 90 acres
of lakes and small streams which for
nearly three decades served as one of
Oklahoma's chief playgrounds. This
land, including the site of the amuse-
ment park, the lakes and streams, the
generating plant and the high-tension
lines, was sold recently to the Okla-
homa Gas & Electric Company.

Freight Brings Added
Revenue

Under the receivership various
steps had been taken to cut operat-
ing expenses and increase revenue.
The new owners realized, however,
that a large amount of additional
business must be created in order
really to put the property on a paying
basis. The most promising means of
securing the necessary additional rev-
enue was thought to be by expansion
of freight business. The company
owns and operates interurban lines
centering in Oklahoma City, extend-
ing to Norman, El Reno and Guthrie
and intermediate points over which
passengers, express and freight have
been carried for years. These three
lines, constituting a total of about 85
miles of track and radiating to the
southward, westward and northward, respectively, are
connected with the city transportation system, which in-
cludes about 75 miles of track.

Shortly after the Hudson interests took over the prop-
erty a plan was devised for increasing freight revenues
by constructing a freight line around the northwestern,
western and southwestern suburbs to tie together the
three interurban lines and enable the company to carry
freight more rapidly and with less interference to and
from city traffic than was possible with existing facilities.
At that time all freight originating on or consigned to
the three interurban lines was being carried over the
Classen Boulevard city line, which also served for car-
rying city and interurban passenger traffic. Classen
Boulevard is one of the main outlets from the business
district to the northern environs of the city, and for
most of its length is lined with fine residences. One of
the reasons for building the new line was the opposition
of a number of Classen Boulevard property owners to
the operation of freight trains through this district.

Vol.73, No.16

PASSENGERS CARRIED BY YEARS

Number of Passengers *

Year Street Car Bus Total

1926 13,000,000 3,300,000 16,300,000

1927 14,682,000 3,900,000 18,582,000

1928 16,424,000 4,000,000 20,424,000

Many difficulties were encountered in negotiating an
agreement satisfactory to the City Council, Classen
Boulevard residents and to the company. Several months
expired before a final agreement was reached in March,
1928, providing for construction of the new Grand Boule-
vard line. Officials of the railway, however, showed their
good faith by beginning construction before this agree-
ment was finally signed, and in rushing the work to early
completion with a large force of men as soon as all diffi-
culties were out of the way. This line was completed
and put into operation in December of last year, at a
cost of approximately $1,250,000, including relocation
and construction of new shops, terminal yards, switching
facilities, and purchase of new equipment.

For several reasons the Grand Boulevard line was
located for the most part outside of Oklahoma City. The
company desired to locate the line where it would not
interfere with future growth of the city, and also where
land values were relatively low and industrial sites and
switching facilities could be acquired at reasonable prices
by individuals, firms and corporations. While the com-
pany is not sponsoring any industrial real estate develop-
ments along this line, it is encouraging the sale of manu-
facturing and other industrial sites.

Belt Lines Leased and Electrified

About a year ago the new owners secured a ten-year
lease on the Oklahoma Belt Line Railway, approximately
5 miles in length, at that time steam operated and con-
nected to the principal trunk line railroads entering Okla-
homa City. This belt line connects with the Oklahoma
Junction Railway, which has about 5 miles of switching
and side tracks in the packing-house district. The Okla-
homa Railway acquired a 99-year lease on this property
also. The principal reason for acquiring these roads was
to secure freight terminal facilities to handle business
from the packing-house district and also other business
originating on or consigned to steam railroads connecting
with the belt lines. Oklahoma City has an extensive
packing-house industry and stock yard facilities, and a
great deal of business is handled to and from the packing-
house district. The volume of traffic resulting from
acquiring the belt lines and constructing the new freight
line is steadily increasing, and the management believes

Right-of-way of the new Grand Boulevard freight line which
partially encircles the city through its outskirts

that these various acquisitions will prove to be a profitable
investment.

In addition to the packing-house business, the Okla-
homa Railway handles much freight and express traffic
of many kinds that originates at points along the inter-
urban lines. The company also serves several sand pits
which have a large output, located northwest of the city
near its El Reno and Grand Boulevard lines.

In addition to the connections between the two belt
lines, the Grand Boulevard line and steam railroads al-
ready mentioned, the other city and interurban lines con-
nect with the new line at many points. At some of
these points freight is diverted over city lines to its
place of destination or delivered to outlying lines from
points of origin in the city. The company is still per-
mitted to carry freight over some of the city lines in the
southern section of the city, a district which is largely
industrial and where there are comparatively few resi-
dences of the better class. The belt lines and the Grand
Boulevard line are so connected with the city system that
they may be used for passenger traffic if that should be
desired.

New car and bus shops of the Oklahoma Railway recently built in the suburbs to replace
the old shops in the center of the city

Electric Railway Journal — July, 1929
727

One of the new 600-hp. electric freight locomotives equipped for either
pantograph or trolley operation

When the company assumed operation of the two belt
lines on May 1, 1929, it immediately put into service two
600-hp. electric locomotives. Three more of these loco-
motives have been built in the shops of the company.
Each engine has four 150-hp. motors and weighs about
75 tons. The motors were manufactured by the Westing-
house Electric & Manufacturing Company and the trucks
by the Standard Motor Truck Company. All other con-
struction was done in the railway shops. The company
also has several older 400-hp. electric locomotives, mak-
ing a total of eight. Pantographs are used on the freight
and belt lines and ordinary trolley equipment on other
lines.

The general situation in the territory, in which the com-
pany operates, is extremely favorable. Oklahoma is en-
joying a rapid commercial development along all lines.
This is particularly true of Oklahoma City and surround-

ing territory. Building permits have exceeded $1,000,-
000 per month for more than 2 years. Industrial develop-
ment is moving forward, as is truck farming, poultry
raising, dairying and other industries which create new
freight and passenger business for transportation lines.
A new oil and gas field has been opened almost in the
southeastern suburbs of the city.

The Oklahoma Railway has adopted an aggressive pol-
icy in securing new freight business. It has also secured
a permit from the Oklahoma Corporation Commission
to operate interurban passenger motor buses along the
highway paralleling its interurban line between Oklahoma
City and Norman and has applied for bus permits to
carry passengers parallel to its other interurban lines.
Judging by the results so far accomplished, prospects are
bright for a continued increase in both passenger and
freight business.

Terminal station in the central business district of Oklahoma City serves both car and bus passengers.
The building at the right houses the offices of the Oklahoma Railway

Electric Railway Journal — Vol.73, No.16
728

The Readers' Forum

Requirements of Materials for Car Flooring

Johns-Manville Corporation

New York, N. Y., May 7, 1929.
To the Editor :

An article appeared on page 687 in the Oct. 13, 1928,
issue of Electric Railway Journal telling of the use
of car flooring material, one of the constituents of which
was a bituminous material.

In the March 23, 1929, issue of Electric Railway
Journal in The Readers' Forum section, there appear
some comments by R. C. Brett, research engineer of the
Trundle Engineering Company, Cleveland, Ohio, under
the title "Asphaltum Not Advantageous for Car Floors."
The author of these comments makes a sweeping con-
demnation of car floors using asphaltum, on the basis of
tests presumably conducted as part of his research en-
gineering work. The unfortunate part of the author's
comments is that by making his conclusions so specific
and positive, he indicates very clearly that his tests have
not been sufficiently comprehensive to include some of
the more refined compositions of flooring, and show lack
of familiarity with the subject of car flooring in general.

Simply by way of rebuttal, it might be well to state
that it is not only possible but entirely feasible to furnish
composition flooring composed of filler ingredients such
as coke breeze, held together with a bituminous binder
which will not exceed a unit weight of 0.9 lb. per square
foot per £ in. thickness. "The type of flooring now com-
monly used by railroads," as expressed by the author,
rarely has a lighter weight than the figure mentioned,
and if it does, this lighter weight can be secured only
through the introduction of sawdust, wood fiber or other
deleterious ingredients, which not only weaken the
structure of the floor itself but increase its porosity to
such an extent that water will readily pass through the
floor.

With regard to the thickness of composition floorings
now in general use, one would hardly be so optimistic
as to expect a f-in. thick composition flooring to give
satisfactory service over a period of years, unless this
composition flooring had sufficient mechanical strength
to withstand in itself the stresses placed upon it, or else
was sufficiently flexible to accommodate itself to these
stresses without fracture.

To condemn a flooring material because it will soften
under the heat produced by the combustion of the car
is hardly justified by a consideration of contingent fac-
tors. It should be significant that composition flooring
will not burn unless its temperature has been raised above
550 or 600 deg. F. To produce this temperature other
combustible materials would have to be present. In
modern steel car construction this is barely possible. In
old wooden construction the car would be consumed by
fire beyond the point of further usefulness before the
flooring would be seriously affected. Thus the compo-
sition flooring does not constitute a fire hazard, but,
rather, it is a fire retardent, as you may learn from the
Chicago Board of Underwriters.

The test results and scientific deductions or conclu-
sions of research engineers are extremely valuable con-
tributions to engineering literature and trade publications.

Obviously, such information is of value only if it re-
flects an unbiased or uninfluenced consideration of facts.

P. D. Mallay,
Chief Engineer General Railroad Department.

Maintenance Contest Teaches Better Methods

Virginia Electric & Power Company

Norfolk, Va., May 15, 1929.
To the Editor:

Every subscriber to Electric Railway Journal is
introduced to solutions of the other fellow's problems
that not only teach him better and more efficient methods,
but actually make for better maintenance all over the
industry, in that each and every subscriber has before
him a periodical review of such improvements through-
out the electric railway field. The present maintenance
contest, designed specifically for that purpose, is proving
one of the most interesting and far-reaching ventures of

T. W. Sanderlin, carpenter shop foreman in Norfolk, Va., study-
ing the practicability of a special clamp for preventing theft
of rear-vision mirrors

its kind known of by the writer since his connection with
the industry. In Oct. 27, 1927, issue the Journal said
editorially of a similar contest :

The many articles submitted show an earnest desire on the part
of the men who submitted them to lower maintenance costs, to
provide more efficient and better methods, to eliminate fatiguing
operations and manual labor, to overcome troubles experienced
in the various operations and to provide improved equipment to
do the work.

That is just what the present maintenance contest is
doing. For instance, the Virginia Electric & Power
Company at Norfolk for some months past was troubled
with the theft of rear-vision mirrors from the cars. In
the Oct. 20, 1928, issue a contest item described a special
clamp designed to stop such losses which had been tried
out successfully on another property. Its adoption in
Norfolk stopped the thefts.

This particular instance is but one that shows how a
free interchange of ideas surely will bring to light
methods that can be adopted with good results on any
property. C. B. Hall,

Chief Clerk, Mechanical Department.

Electric Railway Journal — July, 1929
729

Improved Armature -Dipping
Methods Developed

By F. V. Skelley

Superintendent of Equipment Des Moines City Railway

Des Moines, Iowa

DIFFICULTY in obtaining proper penetration of
varnish when armatures were dipped led the Des
Moines City Railway about two years ago to undertake
a series of experiments from which the methods now
used have been developed.

At first armatures were dipped in a tank of varnish
for twenty minutes and after draining were baked for
48 hours. It was found that the varnish did not pen-
etrate to the bottom of the slots although the coils were
known to be loose. This condition was verified by
tearing out the coils of several armatures after they
had been dipped and baked. Other experiments were
then made to improve conditions. A steel tank was built
large enough to hold an armature. With the vat filled to
the proper level with baking varnish of a standard make

ing with 24 hours' duration and decreasing the time to
18, 16, 12, and finally 6 hours, tearing the coils out each
time to determine the amount of varnish in and around
the bottom coil in the slot. As the penetration of the
varnish was satisfactory for armatures soaked six hours
or more, it was decided to test the rate of penetration
up to six hours so that the time might be reduced to as
short a period as possible for performing a satisfac-
tory job.

A rewound G.E. 247-1 armature was preheated as
usual and submerged up to the commutator in a tank of
varnish placed in a room where a constant temperature
of 104 deg. F. could be maintained. The result as shown
by curve A on the accompanying chart indicates that
2 lb. 12^ oz. of varnish was absorbed in two hours and
that practically no further absorption took place up to
ten hours. Next an old G.E. 247-1 armature, that had

Armature shaft clamps of various sizes are neatly stored on a
rack located directly above varnish vats

«48
V

§40
O

•Q-24

5 16

c
C

A 4

- Rewound armature

ipping

Rectangular varnish vat in shop of Des Moines City Railway
will accommodate six G.E.247-I armatures at one time. Circu-
lar tank in rear is used for larger armatures. Between rect-
angular vat and the wall is a 17-in. diameter pressure tank,
45 in. deep, for storage of surplus varnish

and the armature under test sealed in the tank, a vacuum
of 25-in. gage measure was applied, followed by a pres-
sure of 110 lb. per sq.in. After ten minutes of this
treatment the armature was removed and the coils torn
out. The results obtained were little better than with
the twenty-minute dipping at atmospheric pressure.
Soaking the armature in varnish was then tried, start-

1 2 3 4 5 6

Time in Hours

The rate of absorption of varnish declines rapidly after first 60
minutes as shown by armature test curves

received a previous dipping of twenty minutes, was
soaked for ten hours. The rate of penetration was found
to be much slower and the varnish continued to be
absorbed for six hours. The temperature in this test
was held constant at 112 deg. F. Only 1 lb. 3 oz. of
varnish was absorbed by the armature during its second
dipping period. The thickness of varnish adhering to
a clean metal plate was one mill. The second soaking
of the armature added two and one-half mills, or gave
a total of three and one-half mills thickness of varnish
on all metal surfaces.

As a result of these experiments, the armature-dipping
equipment now in use consists of a rectangular metal
tank 48x32 in., and 40 in. deep, in which six G.E. 247-1

Electric Railway Journal — Vol.73, No.16
730

armatures can be soaked at one time ; a circular tank of
6 ft. depth and 30 in. diameter, in which all large arma-
tures are soaked; and a pressure tank of 45 in. depth
and 17 in. diameter, for the storage of surplus varnish.
Air under pressure is admitted to this latter tank and
varnish forced through a connecting pipe and valve into
the rectangular vat. When the valve is opened and air
pressure removed, the varnish flows back by gravity. It
is thus possible to maintain 30 in. of varnish in the large
vat irrespective of the number of armatures being dipped
at one time. Hinged brackets along each side of the vat
slip over the end of the armature shafts to hold them
in a vertical position. The method of operation with
this equipment is to take an armature that has been in
service 80,000 miles, tighten the bands if necessary, and
soak in varnish for six hours or more ; then bake until
the insulation resistance is satisfactory.

Some Essentials for
Trolley Wheels

By Dr. James Silbestein
Metallurgical Engineer, Chicago, III.

INVESTIGATION of service obtained from trolley
wheels shows that the mileages obtained vary from
1,400 to 17,000 and that the cost per 1,000 car-miles
varies from 2 cents to 33 .cents. This wide variation
indicates that more knowledge is needed regarding desir-
able characteristics for making trolley wheel castings and
that their purchase should be subject to rigid inspection.
There are a number of factors which influence the life
obtained from trolley wheels. Among these are electric
conductivity, arcing properties, hardness, wear resistance
and soundness of castings. Trolley wheels are made of
copper-basic alloys. Their electric conductivity ranges
between 10 and 70 per cent, the International Annealed
Copper Standard being 100 per cent. While a high elec-
trical conductivity naturally is desirable, this property is
not as essential for long life as some other factors, and
an electric conductivity of 10 to 20 per cent may be con-
sidered satisfactory.

The destructive action of arcing should be as small as
possible. Alloys high in zinc result in more arcing and
so are not suitable. A small percentage of zinc, up to
5 per cent, is beneficial since it has a deoxidizing and
cleansing effect upon the metal. It has been found that
the service performance of alloys containing 5 per cent
of zinc is just as satisfactory as the phosphor bronze
alloys. Lead which is added to bronzes to improve their
wearing qualities is undesirable in trolley wheel alloys.
Extensive tests have shown that the destructive action of
arcing is greater for alloys containing lead than for
lead-free and that the life of the wheels is less in the
former case.

Hardness is not an essential quality of a trolley wheel
alloy and a greater hardness is no indication of better
wearing resistance or longer life. In general, the Brinell
hardness of trolley wheel alloys ranges from 40 to 55.
Service tests have been conducted with alloys having a
Brinell hardness as high as 75 and the results of these
tests indicate that the harder alloys were no better than
the softer ones. The fact that hardness is not a measure
of wear-resisting qualities has lead to extensive investiga-
tions on methods of testing abrasion resistance of metals.
Finality in methods of testing for this purpose has not
yet been attained and different types of abrasion testing

still yield results which are not comparable. In view of
the great importance which the rate of wear has for parts
such as trolley wheels, trolley wires, rails, treads of
wheels, axles and bearings, a satisfactory abrasion test
would be highly desirable, but so far it is necessary to
resort to the slower method of testing in service.

Overhauling Cast Grid
Resistors

By R. S. Beers

Railway Engineering Department General Electric Company

Schenectady, N. V.

WHEN car equipments are overhauled the motor
resistors should receive the same attention that is
given the remainder of the equipment. They should be
put in shape so that they will operate without further
attention until the next overhauling period. Whether it
is necessary to dismantle and rebuild the resistors may
often be told by a visual inspection of them.

This inspection should be followed by an insulation
test, a bank of lamps and trolley voltage between the
grids and the resistor frame being used for this purpose.
After this the resistance of the resistors should be mea-
sured. A simple means of checking the accuracy of the
resistance mea-
surements is to
measure the to-
tal resistance and
also the individ-
ual steps. If the
individual steps
do not add up to
the total, some
error has been
made.

If the re-
sistance is a
good deal higher
(30 per cent or
more) than
called for by
the manufactur-
er's connection
diagram, it is de-
sirable that the
resistors be torn
down and the
grids restacked.
The grid bosses,
if they are rusty
or if they have
tiny pieces of

mica sticking to them, should be thoroughly cleaned. The
easiest, quickest and most successful means of cleaning
them is with a sand blast. If the sand used is not too
coarse, this method cleans off rust and any foreign mat-
ter, leaving the contact surfaces of the grid boss just as
clean and parallel with one another as they are on new
grids. Filing or grinding cleans the contact surfaces of
the grid boss, although it usually reduces the con-
ductivity because the surfaces are no longer parallel.

Grids with badly burned contact surfaces should be
discarded. Where trouble from this cause is excessive
it can be reduced by using a thin copper (about 0.01 in.
thick) washer between the contact surfaces.

Burned contact surfaces- — Systematic over-
haul of grid resistors discloses conditions
of this kind when they exist

Electric Railway Journal — July, 1929
731

Design of

Maintenance Contest Trophy

Completed

IN KEEPING with
the purposes and
spirit of Electric
Railway Journal's
maintenance contest, the
design has been completed
of the trophy to be awarded
to the company rendering
the most outstanding con-
tribution, through participation
in the contest, to the improvement
of maintenance practice of local
transportation companies. The final
design is the beautiful example of the
silversmith's art illustrated on this page.

The trophy takes the form of a wall
plaque of bronze, mounted on polished wood.
In relief across the upper part of the shield is an
emblematic representation of the various phases of
transportation maintenance work. The heroic size of the
figures is symbolic of the importance of the human ele-
ment in maintenance performance. This design, to-
gether with the lettering and the decorative border, are
worked in sterling silver on the bronze shield.

After the final meeting of the judges, following the
close of this year's contest on July 15, the name of the
winning company will be inserted on the trophy in the
space provided. The actual presentation will be made at
the coming convention of the
American Electric Railway As-
sociation at Atlantic City this
fall, and the trophy will be on
display in Electric Railway
Journal's booth in the new
Atlantic City Auditorium.

In addition to the company
trophy, there will also be
awarded at the convention the
individual cash prize of $200 to
the electric railway man sub-
mitting the best single item in
the contest. Departmental cer-
tificates of merit will go to each
of the four departments —
equipment, way and structures,
electrical, and bus — which re-

Present Standing of Companies and Depart-
ments in Maintenance Contest

Department
Company Prizes

Cleveland Ry. . . .Track 2

Line 1

Bus 1

Winners
( F. E. Davidson
} Joseph Croyle

Angus Scott

L. Rose

Total ... *
San Diego Elec-
tric Ry Bus 1

Equipment 1

Charles Herms
Arthur C. Clegg

Total ... 2
Toronto Trans-

portation

Commission . . .Line 1

New York Central
R.R. (electrified
section) Equipment 1

L. H. McAdam
Harvey L.Bullock

ceive the highest rating

from the judges under

the same terms as those

used for selection of the

company winner. At their

coming meeting the judges

will also select the winners

of individual departmental

prizes of $25 each for the

final period of the contest which

closes on July 15. Winners of

these cash awards will be announced

in the August number of Electric

Railway Journal.

Entries Eligible to July 15

tems submitted in this contest up to mid-
night July 15 are eligible for all of the prizes
listed above. These entries are now coming in at a
rapid rate as the closing date approaches. There is no>
limit on the number of items that can be submitted by
any individual, department or company, and the total
number of items entered by a department or company
is one of the factors to be considered by the judges in
awarding the departmental certificates of merit and the
beautiful company trophy. The Journal will pay $5
for every item published which does not win a prize.
Full details of the contest were published in the Oct. 20,.
1928, issue of Electric Rail-
way Journal. There are also
available for the asking printed
folders giving the conditions of
the contest and suggestions for
preparing entries. There is still
time available for individuals,
departments and companies to
make a bid for these prizes.
But the time is getting short,,
and this is the last announce-
ment in the Journal before
the close of the contest on
July 15.

Mailed items must bear a
postmark up to midnight of
that date. Be sure to mark en-
tries "Maintenance Contest."

Electric Railway Journal — Vol.73, No.16
732

Devices and Practices Found Useful

in Expediting

Maintenance Work

CAR FAILURES.

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all

Many maintenance ideas have
been received which have
proved of great value to men
in the railway industry. What
can you contribute?

Blackboard used to classify car failures and
to charge them against the employee re-
sponsible

Pull-Ins Charged to Men
Responsible*

By C. B. Hall

Chief Clerk Mechanical Department

Virginia Electric & Power Company,

Norfolk, Va.

AN ENERGETIC campaign
■L against car pull-ins is being car-
ried on by the Virginia Electric &
Power Company, Norfolk, Va. One
means which has proved successful in
reducing car failures on the road is the
use of a blackboard* upon which pull-
ins are charged against the particular
inspection employee responsible. The
blackboard is 43x49 in. in size and is
placed at a conspicuous point on the
wall of the inspection shop.

This has caused a feeling of per-
sonal responsibility for the failures
when they occur, and as a result pull-
ins have been reduced 46 per cent
during a period of three months.
This reduction reflects the extent to
which better maintenance is carried
out, and the more careful work done
toward eliminating sources of trouble
that would cause failure on the road.

Use of a special inspection form
together with the inauguration of a
system of classifying pull-ins has re-

*Submitted in Electric Railway Jour-
nal Prise Contest.

INSPECTION

WOII DOKI

SIGNATURE

TraBa

L**t trt Hwur CfcwM-

CUta

lifkutaf Amrtw

CHrtliMUl

fefMM

■»*■— fhitff

•OniHati

t.*-r,.:K*j

UaMn

AnManlAtblwto*

AJ-Bnkta

H»v! k-*M

MrJMM

iv,f jtotm

S.M K.,—

FootGaa

r-adtn

MftftMUh

Dm*

GrMHutflt*

*'*'"j ■ r—'f

c^r* r **ufin***m

Tratta

iHBg | ...

Inspection form used by the Virginia
Electric 8C Power Company

duced car failures considerably. The
inspection form provides for signa-
tures of the entire inspection force.
In another column the work done is
listed. Use of this has played a large
part in bringing about the good per-
formance figures.

The average miles per pull-in dur-
ing the last six months of 1928 were
as follows:

Average Miles

Month Per Pull-in.

July 10,019

August 11,134

September 15,088

October 16,510

November 16,889

December 18,432

With one exception, the December

the property during the past ten
years, certainly a convincing argu-
ment for close supervision.

Delayed Break Interlock for
Circuit Breakers*

By Harvey L. Bullock

Superintendent of Electrical Equipment
Cleveland Union Terminal, Cleveland, Ohio

A DELAYED break interlock has
been found of particular ad-
vantage on multiple-unit control
equipment of the New York Central
Railroad for preventing the burning
out of operating coils by opening the
circuit automatically. Its use also
guards against broken operating
switches and improper handling by
the operator. It prevents burning of
operating switches in the cab by dis-
tributing the arc over each individual
unit of car equipment in long trains.

Type of delayed break interlock for remote
control automatic circuit breakers and
overload coils

The interlock is mounted on the
side frame of the circuit breaker and
is operated by connecting to a special
main solenoid hinge pin with an insu-
lated operating rod. This latter is
connected to a contact lever under
which is located a cushion spring.

*Submitted in Electric Railway Tour-
ngure is the best showing made onj NAL p r { se Contest.

Electric Railway Journal — July, 1929
733

The action of the interlock is de-
layed by the use of a toggle latch on
the contact lever and is timed to un-
latch at the moment of locking the
circuit breaker in the closed position.
The cushion spring, being compressed,
then throws the lever to the unlatch-
ing or trip position if the operator
desires to use the hand control in
emergency. Two contacts are pro-
vided — an upper and a lower one.
These are used for set and trip cir-
cuits. Magnetic blow-out coils to
extinguish the arc have also been
provided.

This device is now standard on
New York Central cars with DB-102
circuit breakers and is also embodied
in the late type of PC-10 controllers.
It has practically eliminated circuit
breaker troubles of this nature and
consequent delays to trains.

Group Form for Testing

Equipment*

By William J. Hankey

Substation Division, Power Department

Cleveland Railway, Cleveland, Ohio

ROUTINE work of testing and
calibrating equipment in auto-
matic and manual substations of the

*Submitted in Electric Railway Jour-
nal Prise Contest.

Cleveland Railway has recently been
arranged in group form. Use of the
form not only enables the chief in-
spector to tell at a glance what
particular piece of apparatus or
mechanism is to be tested, but it also
enables the test crews to prepare for
the next test period or next apparatus
to be tested. In the arrangement of
the form, consideration was given to
minimizing the transportation of test
equipment from one plant to another.
If several operations are necessary on
some one piece of equipment, provi-
sion is made on the form to do this
while the equipment is out of service.

A schedule of testing and calibrat-
ing equipment in ten automatic and
five manual plants is carried out by
two men working but three days each
week on this type of work. The re-
mainder of their time is devoted to bi-
weekly and detailed inspection, testing
experimental hookups, graphic clocks
and meter maintenance.

The group form sheet lists the
various apparatus in their respective
groups, the necessary testing equip-
ment required for the work, the next
date the apparatus is to be tested, the
station involved, and the date the
work is completed. In this way a
complete yearly record of all testing
and calibrating activities is recorded
on one sheet.

Pedal Gong Ringer*

By Felix E. Reifschneider

Engineer Ithaca Traction Corporation,
Ithaca, N. Y.

THE forward location of the gong
pin on one type of car of the
Ithaca Traction Corporation was such
that the motorman could only use his
toe. If the pin were turned halfway
it was locked to prevent ringing on
the rear platform. Various circum-
stances caused the pin to be locked
when it should have been available for

P~1T

Floor
of car.

Gong pi n-

Pedal used to ring warning gong on cars
of Ithaca Traction Corporation

operation by the motorman. To elim-
inate this serious trouble, a pedal was
devised as shown in the accompany-
ing drawing. A 6-in. hinge was
screwed to the floor with the staple
bolted to the underside at one end,
which fitted a depression in the top of
the pin, preventing accidental turning.
The increased leverage has two ad-

*Submitted in Electric Railway Jour-
xal Prize Contest.

CHODP 30Ht FOR TEST INS EHUIPMBTT

Group #1

Date Sue

Squlp. Required.

Sta. Completed

Manual Overapeed

neverae Jurrent

Automatic helay fl3

" l! #<i4

1 §£§

■ f £

Group #2
Automatic Relay jfl

" #2

i 15

■ nz

■ #14 t #151

■ gjg

■ ME

,r ^4^

" " #50 '

Inspection automatic
current limiting re-
sistance

Manual DC Breaker

Setting

Group #3
Automatic & Uanual Pole .
Piece Clearance

Armature Wedge a

Automatic Welay £-2-5 & 4

i | 13 -

#14 & #B1

.. fy

■ » #4\5

" #50

" Mj

1 #65

Crai-hic Meters

Megger Sotarlea

Sequence Srtaa j"s3

Calibration of flotary
Flaahover Belaya

. Croup #4.

Sate Pus

*iuip.

Tie^ui red

Completed

autonatic Belay #25

» #ie

" #62

Current Limit Resistance

Group #5
Hernial DC Breaker Setting

Autonatlo Belay 11

H |2

- f?

I fa

" #14 4 #151

" #27

■j ■ #50

I | ?0

■

Group #6
Hernial AC* - Oir c rl oad and
Reverse Fower

Group #7
Automatic Belaj

£*3 * 4

: Egg;

w>.

Graphic Metera"

Megger ilotariee

Sequence ilruin f jg

Calibration of Hotary yiash-
over Iseaya

Type of group form used for testing substation equipment of the Cleveland Railway

Electric Railway Journal — Vol.73, No.16
734

vantages, it produces a more intensive
ring and the motorman also is able to
locate the pedal sooner without look-
ing for it, thus greatly reducing the
chance for accident. The cost of plac-
ing this pedal on each car is $1, which
includes labor and material.

Form for Shaping Ferrules*

By H. J. Beadle

Engineer of Equipment Dallas Railway &
Terminal Company, Dallas, Tex.

IT IS THE practice of the Dallas
Railway & Terminal Company to
use ferrules over the ends of leads
where they go into terminals. The
ferrule is cut from tin and is pushed
under the rubber covering of the wire

Shop device used '"or
shaping ferrules

- Welded

Reversible holder which permits painting
of both sides of window screens with a
minimum of handling of wet surfaces.
Five screens at a time can be accommo-
dated

painted the whole frame can be
turned over approximately 90 deg. to
bring the other side uppermost for
completion of the job. The wood
base of each rack is of 6x2-in. tim-

.■■Handle

ZD.

Welded

1 V

- -6"-

for a distance of about ^ in. Instead
of using a pair of pliers to shape the
ferrule on the lead, so that an ac-
curate fit will result when the lead is
placed in the round terminal hole, a
form for shaping the ferrules is em-
ployed. This consists of two blocks
1 in. square and 9 in. long, the upper
one being hinged to the lower so that
the ferrules can be inserted and re-
moved quickly. An extended section
a little longer than the ferrules is
welded to the two blocks so that pres-
sure for shaping can be applied the
full length of the ferrule. This form-
ing tool makes the ferrules round and
results in a close fit and satisfactorily
soldered job.

ber, 30 in. in length. Six f-in. rods,
24 in. long, project from a curved
metal base, made of £-in. stock, 3 in.
wide. Details of the loose-pin
coupling between upper and lower
"rocker" iron sections are shown in
the accompanying pictures.

New Test Rack for Air
Equipment

By J. A. Duffy

Superintendent of Equipment

Monongahcla West Penn Public Service

Company, Fairmount , W . Va.

AIR equipment of the cars of the
l\. Monongahela West Penn Public
Service Company is subjected to rig-
orous tests after overhauling before
it is allowed to pass for installation.
A test rack has been designed to
duplicate all the brake operations of
every piece of apparatus of the auto-
matic air equipment. This rack is
used also for detail tests of safety
car equipment and triple valves. The
arrangement of the apparatus for
these tests is shown in the' accom-
panying diagram.

Among the various valves which
can be tested on this rack are : brake
valves, brake valves with selector
valve, emergency valves, combined
foot and cutout valves, pilot valves,
and main reservoir cutoff valves.
Other tests which may be made are
the friction tests, the opening tests, the
capacity tests, the test for ball check
valve leakage, closing tests and
porosity tests. In testing triple valves
for railway service, an application and
a release test will indicate roughly
whether or not the triple valve should
be removed for closer inspection or
repaired on account of packing ring
leakage, resistance, opening through
ports, etc. The tests are made with
70 lb. in the supply line and with the
test apparatus shown on the Westing-

Reversible Screen Holders

By D. L. Patison

Foreman Paint Shop

Omaha & Council Bluffs Street Railway

Omaha, Neb.

RACKS have been designed to
■ facilitate the painting of street
car window guards by the Omaha &
Council Bluffs Street Railway. These
racks hold the screens in such a posi-
tion that after one side has been

•Submitted in Electric Railway Jour- Diagram showing arrangements of valves, gages and reservoirs and the piping of a test
NAL fme Contest. rack f or a j r e q u , pment f tne Public Service Company at Fairmount, W. Va.

Electric Railway Journal— July, 1929
735

house Air Brake Company's drawing
F-31968.

In the event that a valve is removed
from a car for test without first being
overhauled, it should be taken down
and inspected to make certain that
the working parts are in good
condition.

Particular attention should be
given to the clearance of the lower
valve stem and its bushings. Door
engines and air compressors may also
be tested satisfactorily with this
test rack.

Reservoir Drain Valve
Operating Rod

DRAINING of air reservoirs on
the cars of the Richmond Rail-
ways, Inc., Staten Island, N. Y., is
on a definite time basis so as to pre-
vent brake trouble. Still greater care
is exercised during the winter months

Drain cock
Operating handle

(

,_ \

Since this operating rod has been in use
all tanks are kept drained

to guard against freezing. The reser-
voirs are installed in the center of
the cars and it has been found very
inconvenient to reach the drain valves
unless the car is over a pit. When
pit storage was impossible there was
a tendency for the men to neglect the
draining. As a result freezing
troubles were encountered.

A special operating mechanism was
installed, as shown in the accompany-
ing illustration to make the valve ac-
cessible and to assure drainage. It
will be noticed that a f in. round rod
with an eye in one end is attached to
the drain valve handle and extends
outward toward the side of the car.
This rod is supported by a ^xl-in.
eye bracket 12 in. long fastened to
the compressor supporting bracket.
With this arrangement the reservoirs
can be drained without the car being
over a pit.

The possibility of accident has been
reduced with this arrangement, as a
man does not have to crawl beneath
the car.

Testing Friction Tape

By G. H. McKelway

Distribution Engineer Brooklyn-Manhattan

Transit Corporation,

Brooklyn, N. Y.

WHEN it is desired to compare
samples of rubber friction tape,
or to obtain an approximate idea of
their value, the usual method is to
rub together pieces of the tape and
then to pull them apart. It is a
popular belief that the value of the
tape can be determined by noting its
stickiness or "tackiness." This is a
mistaken theory, however, as the
stickiness of a tape is not proof of its
quality but, on the other hand, may be
an indication of its worthlessness.
The best tapes are those that have
been compounded with a large per-
centage of new, high-quality rubber,
and such tapes are seldom so "tacky"
as those made up with less crude rub-
ber and more rubber substitutes.

Another mistaken assumption is
that tape of a light color is not
as good as black tape. The color of
rubber is gray, while the color of
most of the cheaper substitutes is
dark brown or black. Sometimes
coloring matter is added purposely to
the rubber compound to make it
darker but, unless that has been done,
the lighter colored tape is likely to be
the better.

Still a third mistake in regard to
tape is the belief that, when two
pieces are pulled apart, the fibers of
the compound should be long. The
fiber of good quality rubber com-
pound, on the contrary, is quite short.

To decide upon a good make of
friction tape, there are three things
that must be decided : ( 1 ) The
strength of the fabric; (2) the hold-
ing power, not the mere stickiness,
of the compound; (3) the insulating
properties of the tape. There are
standard laboratory tests which will
determine accurately all of these
qualities and, if possible, such tests
should be made before purchasing
large quantities. However, when
only a small amount of tape is
wanted, it is desirable to have some
easy test which can be made by any-
one and which will give approximate
results.

For deciding on the strength of
the fabric, a comparatively narrow
strip of tape, say ^ in. wide, should
be taken in the hands and the two
ends pulled apart until the tape
breaks. By noting how much pull
must be exerted to break it, an ap-
proximate idea of its strength can be
gained. This is a very rough test, but

any tape that breaks easily should be
rejected.

For the second test, another strip
of the tape should be bent back on
itself and then forward again, so as
to make a "Z" about 1 in. in length
and made up of three thicknesses
of tape. These three layers should
be squeezed together firmly and
the pressure maintained for three
minutes. Then take hold of the ends
of the tape and attempt to pull out
the "Z" lap. It will be found that
with a good quality of tape the fabric
will break before the lap will open.
The purpose of the "Z" lap is to in-
sure that the compound on both sides
of the tape is tested. Occasionally, a
tape will be found with a better grade
of compound or with it applied
better on one side than on the other.
A single lap will test only one side
of the tape, whereas with the "Z" lap
both sides come into contact with each
other.

The voltage of railway circuits is
so low that any well impregnated
fabric will withstand it. Therefore,
unless a higher voltage is available
and can be used easily and safely,
there is not much reason for making
a voltage test; especially, since the
tape might be good at the point tested
and much poorer at a point an inch
or two away. To make sure that the
tape is impregnated well and uni-
formly, it should be held up to the
light and any "pin holes" in it counted.
There should be none, or, at the
most, only one or two in a strip a

foot long.

Form for Riveting Controller
Finger Tips

RIVETING new tips to controller
finger springs used to be a
troublesome job in the shop of the
New York & Queens County Rail-

This fixture for riveting tips on controlling
fingers has speeded up the riveting proc-
ess and eliminated arcing failures

way, Woodside, N. Y. The new tips
often caused heavy arcing after they
were installed in the controller. Care-
ful analysis of the cause of this arc-
ing disclosed the fact that it was due
to improper contact. This was
brought about by the existence of
abrasions on the tip contact surfaces,

Electric Railway Journal — Vol.73, No.16
736

which were made by the vise jaws
during the riveting process, a condi
tion which needed to be eliminated.

The riveting form shown in the
accompanying sketch was developed
for riveting the tips to the fingers
and to prevent damage to the tip sur-
face. It is made of steel and is 2 in.
square and 4 in. long. The top sur-
face is provided with a groove of
such width, depth and contour as to
conform exactly to the surface of the
tip to be riveted. The tip is placed
in the groove and the finger spring
and shunt are placed over the rivet.
The force exerted on the riveting
process is distributed evenly over the
tip surface and thereby prevents the
formation of any abrasion.

Labor and Time Saving
Pole Racks*

By C. B. Hall

Chief Clerk Virginia Electric <S* Power
Company, Norfolk, Va.

ANEW type of pole rack recently
- adopted by the Line Department
of the Virginia Electric & Power
Company at Norfolk, Va., has re-
sulted in a saving of approximately
50 per cent in time and labor. Poles,
needed by linemen, can now be rolled
off the racks onto pole wagons or line
cars, instead of being hauled from a
pile in the yard. Five of these special
racks have been erected along the
company's yard siding.

Poles 15 ft. long, or less, are placed
in the ground at a depth of 6 ft. rest-
ing on a base of concrete. These
supports are braced with 12 x 12 in.
obsolete bridge timbers and old T-
rail, and hold an assorted stock of
poles ranging from 30 to 50 ft., each
rack accommodating about 100 poles.
The project, built entirely of dis-
carded materials and by company
employees at odd times, was com-
pleted' at a cost of $200.

*Submitted in Electric Railway Jour-
nal Price Contest.

Removable gratings used to cover pits

Overhaul Pits Covered

by Grating

A LL pits in the shop of the Surface
l\ Transportation Company, New
York City, bus subsidiary of the
Third Avenue Railway, are covered
by means of removable iron grating.
This grating is made in sections 24
in. wide and 63^ in. long. Each sec-
tion is composed of nineteen strips of
■rVxlii-in. flat iron spaced 1£ in. cen-
ters and braced by strips of ^xl^J-in.
flat iron zigzagged through the space
and riveted to each j^-in. str 'P-
These sections can be removed readily
to provide access to any part of the
bus desired. This arrangement has
been found very satisfactory and has
prevented the men from accidentally
falling into the* pits.

deck rack, and where head room is in-
sufficient to accommodate a portable
crane. Eye bolts of ample size are
anchored in the ceiling, mounted for-
ward of the oil rack and directly over
the eye of the barrel-hoist cradle. A
;f-in. rod, forming the hinge, is
removable and can be quickly
attached to any one of the bar-
rel compartment fronts. A
light, f-in. block and tackle is

Portable Barrel Hoist*

By F. W. Braund

Superintendent of Power Conversion
Cleveland Railway, Cleveland, Ohio

A ONE-MAN barrel hoist has been
installed by the Cleveland Rail-
way for use in an oil room where
transformer oil is stored on a double-

Barrel hoist designed by the Cleveland
Railway for use in store room where
space is lacking for the operation of
cranes

used as the hoisting medium, swing-
ing the barrel cradle slightly above
center, thus allowing the barrel to roll
without the help or guidance of
workmen. With this equipment, full
barrels of material can be hoisted and
placed several tiers high on a rack.

Improved appearance of the pole storage yard of the Virginia Electric 8C Power Company
was obtained by the erection of racks

Electric Railway Journal — July, 1929
737

Convenient Chain
Pipe Vise

THE new Vulcan Superior vise,
recently placed on the market by
J. H. Williamson Company, Buffalo,
N. Y., has two outstanding advan-
tages over previous models. The
handle for adjustment is on top of
the vise where it is easy to operate,
while the jaws are reversible ; i.e.,
when the teeth are worn the bolts

New Products

varies from 18 to 21 passengers.
From the standpoint of the operator
it meets the popular demand for a
medium-sized vehicle. Much atten-
tion has been given to accessibility
of parts, making inspection and
maintenance unusually convenient
and economical.

Numerous orders have already
been received for the new model, in-
cluding an order for five from the
Union Pacific Railroad for carrying
tourists to the National Park of
southern Utah.

to enter from the back or from
below, which reduces to a minimum
the possibility of damage. The
cover screws, terminals, and adjust-
ing screw are all accessible from
the front. The finish is in dull
black. The buzzer is mounted verti-
cally and is only 4$ in. long, 2| in.
wide and If in. high, with rounded
ends. Usually one or two are in-
stalled in series with the standard fuse
and resistance box for trolley voltage,
or direct from any battery voltage, in
which latter case the resistance box
might be omitted.

Chain pipe vise with reversible jaws has
many advantages over previous models

have to be unscrewed and the iaws
turned over. This feature prolongs
the life of the vise considerably. In
addition, the vise accommodates pipes wn j c h acts ;
which are i in. larger than previous sound box thus
models could take care of. The vise permitting the use
is made from tough wrought steel. of a total] en-
drop forged base, jaw, handle and c i ose d cover which
chain arm. It is finished in chrome p rotects tri e mech-
plate and furnished in two sizes for anJsm from dust
£and4-Hn. pipe. and moUture .

* Aside from its

neat appearance,
the construction is
simple and rug-

Buzzer for Electric Railway
Cars and Buses

N A NEW buzzer recently put on

the market by the Consolidated

Car Heating Company, the sound is

transmitted to the moulded base

Bearing Has Three Rows
of Balls

IN GERMANY a new type of ball
bearing with three rows of balls
has been put on the market recently.
The main feature in this new bearing
is that a third row of small balls is
used instead of a ring between the
two rows of bearing balls, serving
solely to keep the larger balls in the

*.m

Compact car buzzer
recently brought
out by the Con-
solidated Car
Heating Com-
pany, Inc.

Recently developed ball bearing of
German design

White Designs 18-21-
Passenger Bus

EXCEPTIONAL flexibility and ged, and consists
safety under all operating con- ot a stee l frame
ditions are claimed for a new bus with a grounded
recently put out by the White Com- coil, an armature
pany. The bus has four-wheel hy- and contact strip,
draulic brakes with Westinghouse Swedish blued spring steel, and
vacuum servo to insure positive con- tungsten contacts which are pro-
tact. The seating capacity in this vided with a solid locking adjustment. twQ main rows {rom touc hing each
six-cylinder bus, known as model 65, The terminals are arranged for leads otner y ne sma ]i balls which are

called distancing balls, are held in
place by a grooved ring which re-
volves freely inside the body of the
bearing. The construction of the
bearing is shown in the accompany-
ing illustration : "a" is the inner
race having two grooves, one each for
each row of bearing balls "c" and
"c\"

The distancing balls are indicated
by "b" while "d" is the ring holding
them, and the outside race consists
of two halves, "e" and "e'." The
illustration shows that sliding friction

Medium size bus for intercity service recently put on the market by the White Company is replaced by rolling friction.

Electric Railway Journal — Vol.73, No.16
738

mm (Ik.

g- r*!&±

v0f .

for the Railways' Use

Bob-tailed Shovel Has
Reduced Clearance

TWO electric shovels recently pur-
chased by the Cleveland Railway
are unusual because they have
been "bobtailed" to reduce the clear-
ance required. The standard tail-
swing of 10 ft. 10 in. of the Lorain
75 has been reduced to 8 ft. 9£ in.
Further reduction in clearance has
been obtained by cutting off the left
rear corner of the cab and rotating the
platform on a diagonal, thus enabling
the unit to swing further without
fouling the adjacent track. In mak-
ing these modifications, nothing has
been radically changed on the crawler
or superstructure, each of these re-
taining the Thew "center drive."

The new electric shovel is equipped
with a 12-ft. or 14-ft. boom and a 10-
ft. or 12-ft. stick, giving reduced
swing and height clearances desirable
for street railway work. The electric
motor used is a 50-h.p. a.c. or d.c.
unit furnished in a- range of types
suitable for any ordinary current.
Control of the motor is by means of
an automatic push button just to the
right of the operator. Power for the
motor is taken through the truck and
delivered to substantial brass contact
rings bolted to the steel crawler frame
and thoroughly insulated from it.
Power is then transmitted up to the
turntable by means of brushes sus-

Commutator undercutter designed for
operation in a narrow space

pended beneath the turntable and con-
tacting with the contact rings. Heavy
leads in conduit carry the power from
the brushes to the electric motor.

Comp£

>act Commutator Mica
Drill for Heavy-Duty

ANEW undercutter manufactured
. by the Ideal Commutator Dresser
Company, can operate in a space only
3^ in. wide, and, therefore, offers an
advantage over the previous model,
because its use does not necessitate
dismantling brushes, brush boxes,
brush rigging, etc., and because no
time is lost in reassembling them be-
fore putting the motor back in
service. This saves from one to three
hours on every job, and this time can
be spent in undercutting, instead of
getting ready to undercut and to
reassemble.

It is claimed that this new cutter
will not heat, jump, or chatter. A
set screw is available to lock the depth
gage, while a micrometer adjusting
screw will raise and lower this gage.

The roller guide can also be raised or
lowered by a micrometer screw to
conform to size of cutter used. The
distance from the saw to the roller
guide is less than the width of the
average small copper bar, and thus
permits the guide to be used on the
next slot, requiring but one slot to be
cut by hand. Another feature of this
undercutter is the depth gage adjacent
to the saw so that the actual depth
can be easily measured. It will not
maY the copper but will give a bearing
support.

Drill for Heavy Duty

FOR heavy duty a low speed, |-in.
drill has been developed by the
United States Electrical Tool Com-
pany, Cincinnati, Ohio. An alternat-

This '•bobtailed" shovel gives additional clearance between shovel and passing street car
when excavation is continued during regular operating hours

Electric Railway Journal — July, 1929
739

Heavy-duty drill has a two-pole trigger
switch and a three-jaw screw back chuck
which can hold straight shank drill bits

ing-current or direct-current uni-
versal motor of 60 cycles or less
operates the drill at 400 r.p.m., load
speed. It has S.K.F. ball bearings,
special thrust bearings in chuck
spindle, and extra heavy chrome
nickel steel gears which run in a
grease-tight case. The armature is
double silk insulated ' and enameled.
The body frame and commutator
head are made in one piece of alu-
minum.

News of the Industry

Governor Vetoes Missouri
Enabling Act

Governor Caulfield of Missouri on
June 25 vetoed the terminable permit bill
passed by the recent Assembly and appli-
cable only in St. Louis, Mo. The measure
was recommended by the St. Louis
Transportation Survey Commission, Mayor
Miller, other city officials and leading civic
and business organizations. It was sup-
ported by the St. Louis Public Service
Company and the People's Motorbus Com-
pany. The opposition was led bv the
St. Louis Post Dispatch.

Governor Caulfield held that the measure
was an evasion of the St. Louis charter,
which restricts public utility franchises to
a period of SO years, and that it did not
confer any additional powers on St. Louis,
but authorized the Missouri Public Serv-
ice Commission to grant permits or fran-
chises for an indefinite length of time. The
Governor said :

"I would sign this bill were I not con-
vinced that it is an unnecessary and unwise
evasion of the charter-making power of
St. Louis. All other cities, and even St.
Louis County, are excluded from its pro-
visions. It confers upon the State Public
Service Commission powers that it can
only exercise as to St. Louis.

"It would seem that the bill was not
passed upon its merits but upon assurance
to the Legislature that St. Louis, and St.
Louis only, wanted it. It is called an
enabling act, but I do not find that it con-
fers upon the city of St. Louis any power
which it does not now have, except the
power to enable the Public Service Com-
mission to grant such utilities a 'terminable
permit' or 'indeterminate franchise' for a
longer period than fifty years. The city
may include in a franchise granted by it-
self all of the features contemplated by
the proposed law for contract ordinance
precedent to the issue of the terminable
permit."

The Governor also stated that the people
of St. Louis alone should decide whether
the city charter should be amended to grant
the issuance of terminable permits or in-
determinate franchises for a period in
excess of SO years. He pointed out that
it is important the friendly relations be-
tween the people and public utilities be
maintained.

Committee Awaits Seattle
Mayor's Efforts

Plans of the Traffic Research Commit-
tee at Seattle, Wash., engaged in maturing
a program for rapid transit, will be held
in abeyance pending the result of Mayor
Frank Edwards' effort to re-finance the
municipal railway system. The committee
is in sympathy with the Mayor's plan, and
it does not wish to embarrass him by the
injection of other plans while negotiations
are pending looking toward the improve-
ment of the present system. The commit-
tee found the physical and financial condi-
tions of the system to be serious, and

agreed that rehabilitation of the railway is
the first necessary step. It is not enthusi-
astic over railway extensions unless the
matter of what is to be done about them
is first studied in connection with rapid
transit needs.

Chicago to Hasten Draft of
Settlement Franchise

According to the present plans, the Coun-
cil's committee will lay out the funda-
mentals upon which the new ordinance
looking toward unification in Chicago

should be drawn. This plan will then be
submitted to the attorneys for the com-
panies, the citizens' committee and Attorney
Fisher, who will be asked to work with
lawyers representing the City Council in
the actual writing of the draft under the
authorization contained in the enabling
legislation passed by the Legislature and
signed by the Governor. When a skeleton
draft has been completed the lawyers will
be asked to submit it to the Council's com-
mittee. Then it is planned to hold extended
public hearings on this draft, at which
those who desire to present views on
the ordinance will have an opportunity to
do so.

Unification Recommended

San Francisco city engineer would bring private and municipal lines
together under a five-cent fare with deficit met by taxpayers

CITY ENGINEER M. M. O'Shaugh-
nessy of San Francisco, Cal., on June
5 submitted to the Board of Supervisors,
through the Board of Public Works, his
"Report on the Street Railway Require-
ments of San Francisco, with Special Con-
sideration to the Unification of Existing
Facilities," together with his valuation of
the Market Street Railway properties. His
report on the California Street Railway
system was filed in December, 1928. The
report on the transportation requirements
is in a single volume of 400 pages, while
the valuation of the Market Street Railway
system occupies 7 volumes, approximating
3,500 pages, and the volume on the Cali-
fornia Street system covers some 300 pages.

The preparation of the report required
nine months' work on the part of a staff
of experts and assistants under the direc-
tion of the city engineer. In a foreword
to the report, Mr. O'Shaughnessy says :

"It is almost axiomatic that, from the
standpoint of the riding public, the best
service can be provided by a unified street
railway system with universal transfers ;
also that, on a given wage scale, such a
unified system, under a single management,
can provide a given standard of service
most economically.

"San Francisco, under mandate of the
people, as expressed in our charter, is
committed to the proposition of municipal
ownership of its public utilities.

"The municipality, in the operation of
its own railway, after due consideration
and by proper legal procedure, has adopted
a standard of wages for its railway em-
ployees. In this report, in the endeavor to
evolve an operating plan, looking toward
the continued maintenance of the 5-cent
fare, no consideration has been given to
the obvious possibility of a reduction of
the wage scale, which has been considered
as a fixed quantity.

"As a result of the studies made, it is
obvious that even the unified system can-
not be operated on the municipal wage
scale on a 5-cent fare, nor can the private
company maintain its tracks and equipment

in a satisfactory operating condition and
render a proper standard of service on a
5-cent fare.

"The recommendation to cover any
deficit, in the operation of a combined
municipal system, by a subsidy from taxes,
is considered to be sound in principle, and
not without precedent, as witness New
York. A plan of this kind is believed to
be far more desirable than an increase in
the rate of fare."

The following recommendations are made
in this report :

Recommendations to Purchase

1. That a Public Utilities Commission be
established for the purpose of administer-
ing the utilities of San Francisco, as is now
being done in New York and Detroit.

2. That the city acquire by purchase the
properties of the California Street Cable
Railroad and the Market Street Railway
at the most advantageous figure possible
to be arrived at through the negotiations
authorized by Ordinance No. 8125.

3. That the negotiations with the Cali-
fornia Street Cable Railroad be on the
basis of purchasing it on its earning value,
namely, $604,463, as set up in my report
on that company, and that negotiations with
the Market Street Railway be held with a
view to securing their property for
$17,500,000.

4. That the properties of the Market
Street Railway and the California Street
Cable Railroad, if and when secured, be
combined and operated with the Municipal
Railway.

5. That the fare be retained at 5 cents
with a universal transfer privilege.

6. That deficits resulting from the unified
operation and retention of the 5-cent fare
be met by additions to the tax rate.

Mr. O'Shaughnessy says that to carry
out these recommendations, it will be neces-
sary to reach an agreed price with the two
companies and to submit to the electors
a proposal to issue bonds to cover the cost
of purchase of the two private systems,
and provide sufficient money to cover all
deferred maintenance and the additional
facilities which have been recommended.
Further bonds should be authorized to be
sold from time to time, as the necessity
arises, to meet the increased capital cost
incident to rehabilitating the tracks of the

Electric Railway Journal — Vol.73, No.16
740

company. The amount of these bonds
should be sufficient to allow an expenditure
of approximately $500,000 annually for
several years.

Operating Recommendations

The following additional recommenda-
tions are made, contingent on the acquisi-
tion and unification of the three roads, with
the idea of securing the most economical,
efficient, and satisfactory operation of the
combined system.

1. That the rerouting plan set up in this
report, with such modifications as develop-
ments may show to be necessary, be placed
in effect.

2. That, in order to speed up the trans-
portation in the downtown district during
the rush hours, all parking of vehicles be
prohibited between 7 a.m. and 10 a.m., and
between 3 p.m. and 6 p.m., on the streets
north of Howard Street, south of Bush
Street, and east of Larkin Street, with
extensions on Mission Street to 12th Street,
Market Street to Valencia Street, McAllister
Street, O'Farrell Street, Geary Street and
Sutter Street to "Van Ness Avenue.

3. That all licenses to operate jitney
buses be withdrawn and their operation be
prohibited.

4. That the practice of exchange of trans-
fers between buses and street cars be dis-
continued.

5. That the railroad system be relieved
of all costs of paving except those incidental
to making track repairs and any additional
cost of street paving occasioned by the
presence of track.

G. That the skip-stop method of operation
be placed in effect where street spacing
permits.

7. That the United States Post Office
Department be required to pay the trans-
portation of its employees on duty now
carried free.

In making his recommendations, the city
engineer has given careful consideration to
the possibility of acquiring the private roads
piecemeal as their franchises expire, but
has determined that such a procedure would
be contrary to the best public interest, as
it would inevitably lead to poor service and
further deterioration of the properties re-
maining in the hands of the companies.
Without the consent of the companies to
a universal transfer system, many patrons
would be forced to pay double fare

In discussing the situation at hand, due
to the expiring franchises of the Market
Street Railway and the California Street
Railroad, the city engineer points out that
the time has now arrived when, through
the expiration of these franchises, it be-
comes necessary for the city to make a
definite decision and plan of action. The
city should either carry out the charter
mandate by taking over and operating the
systems of the private companies or adopt
a plan whereby the private organizations
can continue to render the character of
service necessary, keeping in mind the ulti-
mate acquisition by the city. The city
engineer's studies show that the Market
Street Railway has already been compelled
to defer track reconstruction to such an
extent that $550,000 should be expended
at this time to catch up this deferred main-
tenance. In addition a definite program of
reconstruction should be carried out over a
period of years.

The study of the Market Street Railway
finances and its track condition makes it
evident that on the basis of a 5-cent fare
the private company cannot indefinitely
maintain its tracks and equipment in con-
dition to render satisfactory service, and
that a continuation of the operation on
the 5-cent fare under private ownership
means that both the quality of the service
and the condition of the property will de-
teriorate year by year.

A high standard of street railway service
is essential to the continued growth and
prosperity of San Francisco, and the city
engineer points out that this high standard
of service can best be rendered under a
unified system, with universal transfers,

and if the -5^c«u fare is to he aaaintaised,
vwith the high standard of wages paid by
•the municipality, this can only be done
through a contribution from taxes. This
follows, of course, only if the present trend
in street railway traffic continues, as it has
for several jears, distinctly downward.

The city .engineer justifies this recom-
mendation ior contribution from taxes as
being souari, in that it puts a portion of
the burden of maintaining this high stand-
ard of service on the taxpayers whose prop-
erties and business are directly benefited
by such service, instead of leaving the en-
tire burden on the riding public.

Valuation of the Market Street
Railway Properties

The city engineer finds the value of the
Market Street properties as of June 30,
1928, on the reproduction cost basis, as
$46,625,506, which, after making allowance
for the depreciated condition of the prop-
erties, reduces it to $29,369,331. Certain
ot the company's properties would be elimi-
nated if the city were to take them over.
The value of the properties to be taken over
on the reproduction cost less depreciation
basis would be $27,997,344.

The market value of the outstanding se-
curities of the Market Street Railway,
based on the high price for the first three
months of 1929, was $16,273,496, and the
low price for the same period, $13,206,769.

The city engineer suggests that in his
opinion a figure of $17,500,000 would be a
fair price for the city to pay for the
properties which it would desire to take
over. In his report on the California
Street Cable Railroad's properties, the city
engineer found the reproduction cost of
the entire properties to be $2,252,458, and
after allowance for depreciation this figure
was reduced to $1,097,404. After elimi-
nating property which the city would not
require, the reproduction cost less deprecia-
tion was reduced to $903,704. In this re-
port the city engineer recommended a pur-
chase price not to exceed $604,463 for the
properties which the city desired to secure.

The city engineer has made a compre-
hensive survey and study of the traffic of
the Market Street Railway lines. On the
basis of the data secured, he has worked
out a plan combining the Municipal Rail-
way system, the Market Street Railway
system, and the California Street Cable
Railroad system into a single unified sys-
tem involving a complete re-arrangement
of routes and designed to give an excellent
and improved service to all sections of
the city. Such a plan will materially im-
prove traffic conditions on Market Street
and effect economies of operation, while
improving the service. The number of
lines operating on Market Street east of
Sutter Street under this plan would be
reduced from 20 to 13, and between 4th
Street and Geary Street from 13 to 9, with
corresponding reductions in other sections.
The city engineer also points out addi-
tional necessary changes in routings which
will further improve Market Street condi-
tions if the transbay bridge is built.

Details of 53 proposed new routes are
presented which show that it will be pos-
sible to operate service equivalent to or
better than that now operated, with a re-
duction of between 3,500,000 and 4,000,000
car-miles per annum — approximately 10 per
cent of the total car mileage now operated
by the three systems. On the basis of the
operating cost of the Municipal Railway
system, $750,000 to $1,000,000 a year would
be saved on this particular item on the
unified system.

Tables show estimates of the financial
results of municipal operation of the com-
bined systems on the basis of continuing

Electric Railway Journal — July, 1929
741

the 5-cent fare, and making allowance for*
the estimated loss of revenue occasioned by
universal transfers. On the basis of these
estimates, under the present municipal wage
schedule, the unified system, with the pro-
posed rerouting of cars, after providing
adequately for depreciation of the proper-
ties, would indicate an operating deficit
of $869,667 annually, as compared with an
operating deficit of $1,623,648, if the pres-
ent service were to be continued under the
municipal wage scale. These deficits do
not take into account interests and ultimate
fixed charges. When the interest and fixed
charges are added to the operating deficit,
on the basis of the purchase price sug-
gested by the city engineer, the gross deficit
would be $2,741,867 annually. This figure
would be reduced to $2,346,867 as the re-
sult of certain increases in revenue and
decreased operating costs which would re-
sult if certain other of the city engineer's
recommendations were put in effect. On
the basis of an assessed valuation of $850,-
000,000, this latter figure would amount
to 27.6 cents on the tax rate.

• t

Changes in Southwestern

Association's Plans

At a recent meeting, the governing
body of the Southwestern Public Serv-
ice Association, Dallas, Tex., made sev-
eral changes in the constitution, so as to
permit and encourage even greater co-
operation in the future, than in the
past, with the other associations with
which the Southwestern is affiliated.
Most important of these were pro-
visions to waive separate Southwestern
conventions and encourage attendance
by the membership at suitable regional
conventions of their craft; especially
the Southwestern division, Natural Gas
department, American Gas Association,
Southwest Geographic division, and
National Electric Light Association.
Provision will be made, however, to
have group or sectional meetings at such
times and places as will be profitable
for any of the groups or sections which
constitute the association.

As for the past 35 years the South-
western will represent the interests of
the gas, the electric, the railway, and
the telephone companies, in Texas and
Louisiana. An advisory council, to con-
sist of one representative from each of
the member companies, is to convene
from time to time to consider the gen-
eral affairs and policies of the associa-
tion, and elect an executive committee.
The officers and executive committee
selected for 1929-1930 are:

President, Knox Lee, Southwestern
Gas & Electric Company, Marshall,
Tex.

First vice-president, chairman gas
section, Frank L. Chase, Vice-president,
Lone Star Gas Company, Dallas, Tex.

Second vice-president, chairman elec-
tric section, J. W. Carpenter, president,
Texas Power & Light Company, Dallas.
Third vice-president, chairman rail-
way section, W. B. Tuttle, president,
San Antonio Public Service Company,
San Antonio, Texas.

Other members of the Executive
Committee are: George H. Carter, vice-
president, Texas Utilities Company,
Marlin, Texas; J. G. Holtzclaw, vice-
president, Gulf States Utility Company,
Beaumont, Texas; W. L. Prehn, gen-
eral manager, Southwestern Bell Tele-
phone Company, Dallas, Texas; treas-
urer, R. G. Soper, vice-president, Dallas
Gas Company, Dallas, Texas; secre-
tary, E. N. Willis, Dallas, Texas.

New Youngstown Grant

Service-at-cost continued under an arrange-
ment designed to secure a liberal flow
of capital for investment

JUNE 21 marked the date of operation
by the Youngstown Municipal Railway,
Youngstown, Ohio, under its new 25-year
franchise passed by Council on May 22
and signed by the Mayor on May 25.
Among the outstanding features of the
grant are the following:

1 Continuance of service-at-cost ar-
rangement in effect during past ten years.

2 A new provision regarding repairs in
paved streets, under which the company is
required to repair only such paving as may
be damaged or disturbed on account of
operation of cars or damaged or disturbed
on account of necessary repairs to tracks,
rails, or joints in the rails.

3. A provision regarding new paving or
reconstruction of paving by which the
company shall be assessed only that amount
which represents the increased cost of pav-
ing foundation under its tracks in excess
of what the cost would be to the city in
paving in case there were no car tracks.

4. A provision that all expense of change
In tracks, pole lines and paving necessi-
tated by public improvements shall be borne
by the city and paid by city.

5. The company is authorized to operate
over all bridges and grade separation via-
ducts now owned or controlled by the city
of Youngstown. In case of the construc-
tion or reconstruction of bridges over
which the tracks of the company exist or
may hereafter be laid, the company is to pay
only for the tracks and appurtenances
thereto and only such part of the cost of
the bridge or viaduct as shall actually be
occasioned by the construction of the track
or tracks.

6. A provision that on and after Jan. 1,
1930, all expense in connection with the
office of the Street Railroad Commissioner
including salary of the commissioner and
any employees of his office, shall be borne
and paid by the city.

7. A provision that should the city suffer,
aid, permit or foster competition in trans-
portation except by such companies as are
now operating under franchises heretofore
granted by the city to such companies, in-
dividuals or partnerships as are now oper-
ating or may operate under present exist-
ing city ordinance, the city shall then lose
control of the service and rate of fare
provided for in this franchise and such loss
of control shall continue so long as com-
petition is permitted by the city.

8. Provision is made that the company
shall be allowed to earn (after taxes and
depreciation) 6 per cent on its present
capital value, 7 per cent on all additions to
capital, and one-half of any excess above
such permitted return after $100,000 is
accumulated in the surplus fund of the
company.

The new franchise was prepared by a
committee of fifteen of the most promi-
nent citizens of Youngstown, appointed
for the purpose by the City Council in
May, 1928. The chairman of this com-
mittee was the president of the largest
financial institution of the city and other
members of the committee represented in
an executive capacity other financial in-
stitutions, other large industrial concerns
and other business interests of the city.
The committee commenced to function ac-
tively in September, 1928. Public hearings
were held.

the city get the proper start in the financing
of subway construction, "by utilizing the
special assessment method to help pay for
its initial subway construction and thereby
make less difficult the application of this
plan to later subway projects."

Against Hasty Action on
Pittsburgh Subway

George S. Davison, chairman of the
City Transit Commission, at Pittsburgh,
Pa., has asked delay on any action in the
nature of a commitment on any subway
plan at this time. It is pointed out that
on June 25 the special election will take
place on the metropolitan city question and
that in the new charter plan consideration
has been given to the district assessment
plan of financing such improvements.

Mr. Davison regards it as desirable that

Specifications Out for
Lackawanna Electrification

Equipment specifications for the multiple-
unit cars for use on the Lackawanna Rail-
road electrification out of Hoboken, N. J.,
are now in the hands of the manufacturers,
and it is anticipated that bids will be re-
ceived in the near future. Bids already
are in for the catenary structure and the
contracts may be awarded within the next
month.

As noted previously, power contracts
have been signed with the Public Service
Electric & Gas Company, the Jersey Cen-
tral Power & Light Company and the New
Jersey Power & Light Company for sup-
plying power for the entire electrification.
The contact line will carry 3,000 volts
direct current.

£10,000,000 Annual Parking

Loss in St. Louis

Elimination of all parking in the down-
town sections of St. Louis, Mo., is being
considered by the Traffic Committee of the
St. Louis Safety Council. Oliver T. Rem-
mers, chairman of the committee, per-
sonally favors the elimination of parking,
saying that the Council's contention is
right that the streets were designed for
the movement of traffic rather than for
the storage of unused automobiles. It has
been estimated that the parking of auto-
mobiles in downtown streets costs the city
$10,000,000 annually through loss of busi-
ness that otherwise could be obtained from
tourists and other visitors.

Exhibition No. 12

First Come, First Served

Will be the rule

for

A.E.R.A. Exhibitors

in the

New Atlantic City Auditorium
next September.

you have not entered your order
for Electrical, Compressed Air,
Furniture, Rug, Floral and Drink-
ing Water requirements,

Don't Delay

Fill out the regular order forms
sent you and return them to

Exhibit Committee

American Electric Railway

Association

292 Madison Avenue,

New York City

Promptly

Governor Comments on
New Chicago Bills

Governor Emmerson of Illinois has
signed the Chicago traction bills passed by
both branches of the General Assembly.
In going over the bills before they were
signed by the Governor, attorneys dis-
covered that House Bill 513, amending the
cities and villages act, was faulty and so
a Senate bill was substituted. The at-
torneys declared that the change in no way
affected the group of bills approved.

The Governor issued a statement in
part as follows :

On Dec. 6, last, Judge Wilkerson, before
whom receivership proceedings are pending
involving one of the surface lines com-
panies, appointed a committee of prominent
citizens to work out a definite plan of
settlement upon which the city and the
companies could agree. The bills now be-
fore me, with the exception of House Bills
515 and 737, are the result of the efforts
of this committee.

The six agreed bills were submitted to
the City Council for approval and were
endorsed by practically a unanimous vote.
They were agreed to by the companies
and were brought to Springfield by the
citizens' committee and the local trans-
portation committee of the City Council.

The fullest opportunity was given in both
branches for thorough consideration of all
of these bills. They were passed in the
House by upwards of 110 votes and in the
Senate by 41 votes.

The measures are properly safeguarded
by provisions that any ordinances drafted
under them must be submitted to a vote of
the people before becoming effective. The
bills do not in themselves settle the trac-
tion question, and no settlement can be
effected until the City Council has agreed
upon the terms of settlement and the people,
at a referendum, have approved the action
of the Council.

For many years the ideal of those who
have studied local transportation In Chi-
cago has been unification of surface and
rapid transit facilities, with subways in the
congested areas, all operated on the basis
of a unit fare with transfer privileges.

The citizens' committee and members of
the City Council believe these bills give the
city all the authority it needs to work out
an adequate unification plan.

Under their terms the city has the
power not only to determine the details
of the plan of settlement, but also to
regulate operation, rates and service, and
the right of purchase by the city, should
that be desired, is protected. In the argu-
ments of those who request the vetoing of
the bills no good reason has been offered
for setting aside the Judgment of the City
Council and the two Houses of the General
Assembly.

The terminable permit measure, one of
those approved, applies to the entire state.
Bills will be enacted July 1.

More Seven-Cent Schedules
Rejected in New York

The New York Transit Commis-
sion on June 18 rejected as illegal
the 7-cent fare schedules filed by the
Eighth & Ninth Avenue Railways on
July 16, 1928. The ground for the de-
cision was the same as that given in
rejecting the higher fare plea of the
Drydock, East Broadway & Battery
Company three weeks ago, namely, that
the company had proceeded under the
wrong section of the Public Service
Commission law. The regulatory body
made the point that the 5-cent fare
under which the company operates in
the city of New York was "contractual
in nature" and could not, therefore, be
altered by the commission. The opinion
added that it was doubtful whether
the company, even if granted a 7-cent
rate, could meet the competition of the
rapid transit lines and other surface lines
along its routes.

Electric Railway Journal — Vol.73, No.16
742

Late News Briefs

Tulsa, Okla. — After crippling trans-
portation facilities for two days, em-
ployees of the Oklahoma Union Railway
returned to their positions on June 18.
The differences between the company
and employees were submitted to the
State Board of Arbitration and Concilia-
tion. The strike was the second trans-
portation tie-up in the history of Tulsa.
It resulted from a request for a 3-cent
hourly wage increase by members of the
local union, and for a seven-day vaca-
tion each year on full time. Wages
now range from 45 to 55 cents an
hour. The company has not earned
operating expenses at any time since the
present owners took over the property
in 1923.

St. Louis, Mo. — The St. Louis Electric
Terminal Railway has asked the Board
of Public Service to secure the vacation
of a 127-ft. section of Brooklyn Street
in connection with the construction of
its proposed elevated and subway line
which will connect the McKinley Bridge
with a new passenger-and-freight termi-
nal at Twelfth Boulevard and Washing-
ton and Lucas Avenues. Property own-
ers have signed a waiver of damages.

Seattle, Wash. — G. B. Avery, in
charge of the municipal street railway,
has ruled that trainmen must stand an
inspection every three months, under
the critical eyes of station masters. Full
length mirrors and shoe-shining stands
are to be installed in each carhouse, and
conductors and motormen are to be sup-
plied with snappy new badges and
new gilt cap bands to replace the cap
insignias now worn.

Louisville, Ky. — Harland Bartholo-
mew has explained to Mayor Harrison
and members of the City Planning and
Zoning Commission a preliminary major
street plan which he has prepared as
the first phase of a comprehensive plan
for Louisville. Mr. Bartholomew said
that Louisville has 597 miles of streets
and the plan adds 9 miles to this total
arid makes 140 miles of the city streets
major thoroughfares which will accom-
modate from four to eight lines of
traffic. The commission arranged for
a committee of its members to make
revisions and suggestions before it is
adopted as a layout of the principal traf-
fic streets for the city until 1980. On
this committee is Frank H. Miller, vice-
president of the Louisville Railway.

St. Louis, Mo. — Transit News, pub-
lished by the St. Louis Public Service
Company, has come out for the elimina-
tion of parking in streets occupied by
street cars, especially in the congested
districts. The railway's research de-
partment estimates that each automobile
parked in the downtown streets oc-
cupies space valued at $5,000, and that
the rental and tax value of this space is
$375 a year. This does not take into
consideration the tremendous economic
loss caused by the delay to patrons of
the railway by the unwarranted con-
gestion caused by parked automobiles.

Canton, Ohio. — The Canton Street
Car & Bus Company has been incor-
porated by A. C. Blinn, president of the
Northern Ohio Power & Light Com-
pany, J. B. Young, his secretary, and
Windall L. Willkie, chief counsel for the
•company, to furnish Canton with trans-

portation by street car, all bus, or a
combination of the two in accordance
with plans matured previously, to which
reference has been made before in the
Electric Railway Journal.

Cuyahoga Falls, Ohio. — An agreement
has been reached between the City Coun-
cil and the Northern Ohio Power &
Light Company whereby the street cars
will be taken off Front Street and routed
over Second Street, both north and
south bound, for a period of 30 days
beginning June 10. During the same
period a crosstown bus service will
be established from Cleveland Boulevard
on Northampton Road over Northamp-
ton, Portage, Newberry, Tallmadge,
High, and back over Portage to North-
ampton and Cleveland. The experiment
is to be tried without committing either
the city or company to any definite pro-
gram as to the permanent discontinuance
of car service on Front Street.

Joplin, Mo. — The Missouri Public
Service Commission at Jefferson City
on June 21 authorized the Southwest
Missouri Railroad to charge in Joplin
a cash adult street car fare of 8 cents
with two tokens for 15 cents and 3 cents
for children. This is an extension of
the adult fares authorized by the com-
mission in April, 1928, for a period of
thirteen months.

Ballston Spa, N. Y.— The Public
Service Commission on June 6 directed
the Kaydeross Railroad to repair its
railroad. The line is electrically op-
erated, is 12 miles in length, extending
from Ballston Spa to Nil! Grove where
it serves the two mills of the Kaydeross
Paper Company and the Cotrell Paper
Company. There are two passenger
trains a day.

Indianapolis, Ind. — Public bequests
of approximately $160,000,000 to be
available in 2129 are made in the will
of the late Will A. Latta, attorney for
the Indianapolis Street Railway, filed

COMING MEETINGS

July 1-t — National Motor Bus Divi-
sion, American Automobile Associa-
tion, annual meeting, Hotel Lafay-
ette, Buffalo, N. Y.

July 10-11 — Regional Conference of
New England Electric Railway
Executives, Copley Plaza Hotel,
Boston, Mass.

July 11 — New York Railroad Club,
annual outing. Travers Island. N. Y.

July 11 — Central Electric Traffic
Association, Miami Hotel, Dayton,
Ohio.

July y.j-26 — Electric Railway Asso-
ciation of Equipment Men, Southern
Properties, Lafayette Hotel, Lexing-
ton, Ky.

July ii-Vt — Central Electric Rail-
way Accountants' Association, An-
gola, Ind.

Aug. 15-/6 — Wisconsin Utilities As-
sociation, Transportation Section,
Hotel Northland, Green Bay, Wis.

Aug. n — National Association of
Railroad and Utilities Commission-
ers, Glacier National Park, Mont.

Sept. 28 - Oct. 4 — American
Electric Railway Association,
48th annual convention and ex-
hibit, Atlantic City Auditorium.

Nov. 20-11 — Association of Electric
Railway Equipment Men, Middle At-
lantic States, Richmond, Va.

Nov. list — Public Utilities Asso-
ciation of Virginia, annual meeting,
Chamberlain-Vanderbilt Hotel, Old
Point Comfort, Va.

for probate here on June 13. It pro-
vides for $50,000 to be kept intact for
200 years at compound interest.

Frankfort, Ky. — The possibility of the
State of Kentucky developing a State
Utilities Commission appears slim. At
the last session of the Legislature a
special committee was named to investi-
gate and report on the needs of state
regulation of the various public utilities.
The chairman says that as representa-
tives invited to discuss the matter had
failed to put in an appearance, it would
seem that there was not much demand
for a utility commission or any reason to
recommend establishment of a commis-
sion.

Flushing, N. Y. — Edward A. Roberts,
manager of the New York & Queens
County Railway, convinced that the
"Orange Trolley" is the quick, conveni-
ent way to New York, recently dis-
tributed a little folder containing a
homily on the utility of the route, a map
of the district served and last, but not
least, a complimentary ticke't in the
form of a stub "good for one continuous
passage on June 21, 22 and 23, 1929, on
inbound cars to New York only."

New York, N. Y. — An independent
Socialist attack on the transit policy
of the present administration in New
York City has been launched by Louis
Waldman, former Socialist candidate
for Governor, who has addressed a
letter to Mayor Walker in which he
asks sixteen questions intended to clear
up a situation that is "full of talk about
transit and new subways and no results."

Dallas, Tex. — Residents of East Dal-
las have asked the City Commission to
require the Dallas Railway & Terminal
Company to extend the Junius Heights
line to Greenville Road and Llano Street
in accordance with Everman Plan No. 5.
Opposition was registered to the plan
to continue the present shuttle bus serv-
ice in lieu of the extension of the line.

New York, N. Y.— The New York
Transit Commission has ordered the
Brooklyn-Manhattan Transit Corpora-
tion to expend $2,500,000 for new cars.
Railway officials intimate they will com-
ply with the order. The commission is
considering the matter of seeking the
appointment of a receiver to take charge
of all revenues of the Interborough
Rapid Transit Company in excess of the
$6,335,000 annual profit guaranteed by
the city on the company's lease of the
city-owned subways.

Chicago, 111. — The Woods electrifica-
tion bill providing that all steam rail-
road terminals in Chicago shall be elec-
trified before 1933, the cost to be met by
sale or lease of air rights, was killed in
the Illinois Senate, as that body pre-
pared to adjourn for the summer.

Schenectady, N. Y. — Riders' Guide
has been started by the Schenectady
Railway in the form of a four-page leaf-
let 6i in. deep by 3J in. wide. The
first issue is dated June 15. It is in-
tended to print messages as to company
policy, schedules, service, safety and
any other topics that may be of an in-
formative nature. Students of the
Junior High and High Schools of Sche-
nectady and Scotia were asked to sug-
gest names for the new publication and
the name decided upon by the commit-
tee was suggested * by Miss Agnes
Svolos, who received an award of $10
from the company.

Electric Railway Journal — July, 1929
743

Recent Bus Developments

Uniform Specifications Discussed

Bus specifications as drawn up by the
National Automobile Chamber of Com-
merce, Bus Transportation, the Connecticut
Public Utilities Commission, the Society of
Automotive Engineers, and the Motor
Vehicle Conference Committee were dis-
cussed at the joint meeting held on June
20 and 21 in Washington, D. C. The
purpose was to try to standardize the
principal dimensions and equipment of
buses. Although the desirability of this
was recognized, several members of the
code committee felt that standardization
might impede the development of the bus.

The opinion was advanced that what
might be considered a desirable feature to-
day may easily prove to be old fashioned five
years hence. At such time, a state commis-
sion inspecting a bus of improved design
would not accept it because it would not
conform to the regulations laid down five
years previously. It was thought that enough
leeway should be maintained in the speci-
fications to allow the manufacturer to in-
corporate his new ideas in the bus, thus
giving the operator the benefit of experi-
ence gained during past years and not
retarding development by regulations.

One of the changes made in the proposed
rules is that a maximum length of 40 ft.
be allowed, but leaving a loop hole for state
commissions to reduce this maximum
length if considered desirable. This over-
all length is to be measured from bumper
to bumper. Although a prolonged discus-
sion took place concerning the desirability
of including the sleeper buses in the code,
it was thought that, due to insufficient ex-
perience, it would be inadvisable to do so.

Railways Protest Queens
Bus Service

Supreme Court Justice Strong in Brook-
lyn reserved decision on June 26 on the
application by the New York & Queens
County Railway and the Steinway Railway
for an injunction to restrain the Long
Island Transportation Company from main-
taining a bus service between Astoria and
Elmhurst. At one point, Justice Strong
in interposing his own opinion said he
thought transportation service "could be
improved." Justice Dike suspended opera-
tion of the buses recently pending the out-
come of the litigation. The petitioning
companies, maintain trolley lines in Queens.
They contend that the defendant company
is engaged in unfair competition. A. T.
Davison, counsel for the railways, argued
that the bus company also was operating
without franchise or certificate of con-
venience and necessity.
»

Another Westchester Route

Sanctioned

On June 25 the County Transportation
Company, Inc., was granted a certificate
of public convenience and necessity by the
Public Service Commission to operate a
bus line in the village of Mamaroneck,
Westchester County, New York. The pe-
tition for the route was a result of the
abandonment of the service of the New
York & Stamford Railway in various cities
and towns of Westchester County. Com-

missioner Van Namee pointed out that
the granting of the certificate completes
the chain necessary to allow continuous
operation over routes in Westchester
County formerly operated by the trolley
line. It is a further move in the series
referred to in Electric Railway Journal
News for June 22, page 82.

Co-operation in "Save-a-Life"
Campaign

The People's Motorbus Company and
the St. Louis Public Service Company co-
operated in the "Save-a-Life" campaign in
Missouri during June. One of the things
they did was to have all of their buses and
other automotive equipment inspected by
the authorized service stations. The bus
companies have found that a very large
percentage of all accidents between their
buses and other motor cars is due to the
defective brakes or steering mechanism of

the other cars.

Two Cases Before Illinois
Commission

Two cases, both involving bus problems,
are before the Illinois Commerce Commis-
sion. In one the Chicago Railways and
the Chicago Motor Coach Company are
involved, and in the other the Chicago &
Joliet Electric Railway, the Illinois Trac-
tion System and the Tri-State Bus Com-
pany.

Some time ago the commission authorized
the Chicago Railways to operate buses over
certain streets, later rescinded the order,
and then authorized the Chicago Motor
Coach Company to operate buses. The
railway filed suit in the Supreme Court,
which holds that the commission arbitrarily
exercised its authority when it granted the
bus company a permit. It sent the case
back to the commission with instructions
that the railway be given a hearing.

A hearing in the other case was set for
June 27. Some time ago, after 16 com-
panies had been involved, the commission
ordered the Chicago & Joliet to operate
between Chicago and Joliet, the Alton
Transportation Company, a bus line owned
by the Chicago & Alton, from Joliet to
Carlinville ; and the Illinois Traction Sys-
tem between Carlinville and East St. Louis.
When the Alton failed to operate, the com-
mission issued an order to the Tri-State
Bus Company to operate from Chicago to
East St. Louis, whereupon the two electric
railways again petitioned the commission.

More Buses for Eastern

Massachusetts

Buses will be substituted for cars by the
Eastern Massachusetts Street Railway on
the Wakefield, Stoneham-Winchester route
on July 7. The change has been timed
to coincide with the rebuilding of streets
constituting the through route from Wake-
field to Stoneham, so that the rails may be
removed before the roadwork is started by
the state. The Wakefield-Stoneham line
was opened 37 years ago next August as
the beginning of a net work that for many
years made Wakefield the electric railway
center of northern Greater Boston.

Trucks Curbed That Bootleg
Excursions

Competition of trucks insured to carry
merchandise but which on Sundays and
holidays run afoul the bus lines by carry-
ing picnic and outing parties has been
effectively stopped in Massachusetts under
the compulsory automobile insurance law.
Owners of trucks guilty of such violations
face loss of registration and operators are
arrested for driving trucks that are not
properly insured. The extent of the use of
trucks for service of this kind is surprising.

Millbury, Mass. — Town officials and
officers of the Worcester Consolidated
Street Railway are endeavoring to reach
an agreement on the fare to be charged
by the buses which are to supplant the
trolleys early in July.

Dayton, Ohio. — The Dayton & Troy
Electric Railway has asked the State
Supreme Court to require the Utilities
Commission to revoke the certificate of
the Inter-City Coach Company on the
ground of alleged improper practices.

Troy, N. Y. — Consent of the Public
Service Commission to abandon certain
portions of its lines in Troy was asked
on June 20 by the United Traction
Company. Officials of the company
have voted to substitute buses, a cer-
tificate for the operation of which is
also asked of the commission. A hear-
ing on the petition will be held later.

Fitchburg, Mass. — The Fitchburg &
Leominster Street Railway has asked
the State Department of Public Utili-
ties to restrict the Suburban Bus Lines
Company, Inc., from operating in Fitch-
burg and Lunenburg. It is said that of
late the bus line has been picking up
and letting off passengers within the
limits of Fitchburg and that it is run-
ning special trips to Whalom Park,
operated by the railway, in direct com-
petition with the railway. The bus com-
pany claims it has been serving Lunen-
burg more adequately than the railway
did before it abandoned its route. The
management said it would put a stop to
the handling of local business in Fitch-
burg by its operators in contravention of
the rights of the railway there.

Dover, N. J. — A portion of the Morris
County bus line, route 72, operating be-
tween Newark, Morristown, Dover, and
Netcong, has been extended by Public
Service Co-ordinated Transport from
Netcong to Budd Lake and Hacketts-
town. Over the route between Newark
and Dover the Morris County Traction
Company formerly operated, but the
service of that company was replaced
by buses of the Public Service some
time ago.

St. Louis, Mo. — Eight windows were
broken and a parked automobile dam-
aged when the fan-belt of a bus of the
St. Louis Public Service Company broke
and threw parts of the broken blades on
both sides of the street on June 16.
Recently a similar mishap occurred to
a bus of the People's Motorbus Com-
pany. Richard W. Meade, president of
the People's company, said that the two
cases in St. Louis were the first of the
kind to his knowledge, although buses
in his charge have traveled many million

Electric Railway Tournal— Vol.73, No.16
7AA

Financial and Corporate

Key System to Reorganize

Two distinct corporations may result from
plans under consideration. Com-
mittee working out details

ANNOUNCEMENT has been made
by A. J. Lundberg, president, Key
System Transit Company, Oakland,
Cal., that the company will default in-
terest payments due on July 1, on its first
mortgage, general and refunding mort-
gage bonds, and on notes of the Key
System Securities Company. Mr. Lund-
berg admitted this is the initial step in
a program of reorganization in which
the company's capital structure will be
changed and a new plan of operation
followed, but stated he could not dis-
cuss details at this time.

The company has been able to pay
interest by rigid operating economies,
sale of non-operating properties and use
of funds from its depreciation account
and could have continued to meet its
obligations in this manner for some time
to come. However, the directors felt that
serious deterioration of the property
eventually would result from this pro-
cess and, as the day of reckoning in-
evitably would arrive, decided upon ac-
tion at the present time.

At a conference held on June 22 with
members of the California Railroad
Commission it is understood that Key
System officials submitted a plan to
separate into two distinct corporations,
the System's East Bay street car di-
vision and its transbay ferry and inter-
urban division. It is also understood
that the commission asked for addi-
tional data on the company's plans, but
pointed out that it could render no de-
cision without a public hearing.

The transbay division has shown a 41
per cent return on the investment, but
the deficit of the street car division an-
nually has been so high that it more
than offset the profits from the ferry
and interurban service. President Lund-
berg has stated that stockholders will
not be asked to invest further capital
in any branch of the company which is
not able to show a return on the money
invested, so it is thought probable that
they will be asked to advance addi-
tional capital for the building up of the
former division but will not be asked to
sink any further capital in the latter.

With new money thus derived from
stockholders and from the probable
sale of valuable real estate which the
company owns, together with advan-
tages arising from changes in capital
structure, it is pointed out that if the
proposed segregation of the properties
is permitted, the company taking over
the transbay ferry division would be
in a sound financial position. On the
other hand, the condition of the street
car division is so unsatisfactory that its
ultimate fate is extremely doubtful. It
is pointed out that on many occasions
the railroad commission has urged that
the Key System and Southern Pacific
work out an agreement which would
abolish present duplication of lines. This
now may be accomplished. There are
also rumors to the effect that the South-
ern Pacific or Western Pacific may buy
the Ferry-Interurban system, and others

that the Key System may abandon the
street car lines.

Details for perfecting the plans for
changes are in the hands of a commit-
tee of which C. O. G. Miller, president
of the Pacific Lighting Corporation and
chairman of the board of the Key Sys-
tem, is chairman.

Public Financing by
Stone & Webster

Stone & Webster, Inc., will shortly add
$57,500,000 of capital funds through public
financing. The business will continue under
the same management with added advan-
tages of a substantial public ownership.

The present Massachusetts corporation
will be dissolved and a Delaware corpora-
tion formed with the same name. The
authorized capitalization of the new cor-
poration will consist of 1,500,000 no-par
shares of capital stock, of which 400,000
shares will shortly be ■ offered at $100 a
share. The present large stockholders are
at the same time increasing their interest
to the extent of $17,500,000, or 175,000
new shares. There will be outstanding
altogether approximately 1,300,000 shares
of stock. The , management expects to
list its shares in New York.

The board of directors will be enlarged
to include W. Cameron Forbes, former
governor general of the Philippines ;
Joseph P. Grace, chairman "f W. R. Grace
& Company ; Herbert L. Pratt, chairman
of Standard Oil Company of New York;
Eliot Wadsworth, former assistant secre-
tary of the Treasury; Albert H. Wiggin,
chairman of Chase National Bank.

Wrongly Directed Municipal
Ownership Efforts

Constant agitation for public ownership
is a matter which receives substantial com-
ment in the recent interim report of the
committee on public service company
securities of the Investment Bankers' Asso-
ciation approved by the board of govern-
ors at White Sulphur Springs. In the
words of the report:

"There is never-ceasing propaganda for
public ownership and operation and for
the extension of the legal rights and juris-
diction of the municipal corporations. Many
thoughtful people are lured by the idea of
public ownership as a wise method of curb-
ing disliked practices of private owner-
ship."

The committee feels, however, that such
efforts are wrongly directed, and despite
examples of sporadic success, are based on
misinformation and misconception of the
inherent nature of the businesses attacked

and of the nature of our government.

•

Chicago, 111. — A committee consist-
ing of George Woodruff, vice-chairman
of the National Bank of the Republic,
Joshua D'Esposito, chief engineer for
the Union Station Company, and Col.
A. A. Sprague, vice-chairman of the
Citizens' Traction settlement commit-
tee, will be named by the city to pass
on the valuation of the elevated lines
under the proposed plan for unification.

City Controller Scores P.R.T.

Questions many items of expense :n pre-
liminary report on affairs of railway.
Full audit promised later

CITY CONTROLLER HADLEY of
Philadelphia on June 20 transmitted to
City Council the preliminary report of the
audit of the accounts of the Philadelphia
Rapid Transit Company. The Controller
demanded of Council a special investigating
committee to look into the whole subject
of P. R. T. expenses over the five-year
period to June 30, 1928, covered by the
audit. The Controller also transmitted a
special report of Dr. Milo R. Maltbie, who
is aiding him in the audit. The Controller
promises a more definite and exhaustive
report by Dr. Maltbie, but stated the audit
could not be comDleted for at least three
more months.

Fourteen leading points thus far devel-
oped by the audit demand special investiga-
tion, City Controller Hadley informed City
Council, asking for a special councilmanic
committee of inquiry to go intp them.
They have been summarized in part as
follows :

1. Control of the majority of stock of
the P. R. T. Company and how acquired
by Mitten Management.

2. Payment of management fees of $6,-
551,347 to Mitten Management in addition
to $19,108,538 paid to general officers of
the P. R. T. Company for salaries and
expenses of mmanagement as well as direc-
tors' fees amounting to $96,540.

3. Commitment of the P. R. T. Company
to a 30-year lease for offices in the Mitten
Building at a rental of $400,000 a year
for the first ten years and $500,000 a year
for the next twenty years, in addition to
the payment of taxes, assessments, repairs,
etc., for the entire building by the P. R. T.
Company. The P. R. T. sublets to Mitten
Management a portion of the building for
an amount less than the cost of the
P. R. T.

4. Payment of $25,000 for cancellation
of lease covering a portion of the corner
of the first floor of Mitten Building.

5. The purchase of the Yellow Cab Com-
pany at more than $500 a share for no par
value stock.

6. The operation by the P. R. T .Com-
pany of the Quaker City Cab Company,
notwithstanding the fact that the Public
Service Commission has failed to approve
the acquisition of the cab company.

7. The borrowing by Mitten Manage-
ment of P. R. T. funds to the extent of
$15,556,050, for which less than 3 per
cent was paid to P. R. T. Company.

8. Payment to J. W. Braun of $621,794
and the purposes for which this money was
used.

9. The question of gratuities, donations,
subscriptions, etc., amounting during the
auditing period to $53,125 ; expenses of
the Co-operative Committeemen trip to
Buffalo, $18,009; show at Buffalo— "Little
Nellie Kelly," $13,411.

10. Loss resulting from sale of news-
papers on street cars — $25,992.

11. Expenditures for legal services, in-
cluding two or more individual payments
of $50,000 each, which will appear in a
subsequent report.

12. Damage claims settled with attorneys.

13. Services rendered by experts and fees
paid for valuations made, and many other
items of expenditure listed by flaskins
& Sells.

14. The alleged practice of employing
city officials and former city officials by the
P. R. T. Company.

Electric Railway Journal — July, 1929
745

Des Moines System Sold

Walter J. Cummings and associates of

Chicago purchase road in Iowa

city under foreclosure

A SYNDICATE headed by Walter J.
Cummings, Chicago, was the only bid-
der for the property of the Des Moines
City Railway at the public auction held on
June 22, at Des Moines, la.

E. J. Kelly, special master, who con-
ducted the sale, has recommended to the
federal district court that Mr. Cummings'
bid of $1,855,000 be approved, and it is
expected that Judge Martin J. Wade will
give his approval just as soon as a suffi-
cient time has elapsed to allow creditors
to file possible objections.

Associated with Mr. Cummings in the
purchase were Charles H. Wilcox, presi-
dent of the General Steel Company, Chi-
cago, and Charles G. Adsit, former vice-
president of the Georgia Power Company,
Atlanta, Ga.

The Des Moines City Railway had been
in receivership since Nov. 12, 1926, when
Federal District Judge Martin J. Wade
granted the application of the Harris Trust
& Savings Bank, Chicago, which filed a
petition on Nov. 11, setting forth that the
company was in default on the principal
payment on $700,000 of debenture bonds.
Clyde E. Herring, Des Moines business
man, and F. C. Chambers, former man-
ager of the railway, were named receivers.

After the receivers filed a report an-
nouncing that thev had on hand $118,000 to
pay indebtedness of $1,759,152, Judge Wade
ordered the property sold.

Prior to the sale, Mr. Cummines an-
nounced that he had purchased the deben-
ture bonds and notes held by the Harris
interests, constituting the principal indebt-
edness of the company, outside of first
mortgage bonds totaling $5,762,000.

The 103 miles of tracks, overhead, car-
houses, automatic substations and rolling
stock of the railway are valued at approx-
imately $10,000,000."

Mr. Cummings made public plans for the
immediate shipment of ten late model street
cars to Des Moines, and announced serv-
ice betterments which include more cross-
town buses, and more bus feeders for the
railway system.

The car strike which threatened over the
famous two-man car contract signed be-
tween the union and the company back in
1915 appeared rather remote when Mr.
Cummings pointed out that he is using
nothing but two-man cars on his lines
around Chicago, and that the ten new cars
promised to Des Moines all require two-
man operation.

Mr. Cummings purchased the car sys-
tem without the inclusion of the two-man
car agreement which was to run till 1940,
but gave no indication that he will attempt
to institute one-man car service in Des
Moines. He also indicated he did not
intend to alter the 10-cent single fare or
the weekly pass which sells for $1.25 and
is good for an unlimited number of rides
for seven days.

Mr. Cummings is president of the Chi-
cago & West Towns Railway, and presi-
dent of the Cummings Car & Coach Com-
pany.

4,444 Exhibits in Trade

Commission's Inquiry

Field accounting work has begun on two
large operating subsidiaries of two im-
portant holding companies in connection
with the investigation which the Federal
Trade Commission is making of public
utilities in pursuance of a Senate resolu-
tion.

Conspectus of Indexes for June, 1929

Compiled for Publication in Electric Railway Journal by

ALBERT 8. RICHKY
Electric Railway Engineer, Worcester. Mass.

Street Railway
Fares*

1913 - 4.84

Deetrle Railway

Materials*
1913 - 100

Electric Railway

Wages*

1913- 100

Am. Klec. Ry. Assn.

Construction Cost
(Elec. Ry.) 1913 - 100

Eng. News-Record

Construction Cost
(General) 1913 - 100

U.S. Bur. Lab. Stat.

Wholesale Commod
ities 1926 - 100

Bradstreet

Wholesale Commod
ities 1913 - 9.21

V. S. Bur. Lab. Stat

Retail Food
1913 - 100

Cost of Living

Nat. Ind. Conf. Bd.
1914 - 100

Industrial Activity
Elec.World— Kw.-hr
used 1923-25 - 100

Bank Clearings

Outside N. Y. City
1926 - 100

Business Failures

Number

Liabilities (Millions)

Month Year
Latest Aso Ago

June
1929
7.7*

June
1929
145.8

June
1929

23*8

Juno
1929
1**7

June
1929
2*5.6

May
1929
»5.8

June
1929
12 4*

May
1929
153.3

May
1929
15*. 4

May
1929
lit. 9

May
1929
IKS

Mav

1929
7.7*

May
1929
145.5

May
1929
•no I

Mav

1929
1».S

May
1929
2*5.3

April
1929
S6.8

May
1929
12.68

April
1929
151.6

April
1929
IS*. 3

May
1929
1733

44 *•

April
1929
136 4
April
1929
1*4*
April
1929
1738
32 59

June
1928
7 63

Jun n
1928
141.4

June
1928
22*. 2

June
1928
2*2.7

June
1928
2*6.2

May
1928
»8.6

Jane
1928
13.1*

May
1928
153.8

May
1928
1(1.5

May
1928
119

May
1928
KM 4

May
1928
1723
36.83

Last 5 Years

High

June
1929
7.7*

March
1924
1(3 *

June
1929

23*. 8

March
1924
2*(.8

March
1924
224.7

Nov.
1925
1*4.5

Dec.
1925
14.41

Nov.
1925
1(7.1

Nov.
1925
171.8

Feb.
1929
14*. 4

Feb.
1929
11*. 1

Jan.

1924

2231

122 »5

Low

Jan.
1924
*.»1

Feb.
1928
13*. 5

Jan.
1924
217.4

Sept.
1927
1**4

Nov.
1927
2*2*

April
1927
*3.7

July
1924
12.23

May
1924
141*

April

1929

15*. 3

July
1924
73.4

May
1924
84.4

Sept.
1928
1348

23 13

*The three index numbers
marked with an asterisk are
computed by Mr. Richey, as
follows : Fares index is aver-
age street railway fare in all
United States cities with a
population of 50,000 or over
except New York City, and
weighted according to popula-
tion. 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 motormen,
conductors and operators on
136 of the largest street and
interurban railways operated
in the United States, weighted
according to the number of
such men employed on these
roads.

Summaries are almost completed on the
growth of capital assets and capital liabili-
ties, on issuance and purchase of securities
and on service fees for six holding and
service companies.

Field work has been started on relations
between utility companies and service or-
ganizations in the offices of four manage-
ment groups, while the preparation of all
information available on intercorporate re-
lationships in general, is nearing com-
pletion.

The foregoing material will be used in
preparation for public hearings on the
financial phase of the utilities investigation.

The total number of exhibits introduced
is now 4,444.

On June 27 it was announced the in-
quiry had been adjourned till September.

Detroit, Mich. — The United States
government will seek to collect $300,000
from the Detroit United Railway, the
predecessor of the present Eastern
Michigan Railways, in respect of profit
and income taxes for 1918 and 1920.

Tacoma, Wash. — According to Com-
missioner Ira S. Davison, gross receipts
of the municipal belt line were $10,453
in April and net profit $2,063. This
pulled the line out of the "red" for the
year to date, and left a balance of $341
to its credit.

Indianapolis, Ind. — Merger plans con-
template that all the interurban prop-
erties owned and leased by the Terre
Haute, Indianapolis & Eastern Traction
Company shall be put into a corporation
to be known as the Indiana Rapid Tran-
sit Company, neither the securities nor
earnings of which will be guaranteed by
the Indiana Electric Corporation, which
would own all common stock. It is en-
tirely probable that the Central Indiana
Power Company properties and the light
and power business of the railway will
be consolidated in the main corporation,
while the railways will be left on their
own revenue-earning ability.

Oakland, Cal. — The Key System
Transit Company has applied to the
Railroad Commission for permission to
abandon its street car line now operat-
ing between East Fourteenth Street and
the plant of the Pacific Tank & Pipe
Company in East Oakland.

St. Louis, Mo. — During April the
number of revenue passengers hauled
by the People's Motorbus Company in-
creased 8.45 per cent compared with
April, 1928, while revenue street and
bus passengers of the St. Louis Public
Service Company dropped 5.24 per cent.

Springfield, Mass. — Recent reports of
the Springfield Street Railway show an
appreciable decline in the number of
passengers carried. The report for
April, 1929, shows 2,924,343 revenue
passengers, as against 2,951,664 in April,
1928. Transfer passengers were 379,575,
as against 379,172 in April of last year.
The company recently reiterated its
adherence to the policy of replacing trol-
leys by buses in suburban service where
economic condition warrant the charge.

Denver, Colo. — Group insurance ag-
gregating $1,250,000 recently was taken
out for its employees by the Denver
Tramway. No employee less than nine
months with the company is eligible to
the $1,000 to $1,200 coverage. The aver-
age monthly premium is 60 cents per
individual, the company defraying the
remaining cost. The contracts were
signed by 95 per cent of the men who
are eligible.

Elec— '.ic Railway Journal — Vol.73, No.16
746

Personal Items

C. E. Morgan With
West Perm

Executive of Brooklyn City Railroad joins

vast railway system radiating from

Connellsville as vice-president

DYNASTIES, whether political or in-
dustrial, to be successful, must be
directed by men of action. It is, of course,
always interesting to inquire into the eco-
nomic consequences of countries and cor-
porations, but to the great majority of us
Mussolini means more at the moment than
does Italy and John D. Rockefeller means
more than does Standard Oil. In con-
trasts of this kind in electric railroading
Clinton E. Morgan means more at the
moment than does the Brooklyn City Rail-
road. So this industry will pause at the
news that Mr. Morgan, inseparately a part
of the Brooklyn City Railroad since 1919,

of the Danville line of the Terre Haute,
Indianapolis & Eastern Traction Company.
Four years later he accepted the position
of general manager of the Indianapolis,
Crawfordsville & Western Traction Com-
pany. He resigned in 1912 to become con-
nected with the Michigan Railway.

To say that Mr. Morgan has been active
in the affairs of the American Electric
Railway Association hardly characterizes
his work properly. He has been more than
active. He is a charter member of the
Central Electric Railway Association and
in the past has served as a member of the
standardization committee on equipment in
both the Central Electric Railway and the
American Association. Also he was a
member, and later chairman of both the
schedule and time tables and the rules
committees of the Transportation and Traf-
fic Association. He also served on the
block signal committee. Mr. Morgan now
is the chairman of the committee on pub-
lications of the American Association and
is the third vice-president of that body.

C. E. Morgan

is to become vice-president of the West
Penn Railways, Pittsburgh, Pa.

Mr. Morgan's work as doctor of the sick
system of lines of the Brooklyn City Rail-
road has ended. He has done well with the
job for which he was originally retained.
He goes to Pittsburgh on the eve of the
merger of the lines of the Brooklyn City
with those of the surface lines of the
Brooklyn-Manhattan Transit Corporation.
Certainly, if he made no promises when he
assumed the job in Brooklyn Mr. Morgan
need make no excuses now.

Previous to October, 1919, the Brooklyn
City Railroad was operated as part of the
property of the Brooklyn Rapid Transit
Company, the predecessor of the Brooklyn-
Manhattan Transit Corporation. Mr.
Morgan was placed in charge as assistant
general manager, then served as general
manager and latterly as vice-president and
general manager. He came from the West
with a long record of accomplishments and
crowned his work with a record for re-
habilitation and vigorous management in
Brooklyn that has greatly enhanced his
reputation.

Mr. Morgan began railroading as a
clerk in the office of a steam railroad. For
the next five years he acted as assistant
to the president and other officers of the
Indianapolis & Greenfield Electric Rail-
way. In 1905 he had charge of the work
of the rebuilding and operating the In-
dianapolis line, and was also superintendent

C. H. Dahl Heads Canadians

Assistant general manager at Winnipeg

was elected president at recent

Montreal meeting

CH. DAHL, assistant general man-
• ager of the Winnipeg Electric
Company, Winnipeg, Man., in charge of
operation, was elected president of the
Canadian Electric Railway Association
at the recent meetng in Montreal. His
work at Winnipeg covers the responsi-
bility for the operation of the trans-
portation service, the electric and the
gas utilities.

The new president of the Canadians
was educated in the public and the high
schools of Marinette, Wis., the Normal
School at Oshkosh, Wis., and the Uni-
versity of Wisconsin. From the last
named institution he holds a B.A.
degree.

Mr. Dahl taught school for seven
years previous to his collegiate training.
He joined the Wisconsin Railroad Com-
mission in 1917 as case investigatbr, and
held that position until November, 1919,
when he became connected with the

Ray P. Stevens Heads New
Power Merger

Details of the merger offer by which
J. P. Morgan & Company and F. L. Car-
lisle & Company hope to weld together a
$565,000,000 power combine in upper New
York State have been made public. Niag-
ara-Hudson Power Corporation is the
name of the new concern, and it has
offered, by exchange of its shares, to ac-
quire the Buffalo, Niagara & Eastern
Power Corporation, the Northeastern
Power Corporation and the Mohawk-
Hudson Power Corporation, together with
their many subsidiaries.

Floyd L. Carlisle is chairman of the
board of directors ; George H. Howard,
president of the United Corporation, is
chairman of the executive committee ; Ray
P. Stevens, former president of the Allied
Power & Light Company, will be president.

The vice-presidents are Alfred H.
Schoellkopf, vice-president and general
manager of Buffalo, Niagara & Eastern,
and E. L. West, also of the same concern.

H. L. Reichart Vice-President,
New York State Railways

At the meeting of the directors of the
New York State Railways following the
recent change of control from E. L.
Phillips and associates to that of the Asso-
ciated Gas & Electric interests, Howard L.
Reichart, secretary and treasurer of the
New York State Railways, was elected a
director and vice-president of the company.

Mr. Reichart has been connected with
the New York State Railways since its
incorporation, and was formerly associated
with the late Horace D. Andrews when
the latter was president of the New York
State Railways and the Rochester Railway
& Light Company with offices in New
York City. Mr. Reichart went to Rochester
when the general offices were moved there
in 1918. He was appointed assistant secre-
tary of the New York State Railways in
1913, and in April, 1925, he was elected
secretary and treasurer of the company.

Electric Railway Journal — July, 1929

747

C. H. Dahl

Winnipeg Electric Company as sta-
tistician. A statistician is in a position
to take in the full measure of the opera-
tions of a company if he will, and this
is just what Mr. Dahl did.

During his four years of almost silent
work in that capacity he made himself
one of the best informed men in the
company's service, so that when in May,
1923, he was appointed assistant to the
vice-president, Mr. Dahl, if he didn't
know all about the company, knew a
great deal. Incidentally, he had learned
much about other Canadian utilities
since statistics are the measure by which
one company is compared with another
in the matter of performance. In No-
vember, 1923, Mr. Dahl was appointed
assistant to the operating manager, and
from that post was advanced to assis-
tant general manager in charge of
operations. This was in December, 1924.

B. C. Cobb Heads Penn-Ohio
Edison

B. C. Cobb has been elected president
of the Penn-Ohio Edison Company to suc-
ceed R. P. Stevens, who resigned to become
president of Niagara-Hudson Power Cor-
poration. Other officers elected were T. A.
Kenney, vice-president ; H. G. Kessler, con-
troller, and E. E. Nelson, secretary.

F. A» Merrick Westinghouse President

E. M. Herr, president since 1911, elected vice-chairman-
vacation after long intensive service. New president was
formerly vice-president and general manager

FA. MERRICK was elected presi-
dent of the Westinghouse Electric
& Manufacturing Company by the
directors on June 26. In announcing
the election A. W. Robertson, chairman,
stated that directors, while accepting
the resignation of E. M. Herr, president
since 1911, in order that he might go
on an extended vacation, had elected
Mr. Herr vice-chairman.

Mr. Merrick advances to president
from the position of vice-president and
general manager. He is a native of
New Jersey and received his technical
education at Lehigh University. Shortly
after his graduation, he was employed
by the Steel Motors Company, a sub-
sidiary of the Lorain Steel Company,
where he was responsible for many
important electrical inventions and
where he held the position of manager
and chief engineer.

On the acquisition of the Steel Mo-
tors Company by the Westinghouse
Company, Mr. Merrick entered the
Westinghouse organization. He was
immediately selected to prepare plans
for a plant in Canada, and, in 1903, upon
the formation of the Canadian Westing-
house Company, Ltd., was sent to the
Dominion as superintendent of the
company. In turn he became manager
of works and later vice-president and
general manager of Canadian Westing-
house Company, Ltd.

In the World War emergency, Mr.
Merrick was assigned to organize the
operations of the New England West-
inghouse Company, to manufacture
rifles for the Russian government. When
the United States entered the war, fur-
ther demands were made upon the
plant for American war material.

From $20,000,000 Sales to $200,000,000
Under Mr. Herr

The achievements of Mr. Merrick
before, during, and following the World
War won for him in January, 1925, the
position of vice-president and general
manager of the Westinghouse Electric
& Manufacturing Company, with head-
quarters in East Pittsburgh, Pa. In
June, 1925, he was also elected a director
of the company. Mr. Merrick will make
his headquarters in Pittsburgh.

During Mr. Herr's management, the
Westinghouse Company grew from a
business with $20,000,000 sales annually
to one with an annual business of ap-
proximately $200,000,000. The period of
his connection with the company dates
from 1905 when he resigned from the
Westinghouse Air Brake Company to
become first vice-president of the elec-
tric company. When the Westinghouse
Electric was forced into a receivership
in 1907, Mr. Herr was appointed one
of the receivers and also general man-
ager. The reorganization was success-
fully completed within a little more than
a year and Mr. Herr resumed his former
position with the company. In 1911 he
was elected president.

After he was graduated from the Shef-
field Scientific School at Yale University
in 1884 with the degree of Ph.B. Mr.
Herr entered the office of the mechanical
engineer of the Chicago, Burlington &

Plans

F. A. Merrick

Quincy Railroad at Aurora, 111., as a
mechanical draftsman and through suc-
cessive promotions became engineer of
tests, superintendent of telegraphs, and
finally division superintendent of that
road. In 1891 he became division master
mechanic of the Chicago, Milwaukee &
St. Paul Railroad. Two years later he
accepted the position of general super-
intendent of the Grant Locomotive
Works in Chicago and in 1894 became
general manager of the Gibbs Electric
Company of Milwaukee.

In 1898 he was asked by George West-
inghouse to accept the position of gen-
eral manager of the Westinghouse Air
Brake Company, located at Wilmerding, Pa.
Mr. Herr remained with this company until
1905 when, as before mentioned, he was
elected first vice-president of the West-
inghouse Electric Company.

Despite the exacting demands made
upon his time as an official of the West-
inghouse Company, Mr. Herr retained
his deep interest in educational matters.
It was he, perhaps, who helped most
to develop the educational system for
the employees of the Westinghouse
Company. In 1920 he was elected a
member of Yale Corporation and later
was appointed to the Prudential Com-
mittee, which is charged with all finan-
cial matters connected with that Uni-
versity. He was also made a member
of the Corporation's committee on

educational policy, on which committee
he has assisted in formulating the
educational policy of the university and
particularly that of the Sheffield Scien-
tific School. If Mr. Herr has a hobby,
it is etchings. Greatly interested in the
graphic arts, he has one of the finest
collections of Cameron prints in the
United States. Mr. Herr was born at
Lancaster, Pa., on May 3, 1860.

William Orem, Promoted by

Salt Lake & Utah

C. H. Simpson, district freight agent of
the Salt Lake & Utah Railroad, Salt Lake
City, Utah, has resigned to become affiliated
with the Pacific Nash Motors Company,
San Francisco. William Orem, general
agent, will take over the duties of Mr.
Simpson, who has been with the railroad
for six years. H. J. Stagg, Provo, Utah,
traveling freight and passenger agent, has
been appointed commercial agent with
headquarters at Salt Lake City, and J. J.
Sutherland, agent at Provo, has been pro-
moted to succeed Mr. Stagg.

Commissioner McCardle

Reappointed in Indiana

Reappointment of John W. McCardle
and the appointment of Jere West, Craw-
fordsville, Ind., as members of the Indiana
Public Service Comission have been an-
nounced by Governor Harry G. Leslie.
Mr. West will succeed Harvey Harmon,
Princeton, as a democratic member of the
commission. At a reorganization meeting
Mr. McCardle was elected chairman to
succeed Frank T. Singleton of Martins-
ville. Mr. McCardle's appointment marks
the beginning of his thirteenth year as a
member of the commission. He was chair-
man from 1921 to 1926. Mr. West retired
from the Circuit Court at Crawfordsville

on Jan. 1.

*■ — ■ —

H. Hobart Porter Heads Music
Publishing House

At the postponed annual meeting of the
Oliver Ditson Company, music publishers,
held in Boston, the directors elected H.
Hobart Porter, well known in the util-
ity field, president, to succeed Charles
H. Ditson, recently deceased. Mr. Porter
announced that he would continue the basic
policies inaugurated by Oliver Ditson, when
he founded the business in 1835.

B. M. Herr

Electric Railway Journal — July, 1929
748

W. S. Robertson has resigned from
the post of president and general man-
ager of the Minnesota Power & Light
Company, Duluth, Minn., to become as-
sociated with the American & Foreign
Power Company, a subsidiary of the
Electric Bond & Share Company. He
w-as president and general manager of
the Duluth company for six years. It
is expected that Mr. Robertson will go
to China to take charge of the firm's
interest in the Far East.

J. Fred Hull was sworn in June 4 as
a member of the Missouri Public Service
Commission. He has been appointed
for a six-year term to end on April 15.
1935. He succeeds J. P. Painter. Until
a few days ago Mr. Hull was postmaster
for Maryville. Before that he was editor
of a newspaper there.

"For the Love of Mike!"

Pittsburgh honors J. M. Loftis, who has

done so much there in the interest

of safety

AMERICANS tell the Chinese that
their custom of putting food on an
ancestor's grave is absurd because dead
men cannot eat. The Chinese, in turn,
ask the Americans why they put flowers
on the graves of their departed since dead
men cannot smell.

There can be no doubt that it is a
fine thing to give bouquets to living
friends. And that is exactly what the
Pittsburgh trainmen did when they set
aside the week of May 26-June 1, 1929,
as "Safety Week" as a testimonial of
their respect and admiration for J. M.
Loftis, superintendent of transportation of
the Pittsburgh Railways.

Quite appropriately, the slogan
adopted for the campaign was, "For the
Love of *Mike,' be careful." During
the campaign, which was sponsored by
the company's bureau of accident pre-
vention, all of the trainmen, as well as
many employees from other depart-
ments of the company, wore lapel but-

J. M. Loftis

tons bearing the photograph of Mr.
Loftis, better known as "Mike."

Mr. Loftis went to Pittsburgh forty
years ago from Randolph County, West
Virginia, at the age of 21. Since he had
had about a year's experience as motor-
man and conductor at Wheeling, his first
thought upon arriving in Pittsburgh was
to connect with one of the local rail-
ways. Consequently, he applied for and
secured a job with the Citizens' Trac-
tion Company, October 9, 1889, as
laborer. A year later he was made
night watchman and night receiver at
the East Liberty Depot. After more
than two years at this place, Mike asked
for an outside job as gripman on the
road so that he might work "on the
outside." Several years later, when the
Citizens' Traction Company was taken
over by the Consolidated Traction Com-
pany, Mr. Loftis was made a motorman
and for a period of one year operated
out of the Homewood carhouse, as it
was called at that time. Promotions
followed in rapid succession for Mike
after that.

In May, 1898, he was appointed in-
spector; in September, 1899, he was
made division superintendent in charge
of the Butler Street division; in May,
1904, he was again transferred to Home-
wood, this time as division superintend-

ent; and in 1910 he was appointed super-
intendent of the entire system between
the Allegheny and Monongahela Rivers
except the Second Avenue lines.

In January, 1913, Mr. Loftis was pro-
moted to the office of assistant to M. J.
Maxwell, superintendent of transporta-
tion of the Pittsburgh Railways, and in
July of the same year, following the
death of Mr. Maxwell, he was appointed
superintendent. From that time until
the present, 16 years, Mr. Loftis has
successfully carried out the duties of this
office, and through the conscientious
and faithful performance of his work,
holds the high esteem of all who know him.

He has been a tireless and active
worker for safety in the company ever
since concentrated efforts in this direc-
tion were started by C. G. Rice, head
of the company's claim department,
twenty years ago.

C. J. Crampton Became Secretary
of Dallas Commerce Chamber

C. J. Crampton, in charge of the pub-
lic relations department of the Dallas
Railway & Terminal Company, Dallas,
Tex., has been elected executive secre-
tary of the Dallas Chamber of Com-
merce. He assumed his new duties
July 1. Mr. Crampton has been with
the Dallas company for ten years. Dur-
ing this time he has done much to pro-
mote safety on the company's lines as
well as to foster a closer personal rela-
tionship between the employees and the
employers. In addition to being in
charge of public relations he has been
superintendent of the safety department
of the railway, a department which he
originated. He also founded Partners,
the company weekly publication, an im-
portant organ which affords an outlet
for opinions, suggestions and personal
comment for the railway's employees.
Mrs. Corita C. Owen, who has been
secretary to Mr. Crampton, will con-
tinue as editor of Partners.

W. H. McCarty Heads Middle
Atlantic Equipment Men

W. H. McCarty, elected president of the
Middle Atlantic States Association of Rail-
way Equipment Men recently, has been con-
nected with the Capital Traction Company,
Washington, D. C, and its predecessors
since 1895. Since 1912 he has been master
mechanic of the company and at present
has charge of the maintenance of car, bus,
and automotive equipment, in which work
he has made a notable record.

Mr. McCarty went to the company at
Washington unusually well-equipped in
practical training since he had served a rigid
apprenticeship with the American Bridge
& Iron Company in the machine division.
There he underwent the sturdy course of
training in his profession which starts with
a rat-tail file being placed in the hands of
the apprentice and is concluded only after
the novice has run the gamut of all the
various kinds of work there is to do arcjund
the shop. ( s

Not content, however, with this training,
Mr. McCarty sought further experience
and gained it as an employee of the loco-
motive shops of the Norfolk & Western

Dr. Philip Kremer, long connected
with the street railway system in Berlin,
Germany, latterly as assistant to the
general manager, will on July 1 become
manager of the street railway and bus
system of Frankfort-on-Main. Dr.
Kremer is known to many American
electric railway men. He made an ex-
tended trip in this country last summer,
so arranged that he attended the con-
vention of the American Electric Rail-
way Association in Cleveland.

Howard P. Savage, general manager
of the Metropolitan Motor Coach Com-
pany (Marigold Lines) Chicago, 111.,
has been appointed a colonel on the
personal staff of Governor Louis L.
Emmerson of Illinois. Mr. Savage is
past national commander of the Amer-
ican Legion, and previous to becoming
general manager of the Metropolitan
system he was assistant general man-
ager of the Chicago, North Shore &
Milwaukee Railroad.

George I. Wright, engineer of elec-
tric traction of the Reading Railroad,
with headquarters in the Reading Ter-
minal, Philadelphia, Pa., has just re-
turned from a six-weeks' trip to Europe.
While abroad he visited nine countries,
making a study of railroad electrifica-
tions in connection with the pending
developments of the Reading.

Electric Railway Journal — July, 1929
749

W. H. McCarty

Railroad at Roanoke, Va. Here again, this
time for a period of two years, he had a
hand in all the various classes of work that
passed through the locomotive shops. It
was from this service that he passed to the
Washington & Georgetown Railroad and
its successors, with which his career has
carried him to eminence in the field of
maintenance work and won respect for his
opinion upon things mechanical not only
in his own company but among his fellow
craftsmen. This is well instanced, perhaps,
by his notable association work as a mem-
ber of the special committee No. 6 of the
rolling stock division of the American En-
gineering Association, his many other asso-
ciation activities and in his very recent
election to head the Middle Atlantic As-
sociation at the Wilmington meeting. Mr.
McCarty is a native oi Virginia.

William G. Marshall, since 1926 di-
rector of personnel for the Philadelphia
Company and affiliated corporations, has
been appointed assistant to Vice-presi-
dent T. P. Gaylord of the Westing-
house Electric & Manufacturing Com-
pany. Mr. Marshall will be in charge
of employees' relations, but no change
is contemplated in the existing positions
of director of personnel or manager of
employees' service.

Transportation Engineering
Department for G. E.

H. L. Andrews Named Engineer, W. B.

Potter, Consulting Engineer, and A. H.

Armstrong and W. J. Davis, Jr.,

Associate and Consulting

Engineers

REORGANIZATION of the railway
engineering department of the General
Electric Company and its future designa-
tion as the transportation engineering de-
partment has been announced by E. W.
Allen, vice-president of engineering. H. L.
Andrews is named engineer of the depart-
ment ; W. B. Potter is appointed consult-
ing engineer with A. H. Armstrong and
W. J. Davis, Jr., as associates and con-
sulting engineers. Included in and as
divisions of the transportation engineering
department will be the railway equipment,
the air brake equipment, and the industrial
locomotive engineering departments at the
Erie, Pa., Works, and the automotive en-
gineering department at the Lynn, 'Mass.,
River Works.

Mr. Andrews, engineer of the new de-

Among the projects which have engaged
the attention of Mr. Potter were the Man-
hattan Elevated Railway, Baltimore &
Ohio electrification, Paris-Orleans electri-
fication, New York Central terminal elec-
trification, West Jersey & Seashore Rail-
road and later, the Detroit Tunnel, Great
Northern and Southern Pacific lines. Later,
work such as that on the Butte, Anaconda
& Pacific, Chicago, Milwaukee & St. Paul,
and the Victorian Railways was carried
out under his general supervision.

More than 130 patents have been issued
to Mr. Potter for various inventions, in-
cluding the series-parallel controller, the
surface contact system, the three-wire sys-
tem of railway operation, electro-pneu-
matically contact control system, and the
otheograph. Other patents relate to elec-
tric switching, motors, generators, third
rail, electric braking, air brakes, and
various schemes of motor control.

Albert Horace Armstrong was graduated
from Worcester Polytechnic Institute in the
engineering course in 1891 and entered the
employ of the Thomson-Houston Company
at Lynn in the same year. In 1897, he en-
tered the railway engineering department

New Counsel for New York

Board

Denis R. O'Brien has been named by the
Board of Transportation of New York City
as counsel to succeed William G. Fullen,
who resigned in August and was later ap-
pointed to head the Transit Commission.
Mr. O'Brien has been assistant corporation
counsel, in charge of the contract bureau,
since 1926. He has aided the Board of
Transportation in the past few months in
the preparation of city contracts for sub-
way cars, power supply and signal equip-
ment. As head of the contract bureau of
the Corporation Counsel's office he has
passed upon city construction contracts and

handled contract litigation.

♦

Edward F. Kelley, secretary of the
Louisville Kiwanis Club and secretary to
James P. Barnes, president of the Louis-
ville Railway, Louisville, Ky., has been
named chairman of the Secretaries' Con-
ference of International Kiwanis Clubs.
It is the first time in the history of the
organization that the Kentucky-Tennes-
see Kiwanis district has received such

H. L. Andrews

W. B. Potter

A. H. Armstrong

W. J. Davis, Jr.

partment, was graduated from the University
of Missouri in 1910 with the degree of B.S.
in electrical engineering. In August of
that year, he entered the testing depart-
ment of the Schenectady Works of the
General Electric Company and was made
assistant head of the floor test the follow-
ing year. In May, 1912, he was trans-
ferred to the railway motor department,
and, in 1916, joined the railway engineer-
ing department. A year later he was
placed in charge of car equipment. Late
in 1925, he was appointed assistant engi-
neer in administrative charge of the
department.

W. B. Potter is a native of Connecticut.
Upon leaving school he began service as a
machinist apprentice with Sawtele & Judd,
Hartford. Conn. Foreseeing the future
of the electrical industry, he secured em-
ployment with the Thomson-Houston Com-
pany at Lynn, Mass., in June, 1887. He
became interested in electric railways
through reports of Frank J. Sprague's
work and decided to follow electric rail-
roading.

In connection with a study of electric
railway equipment, in 1892, Mr. Potter
conceived the series-parallel controller, since
used almost universally in control for elec-
tric railway motors. Mr. Potter continued
in the department with the absorption of
the Thomson-Houston Company by General
Electric and, in 1895, was made chief
engineer.

and has since devoted most of his time to
the study of railway problems. One of his
most important earlier studies was that of
train acceleration.

In addition to an extensive study of in-
terurban and heavy traction work, Mr.
Armstrong has taken part in the engineer-
ing study connected with various steam
road electrifications. For many years he
has held the position of assistant engineer
of the railway engineering department, and
chairman of the electrification committee of
the company. He is the author of a section
of the standard handbook on the subject of
railways and also of numerous papers
which have been delivered before various
technical societies.

W. J. Davis, Jr., is a graduate of the
Rose Polytechnic Institute. He began his
work with the General Electric Company
in the testing department upon graduation
in 1892. After completing several of the
regular tests, he was placed in charge of
the calculating room of the testing depart-
ment which was just then being organized.
His next work was with W. B. Potter,
who had then recently been made engineer
of the railway department. In connection
with his work on heavy electric traction, he
introduced forced ventilation for railway
motors and made an exhaustive pioneer
study of the subject of train resistance.
In February, 1921, he was transferred
to railway engineering department in
Schenectady.

an appointment. The post require! Mr,
Kelley to presidt over approximately
1,278 secretaries of Kiwanis Clubs.

Frank S. Peters, connected with the
Kansas City Public Service Company,
Kansas City, Mo., in various capacities
since November, 1919, has become gen-
eral superintendent of the Kansas City,
Merriam & Shawnee Railroad. His
first position with the Public Service
Company was in the treasury depart-
ment as a clerk. An experienced trans-
portation man, Mr. Peters was soon
transferred to that branch of the serv-
ice. From the transportation depart-
ment, Mr. Peters was transferred to the
maintenance department and thence to
the mechanical department, where he
w;as advanced from a clerkship to the
position of assistant to R. S. Neal. as-
sistant superintendent of maintenance.

Sir Thomas White, elected to the
board of directors of the Barcelona Trac-
tion, Light & Power Company, Ltd., at
the annual meeting of shareholders, re-
places E. R. Peacock, former president,
who has retired from the board due to
pressure of other business, brought
about by the death of Lord Revelstoke,
senior partner.

C. F. Mitchell, vice-president and con-
troller of the Pittsburgh Railways,
Pittsburgh, Pa., has been elected a
director to fill a vacancy caused by" the
resignation of A. W. Robertson.

Electric Railway Journal — Vol.73, No,
750

Walter H. Burke in Power Field

in Northwest

Walter H. Burke has been elected presi-
dent and general manager of the Minne-
sota Power & Light Company, Duluth,
Minn. Mr. Burke went to Duluth three
months ago from Houston, Tex., as as-
sistant general manager of the local com-
pany. Since 1927 until he came to Duluth,
Mr. Burke was Southwest district man-
ager of Stone & Webster, with head-
quarters at Houston. He had been with
the company for sixteen years when he
resigned to go to Duluth.

For the first time during all his experi-
ence in the utility business Mr. Burke
will not be confronted by the solution of
transportation problems. This, of course,
is merely a coincidence. From such prob-
lems he has never shrunk as his record of
accomplishment with Stone & Webster,
successful Coffin award contestant both in
the light and power and the railway fields,
indicates.

In addition to his post as president of the
Minnesota Power & Light Company it is
expected that Mr. Burke will be elected
executive vice-president of the Superior
Water, Light & Power Company in Wis-
consin. Both of these companies are in-
cluded in the system of the American
Power & Light Company, under Electric
Bond & Share Company supervision.

Mr. Burke was graduated from the Uni-
versity of Maine in 1906 as an electrical en-
gineer, and after several student courses with
large power concerns he joined the Stone &
Webster firm, going first to Dallas and
thence to Milwaukee. In 1914 he was as-
signed as assistant to the vice-president of
the Stone & Webster at the executive offices
in Boston, remaining there until 1923. He
then served successively as director of the
utility operations in Keokuk, Iowa, Hough-
ton. Mich., and Fort Worth, Tex., after
which he was appointed as Southwest man-
ager at Houston, in charge of the properties
in several states and Mexico. He was born
in Portland, Me., in 1884.

Ford, Bacon & Davis, Inc. Captain
Smith has been identified with the motor
coach industry almost from its beginning.
He was one of the first to approach the
problems of design, production and
distribution from the engineering stand-
point. He has served as advisory trans-
portation counsel to various state gov-
ernments and has held many offices and
has headed many committees in the
Society of Automotive Engineers.

Miss Ella D. Troughton has been ap-
pointed assistant treasurer of the New
York State Railways. Miss Troughton
is only twenty-six years old. She went
with the New York State Railways in
1921 from West High School in Roches-
ter where she was an honor student in
the business course. In the post of
secretary to the secretary and treas-
urer, her natural ability soon evi-
denced itself and she was placed in
charge of the office force in the secre-
tary's office. Besides being appointed as-
sistant treasurer of the New York State
Railways, Miss Troughton has also been
appointed assistant treasurer of the
United Traction Company and the
Schenectady Railway.

R. K. Brown, formerly superintendent
and chief engineer, Salt Lake & Utah
Railroad, is now superintendent of con-
struction for the Utah Building Com-
mission, recently created by the state
legislature.

consulting engineers in the design and in-
stallation of electric railway equipment.
He was born in Washington, D. C, in 1872.

Charles Finigan

Charles Finigan, superintendent of the
Westchester Electric Railroad, Mount Ver-
non and New Rochelle, N. Y., and the
Westchester Street Transportation Com-
pany, Inc., died recently.

He began his railroad career in 1902
under his father, William Finigan, who
was superintendent of the New York City
Interurban Railroad, Mount Vernon.
Shortly after his father's death, this com-
pany was operated by the Union Railway
and later by the Westchester Electric Rail-
road. Mr. Finigan's first work was in the
car shops ; he also served as foreman in the
overhead line department and as operator
and starter in the transportation depart-
ment. He was appointed superintendent of
the Westchester Electric Railroad on Dec. 1,
1919, and of the Westchester Street Trans-
portation Company, Inc., on Aug. 29, 1926,
when that company became a part of the '
Third Avenue System.

OBITUARY

J. H. McGraw Doctor of
Commercial Science

The degree of Doctor of Commercial
Science was bestowed upon James H. Mc-
Graw, chairman of the board of the
McGraw-Hill Publishing Company, pub-
lisher of the Electric Railway Journal,
by the New York University on June 12.
Dr. George Alexander, president of the
council of the university, in presenting Mr.
McGraw, said :

"James Herbert McGraw, teacher, pub-
lisher of many technical periodicals, broad-
minded and far-seeing man of business, is
presented for the honorary degree of Doc-
tor of Commercial Science."

William H. Nichols, acting chancellor of
the university, in conferring the degree
upon Mr. McGraw, said :

" E du c a to r transformed into publisher,
you have never ceased to be an educator.
Your notable career accentuates that ten-
dency in commercial life through which,
however private its form, its operations
have a public character and become an im-
portant element in public education.

"Wherefore, I welcome you to the de-
gree of Doctor of Commercial Science,
with all the rights and privileges thereunto
appertaining, in evidence whereof you will
receive this diploma, and be invested with
the insignia appropriate to this degree."

Will H. Latta

Will H. Latta, attorney for the Indian-
apolis Street Railway. Indianapolis, Ind.,
was killed on June 12, when the auto in
which he was driving alone was struck by
a southbound Motion train near Carmel at
a side road crossing.

Mr. Latta was to have been married on
June 17 to Miss Margaret Sander. Fort
Wayne, at the Little Church Around the
Corner in New York, and had booked
passage for a honeymoon trip to Europe
on June 19. The Rev. H. C. Stoup, uncle
of Miss Sander, and pastor of the church,
was to have performed the ceremony.

Mr. Latta had made his home at the
Claypool Hotel, Indianapolis, for several
years. He was born on a farm near
Ligonier. After being graduated from
DePauw University, he married Miss
Carrie Hunt, Coatesville, a student in the
university. Mrs. Latta died in February,
1927. Following his graduation, Mr. Latta
taught several years in the university, later
entering the law office of Augustus Mason
in Indianapolis. About 29 years ago he
became associated with the legal staff of
the railway. He had served as a member
of the board of trustees of DePauw Uni-
versity.

Capt. Mark A. Smith, an engineer-
ing specialist in aerial and motor coach
transportation, has joined the staff of

Frederick R. Slater

Frederick R. Slater, vice-president in
charge of public relations of the Queens
Borough Gas & Electric Company, Far
Rockaway, N. Y., died on May 4. At one
time Mr. Slater served the Manhattan
(Elevated) Railway, New York, as assist-
ant engineer. This was during conversion
of the lines from steam to electric opera-
tion. Later he became a member of the
engineering staff constructing the New
York subway and was made principal assist-
ant engineer of the Interborough Rapid
Transit Company. For about six years he
was with the firm of Latey & Slater,

Electric Railway Journal — July, 1929
751

James P. Boyden

James P. Boyden, since 1905 superin-
tendent of wires for the Boston Elevated
Railway, is dead. He entered the employ
of the West End Street Railway as a rod-
man. A short time later he resigned and
entered the office of Alixes H. French,
civil engineer at Brookline then engaged
in engineering work for the town as well
as private practice. Subsequently he re-
entered the employ of the West End Street
Railway, later leased to the Boston Ele-
vated. While in the employ of the Ele-
vated, Mr. Boyden has been in direct touch
with every foot of underground conduit
constructed on! the system, and as super-
intendent of wires was in direct charge of
the transmission and distribution system of
the company. He was born in Walpole,
Mass., 61 years ago. He was educated in
the public schools there and at the local
high school.

Henry M. Lane

Henry Marcus Lane, at one time head
of the Lane & Bodley Company, Cincinnati,
lost his life on May 15, in the Cleveland
Clinic Hospital disaster. Among the
achievements for which Mr. Lane was
noted were the design and construction at
Cincinnati, in 1885, of the Walnut Hills
cable railroad, the first in Ohio, and the
Vine Street cable railroad in that city in
1887. He also was noted as a designer of
large Corliss engines, used in cable rail-
way installations and in early electric gen-
erating stations. He also was consulting
engineer for cable railroads in several other
cities. Mr. Lane was 75 years old. He was
graduated from the Massachusetts Institute
of Technology in 1873.

John E. Eustis, a member of the Pub-
lic Service Commission for the First
District of New York, from 1907 to
1914, died on June 22. At the
close of the Civil War he resumed his
education, being graduated from Wes-
leyan University in 1874 with the de-
gree of Bachelor of Science. In 1877
he received his law degree from the
Dwight Law School, entering the legal
profession as a member of the firm of
Olin, Rives & Montgomery.

Industry Market and Trade News

Three Properties Order Standardized Cars

Recognition of the efforts of the car
builders to produce standardized units is
indicated by orders recently placed by three
representative companies with the Osgood-
Bradley Car Company, Worcester, Mass.,
for a total of 27 cars. Five cars will be
delivered in August to the Altoona &
Logan Valley Electric Railway, Altoona,
Pa., while the Scranton Railway, Scran-
ton, Pa., has ordered ten cars, and the
Union Street Railway, New Bedford, Mass.,
has ordered twelve. The new cars, all of
which are practically identical in design,
differing only in certain minor features of
trim and decorative effect, are of a type
developed by the car builder's engineers
with the view to combining pleasing ap-
pearance, balanced proportions, and easy
riding qualities with rugged construction,
light weight and features that would make
for low operating and maintenance costs.
A car of this type, built as a sample and
distinguished by its designers with the
trade name of "electromobile," was shown
at the Cleveland convention last year, and
was described in detail in Electric Rail-
way Journal, issue of June 23, 1928.

The cars are built for double-end oper-
ation but with controls arranged for one-
man operation if so desired. In general
appearance they follow conventional lines
with straight sides, rounded ends, and low-
arch roof, but with the motorman's window
of the sloping, automotive type. Standard
structural shapes have been used in the
framing, and, while an effort has been
made to keep the weight at a minimum
consistent with adequate strength and rug-
gedness, together with a liberal margin
for safety, no attempt has been made to
achieve extreme light weight. It is esti-
mated, however, that each car will not
exceed 34,000 lb. in weight, completely
equipped. Perhaps the most unusual de-
parture from the conventional is the elim-
ination of the customary foundation brake
rigging and the use of automotive type of
brake diaphragms at each wheel, an ar-
rangement which is expected to produce
better equalization, simplified brake rig-

ging, and a reduction in weight. Other-
wise the trucks, which are Osgood-Bradley
type 45-46, present no unusual features.

All operating apparatus, including con-
troller handle, brake valve handle, reset
switch handle, sign box handle, windshield
wiper and light switches are within easy
reach of the seated operator. Equipment
cabinets and switch and control devices are
built into the vestibules and concealed,
although readily accessible through doors
and panels. An arrangement of signal
lamps indicates to the operator whether
doors are open or shut, and door control
is interlocked with motor control, so that

adequate heating and ventilating devices.
Sixteen reversible cross seats, eight on
each side of the aisle, are of the full
upholstered type of composition leather,
with deep spring cushions and individual
form-fitting backs. Stationary foot rests
are provided and grab handles are built
into the seat framing next to the aisles.
A longitudinal seat is built into each corner,
and the capacity can be further increased,
so as to provide seats for a total of 54
passengers, by the use of folding seats
for three passengers each, which are pro-
vided on each side of each vestibule.

Detail specifications of the five cars of
this type supplied to the Altoona & Logan
Valley Electric Railway are shown in the
atcompanying table.

Name of Railway. .Altoona & Logan Valley Electric

Railway

City and state Altoona, Pa.

Number of units 5

Type of unit. . One-man, motor, passenger, city,
double-end, double-truck

Number of seats 54

Builder of carbody. . .Osgood-Bradley Car Company

City and state Worcester, Mass.

Date of order March, 1929

Date of delivery August, 1929

Weight 34,000 lo.

Bolster centers 21 ft.

Length over all 42 ft. 6 in.

Length over body posts 30 ft.

Truck wheelbase 5 ft. 6 in.

Width over all 8 ft.

Height, rail to trolley base M ft. 61 in.

Window post spacing 42 in.

Body All steel

Roof Arch

Doors End

Air brakes. ...Westinghouse Traction Brake Company

Armature bearings Plain

Axles Heat-treated

Car signal system Faraday

Compressors D.H.- 1 6

Conduit Metal

Control Safety Car Type K75

Destination signs Hunter 226 RB

Door mechanism National Pneumatic

Doors Folding

Finish Enamel

Floor covering Duralastic

Gears and pinions Tool steel

Glass (non-shatterable) Front

Hand brakes Peacock stafSess

Hand straps Eicon railing

Heaters Consolidated Car Heating Company

Headlights Crouse-Hinds, Golden Glow

Headlining Agasote

Interior trim Statuary finish

Journal bearings Hyatt

Journal boxes Hyatt

Lamp fixtures Electric Service Supply

Motors Westinghouse 5 I0A, outside hung

Painting scheme Orange, Pratt & Lambert

Roof material Canvas covered

Safety car devices St. Louis Safety Devices

Sash fixtures O. M. Edwards Company

Seats Hey wood-Wakefield

Seat spacing 30i in.

Seating material "Cletan" leather

Slack adjusters Osgood-Bradley

Steps Stationary

Step treads Kass

Trolley catchers Earl

Trolley base OB, form 4

Trolley wheels Electric Materials Company

Trucks Osgood-Bradley 45-66

Ventilators Garlaud C-l Junior

Wheels, steel 26 in. diameter

Wheelguards or fenders H. B.

Special devices C. S. spring bumpers

the car cannot be started until all doors
are closed.

Special attention is given in the new cars
to passenger comfort. The floor in the car
body is finished with a composition, aisle
width is 22 in., and wide vision windows
of plate glass are provided, as well as

.■Folding seat

[* -7 s paces @ 2' -6j >] Folding seat-^

*> 'JS' Seating capacity 54

Folding
seat

■8 spaces at 3'~6"

■42' - J

Floor plan and elevation of new car for Altoona 8C Logan Valley Electric Railway

Electric Railway Journal — Vol.73, No.16
752

Track Improvements in Progress

With the reconstruction of approximately
3,000 ft. of double track on Summer Ave.
the Springfield Street Railway, Spring-
field, Mass., has just completed its biggest
track job of the year. All-steel ties and
6 in. 100 lb. T-rail were used on this job,
the total cost of which was about $43,000.

To meet the demands of a $500,000 road-
way program now under way, the Mem-
phis Street Railway, Memphis, Tenn., has
purchased one differential motor car and
trailer and one differential electric loco-
motive crane car. This equipment is to be
manufactured by the Differential Steel Car
Company.

More than 3,700 ft. of double track is
being laid on Lincoln Way, Massillon,
Ohio, by the Northern Ohio Power &
Light Corporation. Specifications call for
use of 100 lb. rail in concrete. The cost
will exceed $100,000.

The Scranton Railway Company, Scran-
ton, Pa., will expend more than $100,000
in a building and improvement program
this year in the city and its suburbs. The
work, which is mainly of a maintenance
nature, calls for track and pavement re-
construction, new special work and the re-
placing of considerable 80 lb. rail with
100 lb. rail.

Illinois Terminal Railroad System will
install some 20 miles of new 90 lb. rail at
various points along its route.

Canadian Railways Buying Many
New Cars

ORDERS for more than 260 new cars
have recently "been placed by electric
railways in Canada, or are likely to be
placed in the near future. One hundred
and six street cars of the most modern type
are being constructed by the Canadian Car
& Foundry Company for the Montreal
Tramways. The Toronto Transportation
Commission has recommended to the board
of control the purchase of 55 motor cars
and 55 trailers. The Ottawa Car Manu-
facturing Company, Ltd., is building 21
cars for the Quebec Railway, Light &
Power Company, seven for the Regina
Municipal Railway, and five for the Sas-
katoon Municipal Railway, while the Brit-
ish Columbia Electric Railway of Van-
couver, B. C, has announced that fifteen
cars will be purchased as soon as certain
franchise difficulties are adjusted.

Deliveries under the Montreal order are
already under way and it is expected that
practically all of the cars will be completed
by the end of July. A few of the cars
under the contract will be the one-man
type, in order to provide additional equip-
ment for lines on which cars of this type
are now authorized, but the greater part
of the order will be of the two-man type
such as are now used on the most heavily
traveled routes in that city. An unusual
feature is the manner in which the new
cars are to be heat insulated. Between
roofs and ceilings and in wall panels hair
felt is employed, while between the two
wooden floors thick strips of cork are
inserted. In addition to improving the heat-
ing facilities, this will lessen vibration and
reduce noise. Thermostatic control of
heating will be provided, to maintain an

even temperature and obviate the possibil-
ity of seats becoming overheated.

Details regarding the new Toronto cars
are not available at this time as the order
has not been placed, but it is estimated
that the total cost, including motors, will be
about $1,750,000. Of the cars ordered by
the Quebec Railway, Light & Power Com-
pany, six are of the interurban type of
semi-steel construction, weighing complete
about 85,000 lb., and fifteen are for city
service, being of the single-end, two-man
type, seating 35 passengers. The Regina
and Saskatoon cars are also for city serv-
ice, the former being of the one-man, single-
end type, while the latter are of the one-
man, double-end type. Like the Montreal
cars they are to be heat insulated, with
construction throughout incorporating many
of the latest features making for passenger
comfort and easy riding qualities. Details
regarding the Regina, Quebec and Saska-
toon cars, all of which are being built by
the Ottawa Car Manufacturing Company,
of Ottawa, Ont., are set forth in the ac-
companying tables.

SPECIFICATIONS FOR CARS RECENTLY ORDERED BY CANADIAN PROPERTIES

Name of Railway.
City and state. . . .
Number of units . .
Type of unit

Regina Municipal Railway..
Regina, Sask

Number of seats

Builder of car body

Date of order

Date of delivery

Weight, car body

Trucks

Equipment

Total

Bolster centers

Length over all

Length over body posts . . .

Truck wheelbase

Width overall

Height, rail to trolley base

Window post spacing

Body

Roof

Doors

Air brakes

Armature bearings

Axles

Car signal system

Compressors

Conduit

Control

Couplers

Curtain fixtures

Curtain material

Destination signs

Door mechanism

Doors

Energy saving device

Fare boxes

Finish

Floor covering

Gears and pinions

Glass

Hand brakes

Hand straps

Heat insulating material. . .

Heaters

Headlights

Headlining

Interior trim

Journal bearings

Journal boxes

Lamp fixtures

Motors

Painting scheme

Registers

Roof material

One-man

Motor

Passenger

City

Single-end. . . .
Double-truck .
40

Ottawa Car Manufacturing Co..

Feb. 1929

July, 1929

17.400

10.000

6,600

34.000

17 ft. 7 in

41 ft. 2 in

26 ft. 4} in

5 ft. 4 in

8 ft. 3 in

10ft. 101 in

30in

Semi-steel

Arch

End, folding

General Electric Co

Plain

Forged steel, 4 in. diameter. . . .

Consolidated

General Electric CP-27-B

Metal

K-35 HH with LB- 2 handle. ...

National Lock Washer. . .
Pantasote No. 86-K2. . . .

Ottawa Car Mfg. Co

National Pneumatic Co..

Economy Electric Devices Co. . . .

Cleveland No. 5

Duco

Wood slats, Kass treads

Steel 74:13

D.S.8. and Protex

Peacock

Plastic cork

General Electric Co

Golden Glow R. M.-96

Haskelite

Aluminum

5 cars plain, 2 cars roller, S.K.F.

Cast iron

Electric Service Supply Co., Dome
Four G.E. 264A, inside hung. .
Red and cream

Bass wood, canvas covered.

Safety car devices National Pneumatic Co

Sash fixtures Robert Mitchell Co., Ltd. .

Seats Ottawa Car Mfg. Co

Seat spacing 30 in

Seating material Rattan

Slack adjusters General Electric E-l

Steps Folding

Step treads Honey-<;omb anti-slip

Trolley Ohio Brass Co. No. 8112-1.

Trolley base Ohio Brass Co. No. 4

Trolley wheels Kalamazoo 4J in

Trucks Canadian Car A. Foundry Co..

Ventilators Nichols-Lin tern

Wheels, type Carnegie rolled steel, 26 in

Wheelguards or fenders. . . Ottawa Car Mfg. Co .

Saskatoon Municipal Railway..

Saskatoon, Sack

One-man

Motor '.

Passenger

City '.

Double-end

Double-truck

Ottawa Car Manufacturing Co.

June, 1929

Nov., 1929

14,365

9.895

6,240

30,500

18 ft

39 ft. 3 in

25 ft. 8 in

4ft. lOin

7 ft. 9J in

10ft. f If in

30in

Semi-steel

Arch

End, folding

General Electric Co

Plain

A.E.R.E.A standard

Consolidated Type 233-Y

General Electric CP-27-B

Galvanized steel

K-35

National Lock Washer Co

Pantasote

Ottawa Car Mfg. Co

National Pneumatic Co

Cleveland No. 5

Duco

Wood treads

Tool steel

D.S.E. and Protex

Peacock staffless

}-in. cork

Consolidated and Peter Smith..
Golden Glow Type R. M. L.-96.

Haskelite, 3/16 in

3/ 16 in. Haskelite and birch

S.K.F. roller

Electric Service Supply Co

Four G.E. 264, inside hung

Olive green and cream

Haskelite covered with duck. . .

National Pneumatic Co

Robert Mitchell Co., Ltd

Hale A Kilburn No. 300

30 in

Rattan

American Automatic, Form E-l

Folding

Kerlow "Honeycomb"

Ohio Brass Co. No. 13141

U.S. 20-A

Ohio Brass Co

National Steel Car Corp

Nichols-Lin tern 6x8-in

Rolled steel, 26-in. diameter

Ottawa Car Mfg. Co. life guard

Quebec Ry., Lt. A Power Co.,

Quebec, Que

15.

Two-man

Motor

Passenger

City

Single-end. . . .
Double-truck .
35

Ottawa Car Mfg. Co

Feb. 1929

Aug., 1929

19.050

10.440

9,220

38,710

17 ft. 7 in...:

41 ft. 2 in

26 ft. 4J in

5 ft. 4 in

7ft. Ill in

lift

30 in

Semi-steel

Arch

End, folding

Westghse 10x12 in. types "S'

Plain

A.E.R.E.A standard

Consolidated Type 233-D.. . .
Westinghouse Type DH-16..

Galvanised steel

Westinghouse K-35-HH

Keystone

National Pneumatic Co. .

National Pneumatic Co.. .

Cleveland No. 5

Duco

Wood slats, Kass safety treadB

Tool steel

D.S.A.A. and Protel

Peacock staffless

O.C.M. Co's stand, grabrails

Cork insulation, 4-in

G. E. Calrod, 400 w., 500 v. .

Keystone Type DG

Haskelite, 3/16 in

Birch

A.R.A. standard

34x7-in

Electric Service Supply Co.. . .
Four Westghse. 40 hp. in. hg
Red and cream

7/ 16-in. basswood covered
with No. 10 duck

National Pneumatic Co

Robert Mitchell Co., Ltd.,
brass sash

O.C.M. Co. standard

30 in

Spanish leather

American Auto., Form E-l..

Folding

Kerlow "Honeycomb"

Ohio Brass Co. No. 131 19. .

Ohio Brass Co. No. 15238-

15239

Canadian Car & Fdry. Co. .

Nichols-Lintern 6x8-in

Rolled steel, 27 in. diameter
Ottawa Car Mfg. Co. life g'rd

Quebec Ry., Lt. & Power Co.
Quebec, Que.
6

Two-man
Motor
Passenger
Interurban
Single-end
Double-truck
37

Ottawa Car Mfg. Co.
May, 1929
Jan., 1930
45,000
18,000
22,000
85,000
40 ft.
65 ft.

53 ft. I in.
7 ft.
10 ft.
12 ft. 8 in.
32 in.

Semi-steel
Arch
End

Westinghouse
Plain

Forged steel, 6J in. dia.
Consolidated
Westinghouse
Metal

West*. 1 5-B-2 master control
Van Dorn No. 2374 M.C.B.
National Lock Washer Co
Pantasote No. 2577
Keystone

Duco

Nuttall

D.S.S. and Protex

Peacock

None

Plastic cork

General Electric Company

Golden Glow

Agasote

Bronze

Plain

Malleable

Elec. Service Sup. Co., Dome

Westghse 125 hp., ins'd hung

Maroon

None

Basswood and canvas

Brass

O.C.M. Co.

32 in.

Pantasote No. 707

Westinghouse

Stationary

Kass

Ohio BrasB Co.

U. S. 20-A

Ohio Brass Co.

Baldwin Locomotive Works

Nichols-Lintern

U. S. Steel r'ld steel, 33-in. dia

Elf.ctric Railway Journal — July, 1929
753

Electric Railways Add to
Bus Fleets

Electric railway properties in various
sections of the country continued to add
to their bus fleets during the month, the
majority of buses purchased being of the
large capacity type and for city service.
The Boston Elevated Railway has ordered
nine 40-passenger buses from the Twin
Coach Corporation, of which several have
been delivered within the past week. When
deliveries are completed the company will
have 35 Twin Coaches in service, in addi-
tion to a number of other large capacity
buses of the Versare and ACF types. All
of the recent order are of the straight
mechanical type.

Twenty-nine buses each with a seating
capacity of 40 passengers have been pur-
chased within the last thirty days by the
Northern Ohio Power & Light Company,
Akron, Ohio, from the Twin Coach Cor-
poration. Twenty-five of the new buses,
including six of the express type, will go
into service on the Akron city lines, two
express type buses will be placed in serv-
ice between Dover and New Philadelphia
to take the place of the local car service
formerly operated between these cities, but
which was recently discontinued, and two
express buses will be kept in reserve. The
cost of the new coaches exceeds $300,000,
and when the order is completed the com-
pany will have 82 of these 40-passenger
buses in operation, in addition to over 200
buses of other types and lesser capacity.

Twin Coach Corporation has delivered
three buses of the parlor car type to the
Southern Pacific Motor Transport Com-
pany for service out of Portland, Ore.,
four urban type buses to the Los Angeles
Motor Coach Company, two urban type
buses to the Tennessee Electric Power
Company, at Chattanooga, and four of the
urban type to the Detroit Motor Bus Com-
pany. The Detroit Company now has 24
buses of this type in its fleet.

The Wisconsin Power & Light Company,
Janesville, Wis., has purchased seven 23-
passenger Yellow Coaches for service on
the Janesville city lines. The buses cost
about $6,000 apiece.

The Pacific Northwest Traction Com-
pany, Seattle, Wash., has purchased two
White buses of the 30-passenger type and
four ACF buses of slightly larger capacity,
all for intercity service. The body design
of the new buses incorporates the raised
observation compartment in an improved
form, a feature originated on this property.
During the later part of May the first
of the new super-service buses being built
by the Public Service Co-ordinated Trans-
port was turned out of the Newark shops.
The new type of bus accommodates 32
passengers in seats of green leather with
arm rests and extra high backs and head-
rest. Other equipment includes balloon
tires, specially designed springs with an
extra long wheelbase, and a heating and
ventilating system of the blower type con-
trolled from the instrument panel. Ninety-
four bodies of this type will be constructed
in the Newark shops for mounting on
chassis supplied by the General Motors
Truck Corporation. The buses will be used
for long hauls in interstate and suburban
service.

Citizens Transit Company, a subsidiary
of Citizens' Traction Company, Oil City,
Pa., has taken delivery of one ACF urban
type coach.

The Southern Michigan Transportation
Company, controlled by the Michigan Elec-
tric Railway, Jackson, Mich., has pur-
chased five metropolitan type coaches and
three parlor coaches from the ACF Motors
Company.

Logan Valley Bus Company, subsidiary
of the Altoona & Logan Valley Electric
Railway, has received one ACF 23-pas-
senger urban coach.

The Fonda, Johnstown and Gloversville
Railroad, of Gloversville, N. Y., has ac-
cepted delivery of four Mack model AB
four cylinder 25-passenger city type buses.

The Connecticut Company, New Haven,
Conn., has accepted delivery of two Mack
model AB 29-passenger city type buses.

The Denver Tramway Company, Den-
ver, Col., has received two White model 54
six cylinder buses and one model 53 bus.

The Alabama Power Company has pur-
chased a White Model 50B bus for serv-
ice in Birmingham, Ala.

Eight 21-passenger Fitzjohn pay-enter
grand coach bodies mounted on Reo GB
179 in. wheelbase chassis have been de-
livered to the Montreal Tramways, Mont-
real, Can.

Wheelguards to Replace Fenders

on Seattle Cars

George B. Avery, superintendent of pub-
lic utilities, Seattle, Wash., has obtained
approval of the Board of Public Works
for a plan to replace the present street car
fenders with wheelguards. Six feet of
space will be saved on every two cars in
the crowded downtown business district at
the peak of the day's rush hour, according
to Mr. Avery.

•

Laconia Car Company, Laconia,
N. H., through its directors, has decided
to close the company's car building de-
partment and liquidate the assets inci-
dent to that part of its business. The
closing of this department brings to an
end a New England industry that has
been in business for nearly 100 years.

American-LaFrance & Foamite Cor-
poration, Utica, N. Y., has installed the
fire fighting apparatus in the new
municipal auditorium at Atlantic City.

Peter Smith Heater & Manufacturing
Company, Detroit, Mich., has changed
its name to Peter Smith Stamping Com-
pany, with the heating branch of the busi-
ness operated under the name of Peter
Smith Heater Company, a separate
corporation.

General Electric Company, Schenec-
tady, N. Y., has published bulletin GEA-
991 descriptive of insulating material for
railway and industrial-haulage appara-
tus.

Wagner Electric Corporation, St.
Louis, Mo., has issued bulletin No. 162
on Wagner transformer oil, containing
complete specifications as prepared for
their own organization, but recently re-
leased for transformer buyers and users.
The bulletin discusses the purposes of
transformer oil, its properties, methods
of testing, and precautions to take when
handling and storing.

Perey Manufacturing Company, Inc.,

101 Park Avenue, New York, has issued
a folder describing the value of Perey
turnstiles in preventing pilfering and
"gate crashing" and in toning up the
morale of an operating organization
through removing the temptation to
defraud.

International Steel Tie Company,
Cleveland, Ohio, has published in
pamphlet form the results of the recent
Nielsen survey covering the use of steel
twin ties on the property of the Kansas
City Public Service Company.

Westinghouse Electric & Manufactur-
ing Company has released circular No.
1834 entitled "Synchronous Visual Su-
pervisory Control," describing the pres-
ent types of Westinghouse supervisory
control units, giving their application,
advantages, and system of operation.
The circular is illustrated with typical
control equipment.

ELECTRIC RAILWAY MATERIAL PRICES— JUNE 29, 1929

Metals — New York

Copper, electrolytic, delivered, cents per lb. 18.

Lead, cents per lb 7.00

Nickel, cents per lb., ingot 35.

Zinc, cents per lb 6.725

Tin. .Straits, cents per lb 44.583

Aluminum, 98 to 99 per cent, cents per lb. . 24 . 30
Babbitt metal, warehouse, cents per lb.:

Commercial grade 45 . 00

General service 31.50

Bituminous Coal

Smokeless Mine Run, f.o.b. vessel, Hampton

Roads, gross tons $4. 10

Somerset mine run, f.o.b. mines, net tons. . 1 . 80

Pittsburgh mine run, Pittsburgh, net tons . . 1 . 70

Franklin, 111. .screenings, Chicago 1 . 70

Central. 111. screenings, Chicago 1 .35

Kansas crushed mine run, KansasCity. ... 2. 25

Track Materials — Pittsburgh

Standard steel rails, gross ton 143.00

Railroad spikes, drive, rV in. and larger,

oentsperlb 2.80

Tie plates (flat type), cents per lb 2l 15

Angle bars, cents per lb 2.75

Rail bolts and nuts, cents per lb 3. 90

Steel bars, cents per lb 1 , 95

Ties .white oak, Chicago, 6 in. 18 in. 18 ft SI .40

Hardware — Pittsburgh

Wire nails, base per keg $2. 70

Sheet iron (24 gage), cents per lb 2.90

Sheet iron, galvanized (24 gage), cents per lb. 3.65

Galvanized barbed wire, cents per lb 3. 35

Galvanized wire, ordinary, cents per lb 3. 15

Waste — New York

Waste, wool, cents per lb |3.

Waste, cotton (100 lb. bale), cents per lb.:

White |2.5

Colored 9.5

Paints, Putty and Glass — New York

Linseed oil (5bbl. lots), cents per lb 1 1. 1

White lead in oil (100 lb. keg), cents per lb. 13.2

Turpentine (bbl. lots) , per gal $0.56

Putty, 1 00 lb. tins, cents per lb 5 725

Wire — New York

Copper wire, cents per lb

Rubber-covered wire. No. 14, per 1,000 ft.
Weatherproof wire base, cents per lb

19.875

6.85

20 875

Paving Materials

Paving stone, granite, 5 in., f.o.b.

New York — Grade I , per thousand $ 1 50

Wood block paving 31. 16 lb. treatment,

N. Y., per sq.yd., f.o.b $2.78

Paving brick 3ix8)x4, N. Y., per 1,000 in

carload lots, f.o.b 5 1 . 00

Paving brick 3x81x4, N. Y., per 1,000 in

carload lots, f.o.b 45.00

Crushed stone, J-in., carload lots, N. Y.,

per cu.yd. , delivered 3. 25

Cement, Chicago consumers' net prices,

without bags, f.o.b 2. 05

Gravel, |-in., cu.yd., delivered 3.25

Sand, cu.yd., delivered 2. 00

Old Metals — New York and Chicago

Heavy copper, cents per lb

Light copper, cents per lb

Heavy yellow brass, cents per lb

Zinc, old scrap, cents per lb

Lead, cents per lb. (heavy)

Steel car axles, Chicago, net ton

Cast iron car wheels, Chicago, gross ton.
Rails (short) , Chicago, gross ton .

13.75
12.00
8.25
3.25
5.00
$16.75
14.75
18.75
Rails (relaying), Chicago, gross ton (65 lb.

and heavier) 28. 50

Machine turnings, Chicago, gross ton 7. 75

Electric Railway Journal — July, 1929
754

July, 1929

ELECTRIC RAILWAY JOURNAL

Can Be Bought % 4

PEACOCK

STAFFLESS BRAKES

Because Peacock Staffless Brakes
arrest the momentum of the car
instantaneously — with a braking
force on the wheel of 3000 lbs.

There is no chance of the chain
binding or clogging — no limit of
safety is countenanced, for
Peacock Brakes can wind up 12
feet of chain.

And, too, worn brake shoes do not
deter positive braking.

NATIONAL
BRAKE COMPANY, Inc.

890 EUicott Square, Buffalo, N. Y.

General Sales Office: 50 Church St.,
New York

Canadian Representative:
Lyman Tube Si Supply Co., Ltd., Montreal, Can.

ELECTRIC RAILWAY JOURNAL

July, 1929

Recent photograph of a Bethlehem Grand
Union installed over ten years at impor-
tant intersection in an eastern city.

Special Track Layouts

Bethlehem
Track Specialties

Special Trackwork

Tie and Girder Rails

Special Splice Bars
for Welding

Abbot and Center Rib
Base Plates

Tie Rods and Tie Plates

Hard Center Frogs and Mates

Rolled Alloy Steel Crossings

Silico-Manganese
Special Trackwork

Before shipment every Bethlehem Special
Track Layout is completely assembled — not in
the open but under cover, in spacious, well-
lighted shops where conditions favor accurate,
painstaking workmanship.

Both by facilities and experience Bethlehem is
thoroughly equipped to produce special track-
work for all requirements.

BETHLEHEM STEEL COMPANY

General Office*: BETHLEHEM, PA.

DISTRICT OFFICES: New York, Boston, Philadelphia, Baltimore, Washington,

Atlanta. Pittsburgh, Buffalo, Cleveland, Detroit, Cincinnati, Chicago, St. Louis,

San Francisco, Los Angeles, Seattle, Portland, and Honolulu.

Bethlehem Steel Export Corporation, 25 Broadway. -Veu; York City.
Sole Exporter of our Commercial Products.

BETHLEHEM

July, 1929

ELECTRIC RAILWAY JOURNAL

Modern Seat in Every Way /

In every possible way this de luxe seat
fulfills the requirements of modern bus travel.
The 90 P is a smart looking, luxurious style
that offers real comfort and relaxation on the
long haul. Among its unusual features are
the broad roll headrests ; the deep, remov-
able comfy spring cushions; and shaped,
comfy spring back pads. This style is made
with only one armrest to increase comfort
and conserve space. This chair may be se-
cured with fibre sides in any desired color.
Write to the nearest Heywood- Wakefield
sales office for complete details on the 90 P
and other popular bus seats in our line.

HEYWOOD - WAKEFIELD
COMPANY

If you have not
received a copy of
our new Bus Seat
Catalogue, write
for it.

BOSTON, MASSACHUSETTS

516 West 34th St., New York Citu 439 Railway Exchange Bldg., Chicago, 111.

J. R. Hayward, Liberty Trust Bldg., Roanoke, Va. A. W. Arlin, Delta Bldg., Los Angeles, Calif.

H. G. Cook, Hobart Bldg., San Francisco, Calif. The G. F. Cotter Supply Co., Houston, Texas

The Railway and Power Engineering Corporation
133 Eastern Ave., Toronto; Montreal; Winnipeg, Canada

July, 1929

26 ELECTRIC RAILWAY JOURNAL

too

THOMAS-BUILT CARS

now on the Streets of Detroit

A LL produced on a single order, delivered at the
■"■ rate of 8 cars a week. Everyone complete to the
smallest detail, ready for immediate service.

It is not often that a builder of
street cars is given such an op-
portunity to demonstrate so
conclusively the qualities of his
organization.

And to those responsible for
awarding the Detroit contract,
we owe a lasting debt of grati-
tude for their close study of our
past record, our facilities and

our personnel, to the upbuilding
of which we have devoted every
effort for the entire period of our
existence.

Street railway operators who
contemplate adding to their
rolling stock are invited to com-
municate with this youthful
company which eagerly awaits
the occasion to prove itself
worthy of your confidence.

PERLEY A.THOMAS CAR WORKS

Hidk Point, N. C.

July, 1929

ELECTRIC RAILWAY JOURNAL

LORAIN

July, 1929

Expansion Joint

Pittsburgh Railways Company's Standard

HP HIS type of joint is extensively used, particularly on bridges, and
-*• consists of an outside or head bar, which is made of manganese or
other alloy steel, a tram side bar, which is cast steel, four steel flange
blocks, two rails and necessary bolts.

The four flange blocks are bolted permanently to the rail ends, and
the head and tram bars are provided with slotted holes to take care
of the expansion.

The upper illustration shows the joint practically closed while the
lower shows it partly open. This joint takes care of expansion up
to 3 y 2 inches.

Girder Rails

•

Girder Guard Rails

Plain Girder Rails

Rail Joints and
Track Accessories

Expansion Joints
for Electrically
Welded Track

Special Trackwork

Switches, Frogs and Crossings

Solid Manganese Steel,

Manganese Insert Construction,

Chrome Nickel Steel Insert

Construction and Built-up

Construction of all
heights and weights of rail

The Lorain Steel Company

General Offices: 545 Central Avenue, Johnstown, Pa*

SUBSIDIARY OF

UNITED STATES STEEL CORPORATION

Dap—dMilt Serricr |

Quo/iff/ Products y PRINCIPAL SUBSIDIARY MANUFACTURING COMPANIES!

Ambrican Bridge Company Carnegie Steel Company Illinois Steel Company The Lorain Steel Company

American Sheet and Tin Plate Company Cyclone Fence Company Minnesota Steel Company Tennessee Coal, Iron a R. R. Company

American Steel and Wire Company Federal Shipbuilding and Dry Dock Company National Tube Company Untybksal Portland Cement Company

^Pacific Coast Distributors— 'United States Steel Products ComDany.San Francisco. Los Angeles. Portland. Seattle. Honolulu. Export Distributors— Untied States Steel? Products Company. New York CitT

Safes Offices;
CLEVELAND DALLAS NEW YORK PHILADELPHIA PITTSBURGH

ATLANTA

CHICAGO

Urban coach transportation
— years ahead of its time !

THE GLC^C
1HETROPOL.ITAIV 40
PASSENGER COACH

SAFE, COMFORTABLE, PROFITABLE
URBAN COACH TRANSPORTATION

Especially designed for congested city traffic, the
new (X C, P, Metropolitan is the highest develop-
ment of mechanical and economic efficiency yet
attained in this type of bus transportation.

The Q, C- C Metropolitan is an achievement
that only the vast resources of Q, C- D and its years
of experience in the production of mass-transporta-
tion units could make possible.

PERFECT WEIGHT DISTRIBUTION

There is no overhang beyond the front axle. The
front end cannot strike the road . . . And there is
perfect control at all speeds. The driver can gauge
his clearances within a fraction of an inch. Front
tire failure or bad road conditions cannot affect
safe steering control.

Normal tire sizes are used both front and rear.
And because of their location the front tires cannot
become overloaded.

SAFETY AAD IO\(. EIFE

The body of the Q, C- C Metropolitan is all steel.
Steel frame . . . steel pillars . . . steel panels ... all
riveted together . . . steel to steel. Even the panels
are 16 gauge steel; for the panels, too, bear part
of the load. Steel, properly painted does not deteri-
orate, and when that steel is riveted wear cannot
begin because no movement occurs.

Because of this construction the Q, C, C Metro-
politan will give more years of continuous, oper-
ating, revenue-producing life than any other urban
coach.

CAPACITY

Although the Q, C, C. Metropolitan uses a normal
wheelbase of 230 inches and a normal width, it
seats — comfortably — 40 passengers, with an over-
load standee capacity of 100% to 150%.

DRIVER POSITION

The driver has perfect vision on three
udes; and he has to turn slightly to give
lttention to incoming and outgoing pas-
sengers. This is a strong safety asset.
Because he is compelled to come to a full
aop before taking on or letting off pas-
engers, careless accidents are almost
i mpossible.

PERFORMANCE

'"he (X C, C, Metropolitan will accelerate
: aster than any other 40-passenger unit.
) t will turn in smaller space and around
t harper corners than any other 40-passen-
{ er unit, and many 29-passenger units.

Definite records indicate a brake lining
1 fe of between 30,000 and 40,000 miles.
' he drum wear at 50,OCO miles is imper-
« eptible, assuring brake drum life of
: 50,000 to 300,000 miles. Original tires
till in service after 40,000 miles look
j ood for at least 15,000 more.

MAIXTEIYAIYCE

All steel construction practically elimi-
nates body maintenance. The Hall-Scott
engine has long since proved its merits
in heavy duty transportation. The short
drive shaft (only 26") reduces the heavy
maintenance expense and loss of power
of the usual long drive line.

And there is only one engine, one
clutch, one transmission, one drive line,
and one set of engine accessories to
care for.

APPEAR A WE

The Q, C, C Metropolitan is modern and
unusual, but not radical. Its distinctive
design, startling beauty and luxurious
comfort are the result of the application
of correct engineering principles rather
than artificial distortions . . . Beauty to
attract capacity loads . . . comfort, luxury
and fine performance to hold them.

THE METROPOLITAN IS

READY WOW FOR LARGE

SCALE PRODUCTION

With the Metropolitan, the vision of
CL C, C engineers, and the vast CL C, C
resources and experience behind them,
have produced a mass transportation
unit that in the ordinary course of events,
might not have been developed for an-
other decade : : : Write for full details
and specifications.

AMERICAN CAR AND FOUNDRY MOTORS COMPANY

Ju!y, 1929

ELECTRIC RAILWAY JOURNAL

hqwhipipimd

BUSES
THAT
STAY

YOUNG

ON the one hand— gruelling, grind-
ing gaff ... on the other— shock-
proof, thrust -proof, torque -proof, speed -
proof Timken Bearings.

At every vital point they stand their ground
against depreciation and wear.

Youth abides in Timken -equipped buses . . . and
profits accrue as a direct result. As time goes on and
miles go by Timken -equipped buses go on running
and earning.

Timken-equipped buses stay young because of these exclu-
sive guardians of machine life— Timken tapered construction,
Timken positively ALIGNED ROLLS and Timken -made steel.

Specify "Timken Bearing Equipped" and you get the bearing-
protection which is universal in use and choice— wherever wheels
and shafts turn.

THE TIMKEN ROLLER BEARING COMPANY, CANTON, OHIO

^UImIIsW^I^vI Roller Isils^^

ELECTRIC RAILWAY JOURNAL

July, 1929

There are no "selling points" to a Stradivarius

It is simply the world's finest violin be-
cause Stradivarius knew his business
better than anyone before or since. He
built a better violin because he took more
pains with little things other violin
makers considered unimportant.

ABB transformers are the result of simi-
lar recognition of the supreme importance
of little things. Packard transformers
have been built in the United States for

39 years. Brown Boveri transformers
have been built in Europe and used all
over the world for 38 years. For the most
part, the experience of these two com-
panies was not co-extensive. A Packard-
ABB transformer that is built today rep-
resents the total experience of Packard
and the total experience of Brown Boveri
and incorporates every important little
thing discovered in 77 years of striving
to build perfection.

One of the important
little things

The oil used in ABB trans-
formers is the result of the
combined experience and
development of oil refiners
and scientists of two conti-
nents. It was developed
primarily to meet service
conditions in Europe with
transformers operated on a
70° C. rise basis. It is the
only oil manufactured in the
United States which meets
ABB specifications.

AMERICAN BROWN BOVERI
CO., INC.

CAM DEN, N. J.

AMERICAN BROWN BOVERI

July, 1929

ELECTRIC RAILWAY JOURNAL

Cutting the Cost
of

TrolleyPole

Service/

THE actual cost of trolley pole service
is not confined to the purchase price
of the pole itself. What the pole can do
from day to day to keep down delays,
avoid traffic tie-ups and eliminate fre-
quent repairs or replacement of poles —
are factors that determine the ultimate
cost of trolley pole service.
NATIONAL-SHELBY Poles are de-
signed with sufficient strength to meet all
service requirements and yet not be of ex-
cessive weight. A special form of rein-
forcement at the proper place gives the
pole great strength while the grade of
steel used and a special heat treatment
after drawing gives a high elastic limit
and assures long life and satisfactory
service.

In addition, every NATIONAL-
SHELBY Trolley Pole is individually
tested before it leaves the mill — a form of
test that approximates actual service con-
ditions. This type of test is especially
important in that it minimizes the pos-
sibility of any defective pole being in-
stalled — thereby helping to cut the cost of
trolley pole service before it begins. A
description of this test and complete In-
formation about these poles will be sent
on request.

NATIONAL TUBE COMPANY ♦ Pittsburgh, Pa.

Subsidiary of United States Steel Corporation

NATIONAL |

A=fc

,, ^^

1 '__._

»8U ,

- J - •- \

■l

im \ - s

«a

ELECTRIC RAILWAY JOURNAL

July, 1929

TVhich proves that it

1909

HERMIT

Condition
of joint 5 years
after new rails
were laid

It took only five years to produce the re-
sult shown above. And that was on
brand new rails. The company could
easily have patched this joint and smoothed
it off. Then it would have been as good
as new — for another brief period. But the
"easiest way out" is not the cheapest in the
long run.

Rather than patch this joint, the company
wisely decided to Thermit Weld. That
was fifteen years ago. Now observe the
picture and story of the same joint on the
opposite page.

METAL t» THERMIT

12JO BRPADWAY

PITTSBURGH

CHICAGO

BOSTON

July, 1929

ELECTRIC RAILWAY JOURNAL

pays to

Condition

of that same

rail joint

15 years after

Thermit Welding.

Today the joint is smooth as when the
tracks were laid twenty years ago. To be
sure, the rails are worn, after so many
years of heavy traffic, but for 15 years the
pavement had been undisturbed, — the slight
extra cost of Thermit Welding has been
absorbed, — and what is more, the life of
the rails has been extended many years
to come.

Consider these facts when you are laying
new rails <Tr repairing worn joints. In
either case, you'll find it pays to Thermit
IVeld.

f t ^%

COR.P ORATI Ob/?

NEW YORK. N.Y. south

SAN FRANCISCO

TORONTO

< '-f f II

ELECTRIC RAILWAY JOURNAL

My, 1929

Showing both sides of the Moran
Patent Transfer. The perfora-
tions at each indicated hour make
its issuance fast and easy.

TICKET COMPANY

inNorth Twelfth Street
PHILADELPHIA.

Factories
PHILADELPHIA NEW YORK BOSTON LOS ANGELES JACKSONVILLE, FLA.

Sales Offices
BALTIMORE CINCINNATI CLEVELAND PITTSBURGH SYRACUSE. N. Y.

My, 1929

ELECTRIC RAILWAY JOURNAL

q infe ; "WwW iMpaut a

Gas-Electric Cars Need This
High Braking Power

FREQUENT STOPS are a feature of Gas-Electric
car service. This calls for braking power as
well as starting power.

You depend on Gas-Electric equipment to im-
prove schedules — give them the means for doing
so by applying Simplex Multiple Unit Clasp Brakes.

With two brake shoes per wheel instead of one,
the Clasp Brake produces the maximum retarding
effect, with minimum wear and tear on truck and
journal parts. It also relieves the thrust on the
motor bearing that otherwise occurs in one-sided
braking.

The Simplex Multiple Unit Clasp Brake affords
smoother braking with less heating of brake shoes
and reduces the number of "slid flat" wheels. It is an
essential part of Gas- Electric railway equipment.

American Steel Foundries

NEW YORK

CHICAGO

ST.LOUIS

ELECTRIC RAILWAY JOURNAL

July, 1929

Kectigons are made in two sizea, 15 and 30

battery capacity, at $75 net and

$135 net, respectively.

each battery

charged with this

rectigon

and

this bulb W gives

y°

. . a lower

charging cost

\^ first cost

low upkeep cost

attendance cost

The secret of battery charging economy
lies in these three factors that the Recti-
gon gives you. You find them in no other
type of charging equipment.

One man can install the Rectigon in
less than an hour. No unlooked for
maintenance expense can increase your
costs. No drop in efficiency can menace
the savings the Rectigon assures. You
can look forward to years of service with
only inexpensive bulb renewals to be
made at long intervals.

The Rectigon needs no specialized
knowledge to keep it operating and no
attendant is required to watch the bat-
teries on charge. Use it for night charging
and get new efficiency from twenty-four
hour service.

The booklet, "More Power to the flat-
tery, " tells how the Rectigon keeps down
battery charging costs. Write for a copy.

WESTINGHOUSE ELECTRIC & MANUFACTURING CO.
Merchandising Department East Pittsburgh, Pa.

Westinghouse

Use only genuine Westinghouse Bulbs
for replacements

FOR PEAKS AND OFF - PEAKS

FREQUENCY OF SERVICE

LOW OPERATING COST

LOW I N ITIAL COST

SAFE INVESTMENT

RIDER APPEAL

REVENUE

VALUE

mmmmt

You play safe
when you operate

Chrysler Motors Product

D OD 6E-
M DTDR

SOLD AND SERVICED BY

on every count
Dodge Motor Coaches

These modern coaches have everything that
you need to insure low cost, patronage-
building service and investment safety

Seek the reasons for the constantly increasing preference being
given Dodge Brothers Motor Coaches and basic facts stand
forth .... This year and for years they have worked dependably
under various traffic requirements — have attracted the patron-
age of millions of riders — and have shown high earning ability
on the record sheets of their owners.

Medium in size and attractively priced, these fast, powerful,
economical coaches may be operated more frequently .... they
earn consistently during both peak and off-peak periods.

Their appearance attracts riders. Their comfortable seats, 6-
cylinder smoothness and quiet, hydraulic 4-wheel brake safety,
3-stage progressive rear springs for riding ease, and quality design
in every detail please riders and win their continued patronage.

With coaches such as these, safety of investment is assured.
Returns are certain. You play safe on every count.

BROTH ER5
COACH E-5

DODGE BROTHERS DEALERS EVERYWHERE

For riders with that
"in-between" preference—

Already large, and ever growing, is that class of
riders who want that service which is "in-between"
the street cars and high-priced transportation.

Dodge Brothers 16-passenger Parlor Coaches meet
this demand. They are fast, powerful, safe, quiet and
comfortable. Their fine appearance attracts patron-
age. Their sturdy, simple construction keeps oper-
ating costs exceptionally low. Their fitness has been
proved in large cities and small the country over.

See your local Dodge Brothers dealer or write
direct to Dodge Brothers Corporation, Detroit.

DODGE- BROTHERS
M OTOR COACH B5

SOLD BY DODGE BROTHERS DEALERS EVERYWHERE

B-1219 Printed in U. S. A.

July, 1929

ELECTRIC RAILWAY JOURNAL

IT'S THE X0>\-STOI* MILEAGE

THAT MAKES THE BIG HIT

General Builds a Special Tire
For Every Kind of Service

The most complete line
on the marhet

General's leadership in supplying the big
share of the truck and bus market is the
result of its complete and specialized com-
mercial line — each tire designed and built
expressly for the work it must do.

Years of study in seeking out and solving
the toughest problems in tire operating costs
lie back of each General pneumatic or cush-
ion. There is a General for your job — engi-
neered to give you big, uninterrupted,
economical mileage.

The General Tire dealer has all the informa-
tion gained by General's engineering service
at his finger tips. He knows the right tire for
your equipment — it will pay you to see him.
The General Tire and Rubber Company,
Akron, Ohio.

The Complete General
Commercial Line includes s

Dual-Grip Truck Cord; Truck and Bus Balloon;
the "Jumbo" Ford and Chevrolet line; Heavy Ex-
press Special; One-Ton Express Special; Regular
Cushion; Demountable Cushion; Heavy Duty
Non-Skid Cushion; high 6peed and regular, Extra
Heavy Non-Skid Cushion; Air Center Cushion,
non-skid and rib tread; High Smooth Cushion.

The Truck
and Bus Balloon

General

TIME

GOES

LONG WAY

T O

MAKE FRIENDS

ELECTRIC RAILWAY JOURNAL

July, 1929

WPCUCHT STEEL WHEELS

Into them have been built all the
safety, all the dependability, all
the trouble-free mileage that long
steel-making knowledge and ex-
tensive wheel-making experience
can provide .... Our wheel engi-
neers are always glad to co-oper-
ate with your engineers in the
solution of your wheel problems.

», ALL THAT GOOD WHEELS SHOULD BE

July, 1929

ELECTRIC RAILWAY JOURNAL

Italy Repeats

with

830 Sets of "Tool Steel" Gears

Then With

1 200 More Sets of "Tool Steel" Gears

Last year the City of Milan,
Italy, began to revamp their
electric railway system. After
exhaustive tests of both
American and European gears
they placed an order for 830
sets of Tool Steel "Quiet"
Gears.

Recently we received a cable
order for 1200 additional sets
to complete the job.

Proof positive of the superi-
ority of "Tool Steel" Quiet
Gears.

The Tool Steel Gear and Pinion Company

Cincinnati, Ohio

ELECTRIC RAILWAY JOURNAL

July, 1929

American Steel & Wire Company

ARCON RAIL BONDS

"Trade Mark Registered"

•

■ *^Jr-»

ivv

* M

Arcon "A" Bond in detail
and installed

ANEW principle of design is
embodied in Arcon Rail
Bonds. This is the open terminal.

The open terminal has many
distinct advantages. All terminals
provide for easy arc manipulation.
The end of the copper conductor
is approximately one-eighth of an
inch from the rail, and located in
an open space which insures per-

fect welding of the copper wires.
The sloping surface of the ter-
minal after welding is a novel and
important feature in arcweld
bonds.

Be convinced by a practical dem-
onstration which we will gladly
give you at your convenience.

Prices and literature mailed
upon request.

American Steel & Wire Company

Subsidiary of United States Steel Corporation

CHICAGO 208 S La Salic St. ST LOUIS S0 » O " ve 5" eet NEW YORK 3* Church St. BALTIMORE 32 S. Charles St.

CLEVELAND Rockefeller Bldg. KANSAS CITY . 417 Grand Ave. BOSTON Statler Bldg BUFFALO 67» Elllcott St.

DETROIT Foot of Flr.t Street OKLAHOMA CITY_ PITTSBURGH Frlck Bid*. WILKES-BARRE Miners Bank Bid*.

CINCINNATI Union Trust Bldg. BIRMINGHAM Brown -Mar" B da PHILADELPHIA VTIdener Bldg. DALLAS Praetorian Bids.

MINNEAPOLIS-ST. PAUL MEMPHIS ATLANTA 1*1 Marietta Si. DENVER First Natl Bk. Bid*.

Merchants Nat'l Bank Bids.. St. Paul Union and Planters Bank Bids. WORCESTER 94 Grove St. SALT LAKE CITY. Walker Bank Bids.

UNITED STATES STEEL PRODUCTS COMPANY, San Francisco, Los Angeles, Portland, Seattle

My, 1929

ELECTRIC RAILWAY JOURNAL

Do\bu Know

DETROIT, MICHIGAN

Manufacturers of Spray Booths and Exhaust Stacks, Industrial
Drying Ovens and Blow Pipe Systems

MAHON

SPRAY BOOTHS €. EXHAUST STACKS

• DESIGNED FOR FIRE SAFETY *

ELECTRIC RAILWAY JOURNAL

My, 1929

ccelerofed Transportation
must be made 5AFE

For the sake of their patrons . . and their profits
. . . modern railways must expedite the movement
of traffic.

Today there is a growing demand for more frequent
service . . . shorter, quicker stops . . . less delay
at entrance and exit ... a speedier getaway.

All of these requirements are met to an efficient
degree by the use of complete protective and con-
venience-promoting devices . . . the Safety Car
Control Equipment.

Safety Cars assure accelerated transportation —
properly safeguarded.

Safety Car Devices Co.

of St. Louis, Mo.
^Postal and Telegraphic Address:

WlLMERDING, PA.

CHICAGO SAN FRANCISCO NEW YORK WASHINGTON PITTSBURGH

'We make The Safety Car Control Equipment
. . . which makes the Safety Car"

July, 1929

ELECTRIC RAILWAY JOURNAL

SAVING

and

SERVING

—the Hyattway

THE many annoyances and power-waste
of friction bearings may be banished
forever with Hyatt Roller Bearings in your
car journals.

Smooth starts, rapid pickups, quiet and
easy running are further Hyatt contribu-
tions to greater passenger comfort,
punctual service and economical operation.

In Hyattized journal boxes the sturdy Hyatt
bearings rotate with the wheels in a natural,
easy motion and, by reducing friction and
drag, they cut power costs appreciably.

The only attention Hyatts ever require is
an occasional oil inspection and replenish-
ment at infrequent intervals. Hyatt journal
boxes are installed to keep the cars busy
earning profits instead of wasting time in
repair shops.

The many advantages and economies to be
derived from the application of Hyatt Roller
Bearings are worth investigating. Every A.
E. R. A. requirement for standard equip-
ment or replacement is met.

HYATT ROLLER BEARING COMPANY

Newark Detroit Chicago Pittsburgh . Oakland

RO LLER BEARII STOS

PRODUCT OF GENERAL MOTORS

ELECTRIC RAILWAY JOURNAL

July, 1929

Carnegie Wrought Steel Wheels for electric railway service are multiple-
life wheels. Which means that when the ordinary wheel is worn out and
ready for the scrap heap, the multiple-life wheel is still good for many
years of service. The cost of reconditioning the contour is trifling com-
pared with the cost of a new wheel. A special process of rolling and
forging under enormous pressure insures a homogeneous structure, free
from irregularities that might cause failure. Defects are rolled out and
mileage rolled in.

In city service, Carnegie Wheels have an additional advantage in that
cars may be speeded up with safety over crossings, with less possibility
of damage to special track work.

Operators who figure on a cost-per-mile basis will find Carnegie Wrought
Steel Wheels the outstanding value in the wheel market today.

Booklet on request.

Carnegie Steel Company

Subsidiary of United States Steel Corporation

CARNEGIE BUILDING ^ PITTSBURGH, PA.

9&c

**£

*/S

"ntt**

> c ,

New Orleans Knows What
Track Maintenance Cosfe

New Orleans Public Service, Inc., has developed
a unique and comprehensive method of taking care
of track maintenance.

This method not only makes certain that mainte'
nance is kept up, but also records exact cost figures
which make possible detail study of maintenance
required by every type and age of track in use.

It was this type of study which convinced New
Orleans Engineers of the need of better paved track.

None of the types of track they were using fully
met their needs. These records proved conclusively
that not only was the life too short, but maintenance
mounted year by year until the track was eating its
head off.

Certain types showed, in a very moderate period
of years, maintenance costs equal to or greater than
the original cost of track.

The next step was to test other types of track.
These tests led to the Dayton Integral System of
Track and 'Paving Structure.

Cost Records Led To Tests —
Tests Led To

THE DAYTON
INTEGRAL SYSTEM

By scientifically exact methods, New Orleans Public
Service, Inc., went after the matter of track maintenance
cost — track life.

Finding maintenance excessive and life too short, they
immediately set to work to find better track.

Again they used scientific methods. Tests worked out
and performed with great care led to the utilization of
the Dayton Integral System of Track And Paving
Structure.

This system combines track and paving into a unified
durable structure. It saves concrete — provides long life
with no major maintenance at all.

THE DAYTON
MECHANICAL TIE CO.

DAYTON, OHIO

July. 1929

ELECTRIC RAILWAY JOURNAL

y\ vital
contribution

to electric
railway performance,
economy, comfort and profit

TIM KEN WORM! DRIVE TRUCKS
FOR ELECTRIC RAILWAY CARS

THE TIMKEN-DETROIT AXLE COMPANY
DETROIT, MICHIGAN

ELECTRIC RAILWAY JOURNAL

July, 1929

ANOTHER APPLICATION OF SKF BEARINGS ON THE
STREET RAILWAYS OF AMERICA BY THE

ST. LOUIS CAR COMPANY

tYi^°

YOU MAY BUY A
BEARING AS A
BARGAIN BUT
TRYANDGETA
BARGAIN OUT OF

USING IT

Koihingis a pi locosisomudi
as a bearing thai cost so lillle.

SKF

Right Bearing J

Bearings on Journals and Motors
Satisfy Public and Reduce Operating Costs

ONE of the most forceful fac-
tors enabling street railway
companies to successfully meet
the challenge of newer methods
of transportation is improved
rolling stock. And a two-fold aid
towards this betterment are SCSIF
Journal Bearings. Not only do
they insure quicker, smoother
and easier riding for the public
but their operating economies
are distinctly traceable on the
balance sheets.

For several years SC5!F Anti-
Friction Bearings have been
giving a successful record of per-
formance on the motors and
journals of the above car. The
Master Mechanic of the road
says: "It takes rough and uneven
track with less oscillation than
other cars of the same type and
....the riding and running quali-
ties of the car are superior to
other single truck safety cars
we are operating."

SKF* INDUSTRIES, INC., 40 East 34th Street, New York, N. Y.

.328

Ball and Roller Bearings

July, 1929

ELECTRIC RAILWAY JOURNAL

All motor coaches of the St. Louis Public Service Co. are exclusively Goodyear-equipped

000 Bus Miles Per Year
in St* Louis

With 52 motor coaches totaling 150,000 miles
per month, and with 312 Goodyear Tires in
daily service — the St. Louis Public Service
Company has an exceptional opportunity to
judge tire performance.

Among these Goodyear Tires they find many
which travel better than 30,000 useful miles.
The top mileage recorded is 40,626.

But the more important fact about Goodyear
Tires is their uniformity in delivering satisfac-
tory service.

Certainly this is due, in part, to Supertwist —
the special cord which is extra-elastic — and

puts added vitality into every Goodyear Tire.

It is due, also, to the Goodyear All-Weather
tread which — in addition to powerful traction
on hills and wet pavements — delivers excep-
tional mileage because of its slow, even, eco-
nomical wear.

The excellence of each feature in a Goodyear
tire is bound up in the reliability of the whole.
It is the ultimate performance of these tires
which has won them a place on the great
majority of prominent motor coach fleets, just
as it has on the fleet of the St. Louis Public
Service Company.

For every Goodyear Cord Bus Tire there is an equally fine
Goodyear Tube, built especially to the needs of bus service

GOOD

£A®

ELECTRIC RAILWAY JOURNAL

As Harmonious

July, 1929

as its name

The Westinghouse Pneuphonic
Horn is available in various
types and sizes to produce dif-
ferent tonal qualities, and in
combinations for pnMucing a
pleasing chime effect when de-
sired. Write for descriptive
literature and prices.

As a bus skims over the highway or
ambles through traffic, its warning
signal must appeal for the right of
way in tones that are positive but
pleasing. It must be heard — it must
not be harsh.

The PNEUPHONIC HORN
gives warning of approach, un-
mistakable, yet not irritating nor
startling. Its tone is loud, clear,
distinctive and harmonious.

Westinghouse Air Brake Company

Automotive Brake Division — Pittsburgh, Fa.

,- '

P ■

HERMAN CtR. 12

The Past Performance
of Yellow Equipment

sold Washington Rapid Transit

on the New

39 passenger Z*240

performance of tlii^
\ellow Coach Fleet

came the order for Z!i40
\f) passenger coackes ^

HE Washington Rapid Transit
Company of Washington, D. C, rank as one of
the early pioneer bus operators in the East.

In October, 1927, after having operated buses for
6 years, an extensive survey was made of the
operating and maintenance costs of the various
makes of equipment in use, with the result that
31 additional Yellow Coaches were secured and
placed in operation — 28 Z 29-passenger coaches
and 3 X 21 -passenger coaches.

In the fall of 1928 it was decided to add additional
equipment to take care of rush-hour loads.

There were two alternatives: To either put on a
number of extra smaller coaches or to put in opera-
tion a smaller number of larger capacity coaches,

.,*uan

thereby taking up less street room and saving the
expense of the additional operators that would be
necessary.

Again the company made a careful survey of the
operating and maintenance costs of their equip-
ment and found that the Yellow Coaches in use
had from the day they went into service, increased
revenue 10 per cent and reduced operating and
maintenance costs far below the equipment they
replaced, even reducing shop personnel, so easily
were they serviced.

This record of performance, so typical of Yellow
Coach fleets, supplied the answer when addi-
tional equipment was needed for peak hour serv-
ice. The company promptly ordered 8 of the new
large capacity, Z-240, 39-passenger City Service
Coaches.

Again, performance and knowledge gained by
experience had won another repeat order for
Yellow.

- '

Already the Z'240 has

Proved the Wisdom of Selection

Only a few short months in service, yet ample time in
which to judge.

Satisfied with maintenance and appreciating the value
of standardization, the Washington Rapid Transit Com-
pany is finding their new Z-240's all that they expected.

During peak hours these coaches run on an express
schedule carrying passengers without stops to points out-
side the loading area.

During the off peak periods the coaches are used for
sightseeing and profitable charter business.

Responsible for successful performance are the same
factors that influenced the purchase of the original fleet
of Yellow Coaches — factors checked against the oper-
ations of other companies using a wide variety of differ-
ent makes.

1. Cost per mile of operation.

2. Cost per mile of maintenance.

3. Gasoline — miles per gallon.

4. Life of motor and other major units.

5. Accessibility of major units in dismantling and as-
sembling.

6. Tire mileage.

7. Seating arrangement and riding quality of coaches.

8. Durability and life of body.

Through their dependable, economical operation, Yellow
Coaches are everywhere placing motor coach transpor-
tation in the United States and Canada on a sound and
profitable basis.

GENERAL MOTORS TRUCK COMPANY

Pontiac, Mich.

July, 1929 ELECTRIC RAILWAY JOURNAL 65

The Texas Company

announces

With the acquisition of the Penniman patent rights
and in combination with other rights, The Texas
Company is in a position to offer to the Electric Rail-
ways of the country a new power-saving principle of
lubrication.

Speaking conservatively, a 20 per cent saving in
power is assured —33 per cent has been attained.

Executives of Electric Railways are invited to cor-
respond with us to secure complete data.

THE TEXAS COMPANY

Lubricating Division
Dept. L, 17 BATTERY PLACE, NEW YORK CITY

NOTE — these savings do not require any radical change in present methods

ELECTRIC RAILWAY JOURNAL

July, 1929

Xhese photos [from

tell an
of track

SHOWING the application of Carey Elastite System
of Track Insulation on the Hydro- Electric Railway
lines, at Windsor, Ontario, Canada.

The Philip Carey

July, 1929

ELECTRIC RAILWAY JOURNAL

Ontario)

interesting story
reconstruction work ♦ ♦ ♦

CAREY Elastite System of Track Insu-
lation is an important part of the
betterment program of Hydro-Electric
Railways, Windsor, Ontario. For, in this
improved traction development, the
officials of this Canadian railway have
found a logical, economical way to mini-
mize track noises and to keep next-to-the-
rail paving smooth and unwrinkled.

More than two hundred cities are using
Carey Elastite System of Track Insulation
with the same perfect results. For new
tracks, for reconstruction work. A saving
in railway maintenance, a route to faster
schedules — a guarantee of smoother riding
and better service to patrons. If you are
planning any track construction work, it
will be to your advantage to have our rep-
resentative call and give you the facts on
this advanced system of track insulation.

SYSTEM OF

TRACK INSULATION

A preformed asphaltic compound, reenforced with asphalt-saturated fibres.
A moisture-proof, shock-absorbing cushion between the rails and paving.

Company, Lockiand, Cincinnati, ohio

ELECTRIC RAILWAY JOURNAL

July, 1929

ALCOA

laminum Jjusmf
reduces the cost-

THE fact that the most important nations of
Europe have standardized on Aluminum
Busbars as the most satisfactory and economical
material for transmission purpose, has only a
collateral interest here in America.

But some American transmission engineers took
advantage of the economy inherent in Aluminum
Busbar many years ago and their use in America
has grown year by year until today Aluminum
Busbars have wider acceptance in this country

than at any other time in our electrical history.

The booklet, "Aluminum Busbars," contains
useful tables of weights, carrying capacities and
physical properties, together with photographs
of various installations. Please send for your
copy.

ALUMINUM COMPANY OF AMERICA

2463 Oliver Bldg., Pittsburgh, Pa.

Offices in 19 Principal American Cities

■mMrrrrrT

@HH iiHllUSS ' '

LET US EXPLODE

-v-

> . '«,

— ••- ■

vl«

11111=!

JUi

3nr

ri^iivii^iiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiuilliiiiiiiiiiiiiiiiuihiiniiiiiiiin^i^iiiiiiiiiiiiiiintiii]

THE TEST-TUBES

NEW rolling stock has saved
the industry. New rolling
stock bought today — and to-
morrow—will keep the industry
forging ahead.

But make sure that new rolling
stock you buy is tested — tried .—
make sure that all the explosions
ceased when it left the factory.

explodes its own test
tubes. We are constantly re-
searching, planning, trying,
testing.

That's why our customers RE*
ORDER — why our reputation
for building revenue producing
vehicles is a mark for others to
try for.

Chart reproduced from June, Elmctrtc
Railway Journal, article by Morris
Buck.

— Expenae< have dropped on tinea
operating new rolling atock

New Cars Reduce Operating Costs

New Rolling Stock Is NECESSARY

^liSSSiiSiMSBBB

TrEuIQXX

IT has been repeatedly proved that
properties which have bought
new cars are showing lower opera-
ting costs and steadily climbing
operating revenue.

But whatever you need— street
cars, trackless trolleys, gas-electric
coaches, Cincinnati has the correct
transportation units for you. Units
that have been tried and tested, not
only as to mechanical details, but
revenue producing properties as

well.

THE CINCINNATI CAR CORPORATION

Winton Place

Cincinnati. Ohio

July, 1929

ELECTRIC RAILWAY JOURNAL

E WORLD'S LARGEST

PRODUCER OF

RUBBER

PRESENTS THE

WORLD'S

FINEST HEAVY-

-SERVICE

TIRE

Purer, tougher rubber from our
own plantations fifr heavy, brutal,
canyon-notched tread blocks ^M
rugged, reinforced side walls and
carcass of famous Web Cord, make
a super tire which fills the growing
demand for a heavy service balloon.
On every basis of performance, the
U. S. Royal Heavy Service is the
finest tire ever produced for use on
trucks and buses.

UNITED STATES RUBBEI OMPANY

ELECTRIC RAILWAY JOURNAL

July, 1929

You w vl

Profit bqthh H

eadership

DeVilbiss leadership in the spray-painting and spray-
finishing equipment industry has a definite every-day
value to you, because DeVilbiss leadership is based upon
the efficiency of DeVilbiss equipment in the hands of
the user.

The complete scope and variety of DeVilbiss equipment
lines, the magnitude of the DeVilbiss manufacturing
operations, the pioneering done for the entire industry
by DeVilbiss research and engineering departments, are
all qualifications for leadership, but DeVilbiss leadership
is recognized today principally because DeVilbiss equip-
ment saves and makes money for those who use it.

You will find that the knowledge, experience, and manu-

facturing economy in the DeVilbiss organization have
been directed specifically against your individual paint-
ing or finishing problem. When you buy a DeVilbiss
spray outfit you get more than something to take the
place of a paint brush — you get an outfit designed to
bring to your own operation the maximum advantages
of a new and better way to apply protective and deco-
rative coatings.

Let us tell you about DeVilbiss outfits and installations
especially designed for electric railway finish mainte-
nance work. In your field, operating and maintenance
costs are sharply affected by the character of your fin-
ishing equipment, and this counsel, which costs you
nothing, may save you much.

Spray guns of various types and sizes.
Pressure feed paint tanks and containers.
Spray booths, exhaust Jans, and approved

lighting fixtures.
Air compressing equipment.

DeVilbiss

Sprat/- w% t n'A8 Si/stem

Air transformers and accessories.

Air and fluid hose and connections.

Complete outfits from the smallest hand-
operated units to the largest industrial
installations.

THE DEVILBISS COMPANY , 272 PHILLIPS AVENUE , TOLEDO, OHIO

Sales and Service Branches
NEW YORK PHILADELPHIA CLEVELAND DETROIT INDIANAPOLIS CHICAGO ST. LOUIS

SAN FRANCISCO WINDSOR, ONT.

Direct factory Representatives in all other territories

July, 1929

ELECTRIC RAILWAY JOURNAL

WATER-PROOF, SKID-PROOF, LIGHT WEIGHT, LONG-LASTING AND ECONOMICAL

oors for the life of
these buses . . . without maintenance costs

At one low cost these Masticoke floors will last for
the life of the buses. Masticoke was chosen by one of
the largest bus operators* as the most economical, ser-
viceable material for this purpose. These floors will
never have to be repaired. First cost will be the last cost.
The thousands and thousands of feet that will tread these
floors will not wear them out nor will vibration crack them.

J-M MASTICOKE

THE MODERN BUS FLOORING

This light weight bus flooring is tough and resilient —
and long-lasting. Its natural dark gray color will add
materially to the appearance of your buses. J-M Masticoke
will help to keep your buses looking spic and span.

J-M Masticoke is skid-proof and water-proof. It is
sanitary and odorless. It is easily cleaned by flushing
with water. It is fire-retardant and acts as an insulation
against cold.

J-M Masticoke, long in service on railroads, is being
used by more and more bus fleet owners to reduce floor
costs. Why not mail the coupon for completeinformation?

'Name of operating company on request.

Si Johns -Manville

^ SERVICE TO

BUS TRANSPORTATION

J-M Masticoke, an asphalt composition, is applied in a
semi-liquid form to either metal or wood sub flooring.
The upper picture shows an actual bus sub flooring of
wood. The lower picture shows the smooth, even surface
of J-M Masticoke as applied on the same bus.

JOHNS-MANVILLE CORPORATION

Motor Bus Division

New York, Chicago, Cleveland, San Francisco, Toronto

{Branches in all large cities}

Please send me full particulars on J-M Masticoke Bus
Flooring.

Name.

Address.

ELECTRIC RAILWAY JOURNAL

July, 1929

Union Metal Fluted Steel Pole Design No.
4229 a» installed on Woodward Avenue,
at Grand Circus Park, Detroit, Mich.

DETROIT

Bans Forest of Poles

Detroit is proud of its sky-line, of the large buildings which are
evidence of its growth and prosperity. But Detroit has diverted
attention from sky-lines to curb-lines.

Formerly, separate supports were used for trolley span wires, street
lights, traffic signals and street signs. Now the forest of poles which
lined the streets of the downtown district is gone.

With the installation of Union Metal Fluted Steel Poles the number
of poles along the curb-line was reduced 75%!

Every hundred feet there is a tall, artistically tapered, fluted steel shaft
carrying the necessary street electrical equipment. Streets are now more
beautiful, more dignified, and a remarkable economy has been effected.

Utilities in many cities are building good will by installing Union
Metal Poles and are saving thousands of dollars. We will be glad to
send you further information.

The Union Metal Manufacturing Co.

General Offices and Factory, Canton, Ohio
Sales Offices — New York, Chicago, Philadelphia, Cleveland,
Boston, Los Angeles, San Francisco, Seattle, Dallas, Atlanta

Distributors:

Graybar Electric Company, Incorporated General Electric Merchandise Distributors

Offices in all principal cities

Union Metal Fluted Steel Poles
used for trolley span wire sup-
port and distribution service,
Joseph Campatt Street, Detroit.

UNION METAL

DISTRIBUTION AND TRANSMISSION POLES

very - foot ~ just- like - every- other- foot -

Mechanical Treatment of Concrete
Insures Uniform Quality Track

HAND methods cannot produce uniform results.
Two pieces of wood are net eralike. Paved track
built by the old methods will sooner or later show
points of initial failure. These demonstrate a lack
of uniformity in the methods of construction, and
sometimes in the materials used.

Steel Twin Ties of the latest design and mechanical
track construction methods (tie layer, compression
tamper, mortar-flow pulsator) produce uniform
results. Every-foot-just-like-every-other-foot! The
first foot laid is just like the last.

And tests have shown that the ultimate life of this
construction is dependent on rail wear (see page 8,
Nielsen Survey IS-51-BZ), not on the track
structure. A Steel Twin Tie Foundation should
last forever. It won't, but it will out-wear a good
many rail heads!

The INTERNATIONAL STEEL TIE CO.

Cleveland, Ohio

UNIFORMITY in the ASSEMBLY OPERATION

TIES are lifted by one man
with the D.S.R. Track layer,
and bolted to the rail. Bolts are
tightened. For this operation
one man takes the place of four,
does faster, more accurate work.
The D.S.R. Track Layer is ad-
justable for various rail heights.

MECHANICAL TRACK ASSEMBLY

UNIFORMITY in the TAMPING OPERATION

CONCRETE is compressed
under the tie plates, assur-
ing perfect bond, absence of
voids. The tamper is operated
by one man, eliminating all hand
tamping labor, giving uniform
results throughout the entire
track structure.

MECHANICAL COMPRESSION TAMPING

UNIFORMITY in the FINISHING OPERATION

MECHANICAL "MORTAR-FLOW
TO CONCRETE

BONDS STEEL

THE "mortar-flow" pulsator
rests directly on the rail and
gives the track structure, me-
chanically, 4800 impulses per
minute, causing a mortar flow
which unites the steel of rail and
ties, and the concrete, in perfect
bond. Test samples taken after
concrete is set shows absolute
absence of even minute air
pockets.

The INTERNATIONAL STEEL TIE CO.

Cleveland, Ohio

July, 1929

ELECTRIC RAILWAY JOURNAL

Canned Experience"

Make vise of the other maris experience

C0 e

> ¥.° % \o* ..»•) I., ^ » •>

■ae» „rf "i j v •" , fltf* „>** ,

*'•><

^• c

Richey —

Electric Railway Handbook

Second Edition, 798 pages, flexible, pocket size,

538 illustrations, $4.00
A thoroughly revised reference book of practical
data, formulas and tables for the use of operators,
engineers and students. It gives the essential
reference data on all phases of electric railway
construction and operation. It presents: (1) Data
on subjects which come up in everyday electric
railway practice. (2) Material of service to the
non-technical manager or operator. (3) Reference
material on electric railway practice for those who
are specializing in other or allied lines.

Harding —

Electric Railway Engineering

Third Edition, 480 pages, 6x9, 848 illustrations,
$15.00

3
Kurtz —

Lineman's Handbook

550 pages, pocket size, flexible, illustrated, $4.00

The first book written expressly for linemen, fore-
men, and other employees of line departments.
The book meets the growing need for a pocket
volume of construction and maintenance data,
procedure, and methods. It presents hundreds of
kinks, shortcuts, expedients and time- and work-
saving methods, as well as scores of useful
diagrams, tables, and formulas for the lineman.

Standard Handbook for
Electrical Engineers

Firth Edition, 2,100 pages, 4%x7, flexible,
illustrated, $6.00
A widely-known encyclopedia of electrical en-
gineering. The book covers every branch of
modern electrical engineering. It is complete and
reliable, and so carefully and fully indexed that
its information is readily accessible.

Croft—

American Electricians'
Handbook

8*43 pages, pocket size, 900 illustrations, flexible,
$4.00

The book is a reliable, useful hand-
book for wiremen, contractors, line-
men, plant superintendents and con-
struction engineers. It aims to give
the practical man the facts on appa-
ratus, materials and installation which
he needs in his daily work. It is prac-
tical from cover to cover.

Ckoose the books
you want to see,
*— * and just mail
the coupon.

Blake and Jackson —

Electric Railway Transportation

Second Edition,

437 pages, 6x9, 131 illustrations,
$5.00

A second edition
of this widely
known book on
the transportation
side of the elec-
tric railway busi-
ness — getting
the cars over the
tracks — increas-
ing: the traffic —
collecting the fares
— and selling" ser-
vice in the face of
modern conditions.
Particular consid-
eration is given
to the place of
the bus in mod-
ern transporta-
tion.

7
King —

Railway
Signaling

369 pages, 6x9,

349 Illustrations,

«4.00

A completely ade-
quate book on all
phases of modern
railway signaling*.
The book describes
fully the construc-
tion, installation,
operation and
maintenance o f
signaling* equip-
ment, and pre-
sents a thorough
discussion of prin-
ciples.

Nash—

Economics of Public Utilities

413 pages, 6x9, $4.00

This book presents the essential facts and the
most mature views upon the underlying financial
and economic phases of public utility companies,
with particular emphasis on electric railways,
electric light and power companies and gas com-
panies.

It discusses every angle of the public utility
as a business and treatB thoroughly such subjects
as capitalization, investment features, franchises,
regulation, valuation, depreciation, taxes, rates.
service, accounting methods, public relations, etc.

Mail this coupon
to see these McGraw-Hill books

McGraw-Hill Book Co., Inc., 370 Seventh Avenue,
New York.

Send me the books checked for 10 ("ays'
.... Richey's Electric Railway

Handbook, (4.00.
....Harding's Electric Railway

Engineering, $5.00.

.... Kurtz' Llneman'i Hand-
book. 14.00.

.... Standard Handbook for
Electrical Engineers, $6.00.
I agree to return such books as I do not wish to keep,
or to remit for them within 10 days of receipt.

Name

Home Address

free examination:

. . Croft's American Electri-
cians Handbook, $4.00.

. .Blake and Jacksons' Elec-
tric Railway Transporta-
tion. $5.00.

. .King's Railway Signaling,
$4.00.

..Nash's Economics of Pub-
lic Utilities. $4.00.

postpaid.

City

Position

Name of Company F-E.R.J.

ELECTRIC RAILWAY JOURNAL

July, 1929

This is one of a series of McGraw-Hill advertisements directed originally
to advertising men in an effort to make industrial advertising more profit-
able to buyer and seller. It is printed in these pages as an indication
to readers that McGraw-Hill publishing standards mean advertising
effectiveness as ivell as editorial virility.

Is his title backed up

with real buying authority?

SALES REPORT

Salesman

Comply
Master !

liprr.VS.9S- —

i «o.MUJ I

, etCl-

What can you expect
from an industrial ad-
vertising campaign that
is planned to cover a
prospect list built on
this basis?

F-S

A. HE one reliable method of running
down the real buyers is to seek them by actual
operating responsibilities. The important
thing is not what they are called but what
they do.

This principle comes out of McGraw-
Hill's years of experience in circulation and
editorial service throughout American
Industry.

The confusion of titles in industry is dis-
cussed on pages 29 to 33 in Industrial
Marketing at Work. A copy of this book
will be delivered to executives interested in
selling and advertising to industry.

— The publishers

My, 1929

ELECTRIC RAILWAY JOURNAL

WHEELS

The foundation of
your rolling stock

Do your^ periodic inspec-
tions reveal frequent flat
wheels and defective'
flanges? "Standard"
Wheels are made of that
stern stuff which stands
the gaff of hard service.

Rolled

Steel

Wheels

Armature
Shafts

Axles

and

Springs

"FOR EVERY
TYPE OF CAR

ASA

IN EVERY
TYPE OF
SERVICE"

STANDARD STEEL
WORKS COMPANY

PHILADELPHIA, PA.

CHICAGO
ST. LOUIS

BRANCH OFFICES:
NEW YORK
PORTLAND

WORKS: BURNHAM, PA.

RICHMOND
SAN FRANCISCO

ELECTRIC RAILWAY JOURNAL

July, 1929

CONSOLIDATED CAR-HEATING COMPANY, INC.

NEW YORK

ALBANY

CHICAGO

WHAT IS THE LIFE OF
A POLE

'hist a Good Pole be Scrapped When
Conditions Require a Change?

Why Not Reset It in a New Location?

The Third Big
Factor in Pole
Line Economy

The last of the three big factors in
selecting the most economical pole
for a given line is the probable life of
the pole. The initial strength — which
determines the size and spacing re-
quired — and the rate of deterioration
in strength— which affects the factor
of safety— are the other two big con-
siderations. These were discussed in
previous advertisements in this series.

What is the Life
of a Pole ?

The life of a pole is the period of its
useful service. It may end before the
pole actually breaks, for if it has to be
removed as no longer safe its service is
finished. A variety of causes may con-
tribute to produce the unsafe condi-
tion and end the life of a pole. In
addition to decay— discussed in the
last advertisement— fire, insects and
birds are the most common of these
causes. Changing conditions which
may increase or decrease the load also
serve to limit the life of some poles
that would otherwise render many
years of useful service. This feature is
further discussed in a later paragraph.
Any pole claiming long life must,
therefore, be tested in the light of all
these limiting factors.

Do Wood Poles Vary
Greatly in Life?

Many untreated poles subject to
bad conditions have become unsafe in
less than five years. Poles that are
better protected against deteriora-
tion will, of course, last much longer.
Thousands of creosoted poles have
served 25, 30 and more years. Since the
labor cost of setting a pole, placing
the cross arms and stringing the wire
is approximately equal to the more
expensive types of poles and is inde-
pendent of the probable life, it is
obvious that a pole with a very short
life is uneconomical even though its
first cost is very low.

Is Minimum or Max-
imum Life to be Used
in Pole Studies?

Since all the poles in the line do not
fail or become unsafe at the same

time, the question is often raised as
to how to determine from past service
records what life to assume for a
given type of pole^the minimum or
the maximum? Obviously, either of
these two extremes would give erron-
eous conclusions for most of the poles
in the line. The only fair basis is to
use a weighted average.

Some Pole Types

Have Proven

Their Life

Experience with untreated poles of
various species has conclusively dem-
onstrated the short- term of life to be
expected from any of the woods still
commercially available. The life of
butt-treated poles is also fairly ac-
curately known. While better than
untreated poles, they usually require
careful watching after ten years, and
twenty years is commonly taken as
the estimated life for the best grades
of poles in this class.

Others are Still
Making their Record

On the other hand, full length
pressure treated creosoted southern
yellow pine poles, of which the
Amcreco pole is the leading example,
cannot yet be positively limited as to
their life for they have been in com-
mercial use only about 35 years. So
many of the earliest poles set are still
in service and so few of the later ones
have failed that the fair average life is
still a matter of estimate. Based on
experience with such poles both in
this country and in Europe and ex-
perience of American engineers with
creosoted wood for railway cross ties
and bridge timbers, it seems con-
servative to place the average life for
an Amcreco pole between 30 and 40
years, depending on the severity of
the service in which it is placed. Com-
plete service records will probably
increase this estimate.

How They Resist
Deterioration

The pure creosote oil injected into
the cells of the wood by pressure as in
the Amcreco process poisons decay
producing fungi and prevents their

development. It is also repellent to
white ants and other insects. The
elimination of insects removes the
primary cause for attack by birds.
When a creosoted pole is ignited the
oil burns first, as in a wick, and de-
posits a coat of carbon on the surface
which shuts off oxygen and retards
further combustion.

Why Not Reset
Good Poles?

It is, of course, wasteful to spend
50% or more of the cost of a pole to
set one that has only a few years of
life remaining. But if a pole with an
estimated life of 40 years must be
removed from a line in 10 years on
account of changed conditions, it
certainly pays to relocate that pole in
arrether line. Such practice is not only
economical, but is a commendable
step toward closer utilization of
forest products.

Some of the

Creosoted Pine

Life Records

Hundreds of cases might be cited to
support the claims of long life. Typ-
ical facts include the following:

The Washington & Norfolk line
of the A. T. & T. Company
built with creosoted pine poles
more than 30 years ago is report-
ed in "good as new' - condition.

The Public Service Company of
New Jersey reports creosoted
southern yellow pine poles in its
lines 32 years and "good yet".

None of the creosoted pine poles
installed by the Louisville Rail-
way Company had been re-
placed at the end of the 22 years
of service.

The Pennsylvania Electric Asso-
ciation Overhead Systems Com-
mittee report gives the antici-
pated life of creosoted southern
yellow pine as 35 years.

A paper based on the experience
of the Carolina Power & Light
Company attributes a life of 40
years to these poles.

mmmmmmmmmmmmmmmmmmmtmmmmm
AMERICAN GREOSOTING GOMPANY

For additional copies of this
aeries of atudies of pole line de-
sign or for quotations and in-
formation on AMCRECO Creo-
aoted Southern Yellow Pine
Poles, address the nearest sales
office.

COLONIAL

ChZEOSOTiNG

GOMPANY

AmCbe(6,

l^lCTjjjj**^)

GEORGIA

CREOSOTING

GOMPANY

SALES OFFICES
332 S. Michigan Ave., Chicago
350 Madison Ave., New York Cily
MM W. Main St., Louisville, Ky.
Brunswick, Ga. Bogaluaa, La.

LOU ISVI LLE

KENTUCKY

July, 1929

ELECTRIC RAILWAY JOURNAL
♦ ♦ BEHIND ▲ THE PYRAMIDS— 7 ♦♦

Half-way to a brush

One side of moulding department

HERE is one of the machines that produces the first
semblance of a carbon brush — after more than 40
days of continual, uninterrupted manufacturing
processes applied to raw materials.

Into this machine a milled and blended mixture
of carbon and pitch is fed. The hydraulic press
moulds this into large blocks. Pressures of 15 to 20
tons per square inch are necessary.

The products of these presses, however, are not
brushes. Neither in size nor shape are they suitable.
In order to give them the proper electrical and
mechanical characteristics, baking, and other opera-
tions are required.

At this stage we are just about in the middle of

the manufacturing process — over 40 days have
passed since the lampblack was manufactured and
approximately as much more time will be required
to turn these raw blocks into finished brushes of
such perfection that they can bear the NGG Pyra-
mids and carry the Silver Strand Cable.

The National Pyramid Brushes we would ship
you today are sawed from blocks that were made
months ago, blocks that have passed through many
other scientifically controlled operations. On receipt
of your order, your brushes are made exactly to
your specifications from brush blocks stored in our
several factories. That is how we are able to ship
so promptly.

An interesting moving picture film illustrating in detail the processes used in the manufacture
of carbon brushes will gladly be shown on request to any organization of engineers or students.

NATIONAL CARBON COMPANY, Inc.

Unit of Union Carbide [ 1 and Carbon Corporation

Carbon Sales
Division

SILVER STRAND

Cleveland, Ohio

Branch Offices and Factories
New York Pittsburgh Chicago Birmingham

San Francisco

ELECTRIC RAILWAY JOURNAL

July, 1929

Lfiving for and not off
the Industry....

This expression, used recently of Electric Railway
Journal by a well-known electric railway executive,*
expresses exactly the guiding policy of the paper
during its more than 40 years of service to the
Industry.

In those seven words lies the reason why Electric
Railway Journal has always been received in the
light of a friend and counselor. Behind them is the
spirit which was responsible for the recent pres'
entation to this paper of the first Associated Busi-
ness Papers' Award established in 1927 for Out-
standing Editorial Service.

Electric Railway Journal

*Mr. Walter A. Draper, President,
The Cincinnati Street Railway Company.

July, 1929

ELECTRIC RAILWAY JOURNAL

years in the severest service

leading elevator, crane

and motor builders have

standardized on

SUPER-MlCANITE

The use of commutator segments
and rings of Super-Micanite, in
both manufacture and repair work,
is growing by leaps and bounds. In
fePJ the short space of three years
Super-Micanite has become the
outstanding bonded mica insulation. It as-
sures longer life and reduced maintenance
even under the most severe operating con-
ditions.

Overloads, high working temperatures, ex-
posure to dirt and fumes and the inevitable
arcing in such service will not cause deep pit-
ting between segments as is likely when
shellac bonded mica is used.

Decomposition products of the Super-
Micanite binder, formed below the carboniza-
tion point are neither corrosive nor con-
ductive. High temperatures employed when
soldering leads to commutator bars have no
detrimental effect on Super-Micanite.

Detailed advantages of this
modern bonded mica insula-
tion are given in our Super-
Micanite Bulletin No. 111.
Send for a copy.

MICA INSULATOR COMPANY

New York: Chicago:

200 Varick Street 542 S. Dearborn St.

Works: Schenectady, N. Y. London, England

Cleveland Pittsburgh Cincinnati Birmingham Seattle
San Francisco Los Angeles Toronto Montreal

Miitlf Siutucal EMPIRE

I T ' INSULATOR k* ■ IV ■#«*«■ ■ * m®m®j**.%^m ^INSULATOR ^

REG. U.S. PAT. OFF.

INSULATION

REG. U.S.PAT. OFF.

MICA INSULATION

OILED CLOTH iNSULATION

ELECTRIC RAILWAY JOURNAL

July, 1929

Gasoline and
Motor Oil -

^i'Ae shoes ~ must 6e mates

It is not enough to know that a
motor oil or gasoline is good. These
properties, though tremendously im-
portant, are not all of the require-
ments that you should demand from
motor coach fuel and lubricants.

If you would get the most mile-
age from gasoline, the most effi-
cient lubrication from your motor
oil — select a fuel and motor oil
that work in harmony. Red Crown
Gasoline and Polarine Motor Oil
form an ideal combination — a gas-
oline that gives power, mileage and
complete combustion — a motor oil
that is not too heavy, yet is rich
and sturdy, supplying thorough,

efficient lubrication to the motor.

Red Crown and Polarine have
been refined to work in harmony, to
give separately and together, maxi-
mum service in the internal combus-
tion engine. Working together they
give that perfectly balanced per-
formance which insures efficient
service and low cost operation.

Have our engineers make a test
of Red Crown and Polarine in your
motor coaches. Compare the com-
bined operating cost of this gaso-
line and motor oil with the com-
bined operating cost of any other
fuel and lubricant and let the figures
speak for themselves.

STANDARD OIL COMPANY (Indiana)

General Offices: 910 S. Michigan Ave. CHICAGO, ILLINOIS

ILLINOIS

INDIANA

IOWA

MICHIGAN WISCONSIN

MINNESOTA MISSOURI

Chicago

Evansville

DavenDort

Detroit La Crosse

Duluth Kansas City

Decatur

Indianapolis

Des Moines

Grand Rapids Milwaukee

Mankato St. Joseph

Joliet

South Bend

Mason City

Saginaw Green Bav

Minneapolis St. Louis

Peoria

KANSAS

Sioux City

S. DAKOTA

N. DAKOTA

Quincy
* '

Wichita

Huron

Fargo Minot 819
1

(Left) Over 600 buses operated by the Phil-
adelphia Rapid Transit, Philadelphia, Pa.,
are equipped with Goodrich Silvertowns.
Photo shows operator checking air pressure
on a bus scheduled for a fast run.

(Left) "Metal to metal contact won't do,"
said P. R. T. officials. "Top leaks have to be
eliminated." And they were with Goodrich
Rubber Seam Bands!

(Right) "Before we installed Goodrich
Rubber Fender Flaps, it was almost impos-
sible to keep our bus fenders straight . .
more than saved their cost in labor," the
general superintendent said.

(Left) "And another thing . . . these Good-
rich rubber balls are component parts of
both our front and back coupling. For
packing they're better than any fabric we
ever used."

(Right) "Let her down easy," says the gen-
eral foreman when the new 60 mi. per hr.
gas electric wrecker tows in a crippled bus.
For speed in an emergency and strength to
stand the overload weight Goodrich Silver-
towns recommend themselves.

Rubber

the

Bus Industry

WHEN you have learned to
appreciate the uninter-
rupted service value of Goodrich
Heavy Duty Silvertowns you have
learned just one of the many ad-
vantages Goodrich has to offer you.

Vdlliagt

Goodrich manufactures rubber for
the bus industry!

Among the items Goodrich makes are
tires, tubes, seam bands, door flaps,
fender flaps, coupling balls, air, water,
steam and radiator hose, fan belts, rub-
ber cement, floor matting, etc.

Think of Goodrich when you think
of rubber for the bus industry.

The B. F. Goodrich Rubber Com-
pany, Established 1870, Akron, Ohio.
Pacific Goodrich Rubber Company, Los
Angeles, Calif. In Canada: Canadian
Goodrich Company, Kitchener, Orit.

zAnd now! in Philadelphia P. R. T. swings over to

Goodrich heavy duty
Silvertowns for Double Deckers

Off with the slow, old solids . . . on with
the new Goodrich dual pneumatics! More
speed, more comfort and uninterrupted tire
service.

F\ R. T., one of the largest bus op-
# erators in the United States, have
been satisfied users of Goodrich
Heavy Duty SilvertownTires for more
than six years.

And now, even on the double deckers
they go . . . these sturdy Goodrich
Heavy Duty Silvertowns.

Tested first on front wheels, they
made steering easier for the drivers
. . . they cushioned motors over some
of Philadelphia's worst paved streets
rupted service and noticeably reduced
and repairs.

Mileage? 75,148 bus miles without a delay!

SEVEN SUPERIOR
SPECIFICATIONS

BUILT INTO EVERY HEAVY DUTY
S1LVERTOWN

1. Heavily insulated stretch-matched cords.

2. Additional adhesion — from greater in-
sulation between outside plies.

3. Heavy twin beads for better rim seating.

4. Extra gum fillers between plies for
longer tire life.

5. Heat-resisting, interlocking cord break-
ers.

6. Tread designed correctly for heavy duty
service.

7. The whole tire toughened by the fa-
mous Goodrich "water cure."

Goodrich Heavy Duty Silvertowns on the
front and rear of P. R. T. wrecker-snow
fighter? Of course. Note how the sturdy
treads stand out in this unretouched pho-
tograph.

. . . gave uninter-
motor adjustments

Then further tests with dual pneu-
matic rears added so much comfort,
speed and uninterrupted service to
P.R.T. travel that two hundred double
deck buses are to be Silvertown equip-
ped all around!

Every bus operator owes it to him-
self to let a Goodrich salesman go into
the detail of operating costs and un-
interrupted service with him on Good-
rich Heavy Duty Silvertowns.

The B. F. Goodrich Rubber Company, Established 1870,
Akron, Ohio. Pacific Goodrich Rubber Company, Los
Angeles, Calif. In Canada: Canadian Goodrich Company,
Kitchener, Ontario.

g^\ 1*1 HEAVY DUTY £1 • i A

tjroodricii ♦fojw Silvertowns

SPECIFY GOODRICH OX YOUR NEXT BUS

July, 1929

ELECTRIC RAILWAY JOURNAL

JLh

HE TWO RADIATORS

which cool the motors
in the Twin Coach
are products of the

LONG MANUFACTURING CO.
DETROIT MICHIGAN

•j

AUTOMOTIVE
RADIATORS

AUTOMOTIVE
CLUTCHES

ELECTRIC RAILWAY JOURNAL

July, 1929

Business men, industrialists and engineers — 600,000
of them — regularly read the 26 McGraw-Hill Publi-
cations. More than 3,000,000 use McGraw-Hill
books and magazines in their business.

The Magazine of Business

System

Harvard Business Review

Aviation

Factory and Industrial
Management

Power

Industrial Engineering

Radio Retailing Food Industries

Overseas Publications
Electricidad The American Auto-

en America* mobile*

Ingenieria Internacional* El Automovil Americano*
American Machinist
{European Edition}

'Published by an associate company,
Business Publishers International Corporation

Mc G R A W -

McGRAW-HILL PUBLISHING COMPANY, Inc., New York

HILL

Chicago

Philadelphia

July. 1929

ELECTRIC RAILWAY JOURNAL

epUt

Two Continents

Ofl SPEAKING TERMS

IONG years of trial and failure.
4 One final tense gripping moment.
Then the click-click-click.

; — — — — London!

Clearly and distinctly over the first
Atlantic cable came Queen Victoria's
greeting to President Buchanan.
Europe and America joined for in-
stantaneous communication ! An ocean
barrier eliminated .... distance con-
quered .... weeks cut to split-seconds
by Cyrus W. Field. Once again the
vision, courage and persistence of a
single man without engineering pre-
cedents, had overcome old obstacles
and made a major contribution to the
world's progress.

Space, time, waste .... the great ob-
structionists of progress .... are fast
being vanquished today. Overnight,

science and industry are continually
turning dreams into realities. This is
possible because the united brain
power of many men now seizes upon
and solves these problems by the free
exchange of ideas and of experiences
through a highly specialized, scientific
and industrial press.

McGraw-Hill Publications— 26 of them
—serve industry, engineering and busi-
ness. They tap news sources; record
experience; analyze methods; crystallize
opinion; conduct research; view to-
day's events in terms of tomorrow's
consequences. And through them
month by month industry is able to
organize its thinking and co-ordinate
its leadership, to quickly gain desired
ends without long years of waiting.

PUBLICATIONS

Detroit

St. Louis

Cleveland

San Francisco

Boston

Greenville

London

ELECTRIC RAILWAY JOURNAL

July, 1929

Wilmington's HASKELITE equipped cars

MAKE
GOOD

Ten more cars ordered

ONCE more HASKELITE equipped cars
are re-ordered on an actual performance
basis. Last year Wilmington ordered 10 model
cars from the J. G. Brill Co. HASKELITE
was used for interior side linings, frieze
panels, and roofs, since these cars were de-
signed to stimulate the public's
desire to ride by appearance,
speed, comfort, convenience and
safety in operation. How well
these HASKELITE equipped
cars performed can be judged

pi^WooD

Ply/ v\etI.

by this latest order for 10 additional cars
which are practically identical with the first
lot ordered. HASKELITE'S extensive use
and many years of economical service have
demonstrated beyond a doubt the advantages
of this light weight, strong, and unusually at-
tractive material. Write for
useful data on the application
of HASKELITE and its metal-
faced mate, P L Y M E T L ,
in street car and bus con-
struction.

Haskelite Manufacturing Corporation

120 South LaSalle Street, Chicago, Illinois

RAILWAY REPRESENTATIVES
Economy Electric Devices Co., 37 W. Van Buren St., Chicago
Grayson Bros., 600 LaSalle Bldg., St. Louis, Mo.

Railway & Power Engineering Corp.. Ltd.,
Montreal, Toronto, Winnipeg, New Glasgow.

ERJTGray

luimiiiiiiiimiiiiiii iiraiiiiiHiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiimiiiiiiii iiiimimmiiiiiumiiiiiiiiiiii i iiimiie giiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiiiiiL-

Prepare

for Winter
NOW

— for passenger comfort
— for increased revenue

Install

Utility Heating

Heat Regulating and

Ventilating

Equipment

JOHNSON

FARE

COLLECTING

SYSTEMS

Johnson Electric Fare Boxes and overhead registers |

make possible the instantaneous registering; and |

counting; of every fare. Revenues are increased §

1 y% to 5% and the efficiency of one-man operation =

is materially increased. Quicker boarding- of |

passengers with resultant reduction in running- |
time for the buses. Over 6000 already in use.

When more than three coins are used aa fare, the =

Type D Johnson Fare Box is the best manually |

operated registration system. Over 50,000 in use. 1

Johnson Change-Makers are designed to function |

with odd fare and metal tickets selling at frac- i

tlonal rates. It is possible to use each barrel 1

separately or in groups to meet local conditions. 1

Each barrel can be adjusted to eject from one to |
five coins or one to six tokens.

Cross Seat

Electric Heater, fitted
with Chromalox Strips. Listed as
Standard by Underwriters' Laboratories. Delivers
100 per cent output for electric energy input.

RAILWAY UTILITY COMPANY

2241 Indiana Ave., Chicago, III.

5iuuimiiiiiiiimiiiiiiiiiiiiii Minium urn iiiiiiiiiiiiiiiiiiimiiiiiiiiu mi mil Hiniiiiiiiiuiiiiiriiiimii

Johnson Fare Box Co.

I j 4619 Rarenswood Art., Chicago, III.

niiiimiiiiiiimiiiimiiiiimiiiiiiiiiiiiiiiiiMimimmiiii iiniiiiiuiitiiiiiiiiiiiiiiiiiiiiiiimiriiiiiiiiiiiiiniiiiiiiiiuiiiiiiiiiiiiiimiiiiir

As originators of the All Metal Body,
Lang offers to the Industry what is
admittedly the last word in super'
body building.

Lang All Metal Bodies are bound to
be more lasting — for metal is more
enduring than wood.

Such bodies are more easily serviced
— for replacement of panels and other
operations are easily made with stand'
ardized sections and units.

They are lighter, yet stronger — for

all metal construction assures more
strength with less weight.

They are safer — for metal does not
burn or splinter, gives instead of
breaks, resists impact and provides
greater safety to passengers.

Thinner walls permit greater interior
width, with consequent added room
and maximum passenger comfort.

Such factors are worth a higher initial
cost because longer life and lower cost
of maintenance more than make up
the difference in the long run.

o^> metal bodies

ja/er-and afenduring quality

Quality that endures . . .

Safety that lasts

The lasting strength and safety and
lightness of All Metal construction
are now combined with the graceful
lines and practical operating utility so
characteristic of all Lang built bodies.

Experienced bus operators have been
quick to recognize the significance and
the important advantages that this
achievement makes possible.

Safety is coupled with enduring qual-
ity. Maintenance costs are reduced.
Hazards through fire and collision are
almost entirely eliminated. Body life
extended .... less depreciation
return on the initial

and a greater

investment.

The Lang All Metal Body is unques-
tionably the last word in super-body
building.

LANG BODY COMPANY, CLEVELAND, OHIO

RECENT
PURCHASES

Missouri Pacific Transportation Co.

St. Louis, Mo.

Automotive Transportation Co.

Providence, R. 1.

Yelloway Pioneer System

Chicago, III.
Interstate Transit Lines

Omaha, Nebr.

Pennsylvania R. R. Co.

Philadelphia, Pa.

Features

i. Longer life. Metal out-
lasts wood.

i. Lower cost of mainte-
nance.

3. Lighter and stronger.

Strength without
bulk.

4. Greater safety. Better

protection.

5. Thinner walls give more

inside room.

6. Lower cost in the long

RECENT
PURCHASES

Cleveland Railway Go.

Cleveland, Ohio

Schultz Management Corp.

Camden, N. J.

N. O. P. 6? L Co.

Akron, Ohio

Buckeye Stages, Inc.

Columbus, Ohio

Cleveland Southwestern R. R.

Elyria, Ohio

Los Angeles Street Railway

Los Angeles, Cal.

July, 1929

ELECTRIC RAILWAY JOURNAL

«ealy

% o.mbuw

Just Out I

A book that combines the descrip-
tion of the physical characteristics
of the elements of electrification with
the analysis of economic problems
and the operating performance of
both electrification and electric oper-
ation. Special emphasis is given to
such topics as power supply con-
tracts, overhead distribution systems
and economic data.

Electrification of
Steam Railroads

By KENT T. HEAXY

Assistant Professor of Transportation. Yale Uni-
versity ; formerly. Inspector and Cost Engineer,
N. Y., N. H. A H. Ry.

395 Pages, 6x9, 165 Illust rat ions. $5.00.

This book is the result of a recent
survey of the electrifications of both
Europe and the United States.

Men actively interested in electrifi-
cation, either as railroad officials or
construction engineers will find this
book full of usable information. It
includes valuable cost data and treats
fully of the economics of electrifica-
tion and personnel organization.

Chapter Headings

I. General Economics of Electrification.
II. Source of Power for Electric Operation.

III. Power Contracts.

IV. Power Substations.

V. Distribution Switching and Sectionaliz-
ing.
VI. Overhead Supporting Structures.
VII. Overhead Contact System.
VIII. Rail Distribution System.
IX. Economics and Operation of the General

Transmission and Distribution System.
X. Coordination of Tract Ion -circuit Stray
Electric Fields and Foreign Circuits or
Conductors.
XI. General Problems of Motive Power.
XII. Collection of Current From the Distribu-
tion System.

XIII. Control of Current to the Traction Motors.

XIV. Traction Motors.

XV. Transmission of Power from the Motors

to the Driving Wheels.
XVI. Mechanical Elements of Locomotives.
XVII. Economics and Operation or Motive

Power.
XVIII. Organization and Personnel for Electric
Operation.

! Special emphasis is (riven to such topics
1 as power supply contracts, overhead dis-
tribution systems and economic data.

See this new book — FREE

McGraw = Hill

FREE EXAMINATION COUPON

McGraw-Hill Book Co., Inc., 370 Seventh Avenue, New York.

You may send me on 10 days' approval Healy — ELECTRIFICATION OF
STEAM RAILROADS, $5.00 net. postpaid. I agree to remit for the book or
to return It postpaid within 10 days of receipt. (To secure books on approval
write plainly and fill in all lines.)

Name

Home Address

City and State

Name of Company .
Occupation

(Books sent on approval to retail purchasers In V. 8. and Canada only.)

Are you up-to-date?

Here's the last word

in a complete

test bench

The new "Super" Test Bench
for the very heaviest and
most exacting work. Will
take care of every electrical
test job on any kind of small
or large automobile, bus,
truck, marine or airplane.

National Railway
Appliance Co*

420 Lexington Ave., New York

Hegeman-Castle Corp.

Railway Exchange Bldg.

Chicago, III.

ELECTRIC RAILWAY JOURNAL

July, 1929

"Union" Signals Speed Traffic on P.R.T.

PHILADELPHIA'S newest high
speed transit system, the Broad Street
Subway, has been signaled by the Union
Switch and Signal Company. This is a
four-track structure having six inter-
lockings in its seven-mile length. Trains
are operated on close headway at the
peak hours.

Our specialists are at your

"Union" Subway Type Signals, Model 14
Electro - pneumatic Interlocking Ma-
chines, and auxiliary apparatus speed
traffic on this system as on the others in
Philadelphia. "Union's" half-century of
experience in the signaling field enables
it to meet your signaling needs and pro-
vide added economies.

service without obligation.

1881 ra Union g>fottri) & Signal <£to. ra 1929

M-f SW1SSVALE, pa. \*g

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R 11 Double Ref-Utar

A Fare Registration System

that Qains the Confidence

of ALL

The durability, accuracy, speed and con-
venience of International Registers has
given them the nation-wide reputation for
efficient service that they have enjoyed for
over thirty years.

Electric operation gives the new types even
greater speed, accuracy and convenience.
Mechanical hand or foot operation can be
furnished, if required.

The International Register Co.

15 South Throop St., Chicago

Brake shoes in street
railway service get a
lot of wear. They
must stop smoothly
and positively. In
this exacting work
"Diamond S" brake
shoes keep in service
months after ordi-
nary shoes have been
scrapped.

The American Brake Shoe
and Foundry Company

230 Park Ave., New York
332 So. Mich. Ave., Chicago

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July, 1929

ELECTRIC RAILWAY JOURNAL

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Economical Accessories
for Tubular Iron Poles

Whether for new construction or for
salvaging corroded poles, you will find these
M.I.F. Specialities for tubular iron poles
most economical, most sturdy and most
easily installed.
Reinforcing and Extension Clamps

A Type — for reinforcing corroded joint
between pipes differing in diameter by full
inch. Or for extending pole with section
one inch smaller.

B Type — for reinforcing corroded
swaged joint where pipe diameters differ
by less than one inch.

C Type — for reinforcing pole corroded at
ground-line. Or to extend pole with pipe
of same size, as illustrated.

Ornamental Covers — designed to fit
over similar Clamps, harmonizing with
design of ornamental pole.

Williams Pole Mounts— used to anchor
poles on bridges, rock, or concrete. Or
with pre-cast concrete base to salvage pole corroded at ground-
line. Or for maximum clearance with full length of pole
above ground.

Crossarm Gains — See illustration. Do not require drilling

of pole. For heavier loads bracing accessories are provided.

Cable Insulator Hangers and Span Wire Hangers —

provided in various types for suspending signal wires, etc.,

from messenger or span wires.

Send for literature with prices

Malleable Iron Fittings Company

Pole Hardware Department

Factory and New England Sales Office: Branford, Connecticut

New York Sales Office:

Thirty Church Street

General Sales Agents elsewhere

in U.S.:

LINE MATERIAL COMPANY, South Milwaukee, Wis.
| Canadian Distributor: Canadian Line Materials, Limited, Toronto =

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HtMiimiiMiiiJiiriiifiiiMiriiJiiiitiiiiiiiiiiitiiiiiiiiMiMiMiiiiiiiiiiiiiriiuMiiiiiiiniiiiiiiiiiiiiiiiiiiiJiMiuiifiiiuiiiiiifiiiiiimiiiiiiiiiiutiiiL

Extension Clamp
and Crossarm
Gain Assembly

Cool
Comfort

Cool comfort is assured your passen-
gers all summer long when your coaches
are equipped with N-L Coach Fans.

It effectively meets the long felt need
of a reliable fan, built especially for
heavy bus service.

An N-L Fan recently ran 2448 hours
without stopping, requiring only a
brush adjustment at that time. It was
again placed in service and is still run-
ning. This is, we believe, a record for
motors of this type.

Write for Supplement B-2.

The Nichols- Lint ern Co,

7960 Lorain Ave., Cleveland, Ohio

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